Home

REGULAMENTO BRASILEIRO DA AVIAÇÃO CIVIL RBAC nº

1. Flight length NM Airplane maximum range nautical miles NM From To 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 Distribution of flight lengths percentage of total 0 200 11 7 75 62 5 5 47 4 0 3 4 3 0 2 6 2 3 200 400 27 3 19 9 17 0 15 2 132 11 4 9 7 8 5 7 5 6 7 400 600 46 3 40 0 35 7 32 6 28 5 24 9 21 2 18 7 16 4 14 8 600 800 10 3 11 6 11 0 10 2 91 8 0 69 6 1 54 4 8 800 1000 44 85 8 6 8 2 74 6 6 5 7 5 0 4 5 4 0 1000 1200 0 0 4 8 53 5 3 4 8 43 38 3 3 30 2 7 1200 1400 0 00 3 6 44 45 42 38 33 3 0 27 24 1400 1600 000 2 2 3 3 35 33 31 27 24 22 2 0 1600 1800 000 12 2 3 2 6 25 24 21 1 9 1 7 1 6 1800 2000 0 0 07 2 2 26 26 25 22 2 0 18 1 7 2000 2200 0 0 00 1 6 21 22 21 1 9 1 7 1 6 1 4 2200 2400 0 0 0 0 11 1 6 1 7 1 7 1 6 1 4 1 3 1 2 2400 2600 0 0 0 0 0 7 1 2 14 1 4 13 1 22 1 1 1 0 2600 2800 0 0 0 0 04 09 1 0 11 1 00 09 0 9 0 8 2800 3000 0 00 0 00 02 0 6 07 O 0 7 0 7 0 6 0 6 3000 3200 0 0 0 00 0 0 0 6 08 08 08 0 8 07 0 7 3200 3400 0 0 0 00 0 0 0 7 1 1 1 2 1 2 11 1 1 1 0 3400 3600 0 00 0 00 0 0 0 7 1 3 1 6 1 6 1 5 1 5 1 4 3600 3800 0 0 0 0 00 09 2 2 27 28 2 7 2 6 2 9 3800 4000 0 00 0 0 0 0 0 5 2 0 2 6 28
2. Control Maximum forces or torques Minimum forces or torques Aileron Stick 100 Ibs 40 Ibs Wheel 80 D in Ibs 40 D in Ibs Elevator Stick 250 Ibs 100 Ibs Wheel symmetrical 300 Ibs 100 Ibs Wheel unsymmetrical 100 lbs Rudder 300 Ibs 130 Ibs The critical parts of the aileron control system must be designed for a single tangential force with a limit value equal to 1 25 times the couple force determined from these criteria D wheel diameter inches The unsymmetrical forces must be applied at one of the normal handgrip points on the periphery of the control wheel Origem SAR ANAC 68 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55466 Dec 20 1976 Amdt 25 72 55 FR 29776 July 20 1990 25 399 Dual control system a Each dual control system must be designed for the pilots operating in opposition using individual pilot forces not less than 1 0 75 times those obtained under 25 395 or 2 The minimum forces specified in 25 397 c b The control system must be designed for pilot forces applied in the same direction using individual pilot forces not less than 0 75 times those obtained under 25 395 25 405 Secondary control system Secondary controls such as wheel brake spoiler and tab controls must be designed for the maximum forces that a pilot i
3. 1 Maximum continuous power or thrust relating to augmented or unaugmented operation as applicable ii Takeoff power or thrust relating to augmented or unaugmented operation as applicable 2 Fuel designation or specification 3 Any other parameter for which a limitation has been established as part of the engine type certificate except that a limitation need not be established for a parameter that cannot be exceeded during normal operation due to the design of the installation or to another established limitation d Ambient temperature An ambient temperature limitation including limitations for winterization installations if applicable must be established as the maximum ambient atmospheric temperature established in accordance with 25 1043 b Amdt 25 72 55 FR 29786 July 20 1990 25 1522 Auxiliary power unit limitations If an auxiliary power unit is installed in the airplane limitations established for the auxiliary power unit including categories of operation must be specified as operating limitations for the airplane Amdt 25 72 55 FR 29786 July 20 1990 25 1523 Minimum flight crew The minimum flight crew must be established so that it is sufficient for safe operation considering a The workload on individual crewmembers b The accessibility and ease of operation of necessary controls by the appropriate crewmember and c The kind of operation authorized under 25 1525 Origem SA
4. 2 dh fu A u 53 Cc v E m H a m ta e E S Ec N E Em d 5 P v gt z d E uz v z c o N Y l ir A N D be ei as A 2 c Ei gt E d mi a c m E ul Emi r Pad w A Figur View or download PDF Note For blanket materials that cannot be installed in accordance with figure 7 above the blankets must be installed in a manner approved by the FAA v Conditioning Condition the specimens at 70 5 F 21 2 C and 5596 10 relative humidity for a minimum of 24 hours prior to testing d Preparation of apparatus 1 Level and center the frame assembly to ensure alignment of the calorimeter and or thermocouple rake with the burner cone 2 Turn on the ventilation hood for the test chamber Do not turn on the burner blower Measure the airflow of the test chamber using a vane anemometer or equivalent measuring device The vertical air velocity just behind the top of the upper insulation blanket test specimen must be 100 50 ft min 0 51 0 25 m s The horizontal air velocity at this point must be less than 50 ft min 0 25 m s 3 If a calibrated flow meter is not available measure the fuel flow rate using a graduated cylinder of appropriate size Turn on the burner motor fuel pump after insuring that the igniter system is turned off Collect the fuel via a plastic or rubber tube into the graduated cylinder for
5. 25 109 Accelerate stop distance a The accelerate stop distance on a dry runway is the greater of the following distances 1 The sum of the distances necessary to Origem SAR ANAC 31 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 Accelerate the airplane from a standing start with all engines operating to Vgrfor takeoff from a dry runway ii Allow the airplane to accelerate from Vgrto the highest speed reached during the rejected takeoff assuming the critical engine fails at Vgrand the pilot takes the first action to reject the takeoff at the V for takeoff from a dry runway and iii Come to a full stop on a dry runway from the speed reached as prescribed in paragraph a 1 11 of this section plus iv A distance equivalent to 2 seconds at the V for takeoff from a dry runway 2 The sum of the distances necessary to 1 Accelerate the airplane from a standing start with all engines operating to the highest speed reached during the rejected takeoff assuming the pilot takes the first action to reject the takeoff at the V for takeoff from a dry runway and ii With all engines still operating come to a full stop on dry runway from the speed reached as prescribed in paragraph a 2 1 of this section plus iii A distance equivalent to 2 seconds at the V for takeoff from a dry runway b The accelerate stop distance on a wet runway is the greater of the following dista
6. 25 115 Takeoff flight path 25 117 Climb general 25 119 Landing climb All engines operating 25 121 Climb One engine inoperative 25 123 En route flight paths 25 125 Landing Controllability and Maneuverability 25 143 General 25 145 Longitudinal control 25 147 Directional and lateral control 25 149 Minimum control speed Trim 25 161 Trim Origem SAR 3 300 a ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Stability 25 171 25 173 25 175 25 177 25 181 Stalls 25 201 25 203 25 207 Emenda n 136 General Static longitudinal stability Demonstration of static longitudinal stability Static lateral directional stability Dynamic stability Stall demonstration Stall characteristics Stall warning Ground and Water Handling Characteristics 25 231 25 233 25 235 25 237 25 239 Longitudinal stability and control Directional stability and control Taxiing condition Wind velocities Spray characteristics control and stability on water Miscellaneous Flight Requirements 25 251 25 253 25 255 General 25 301 25 303 25 305 25 307 Vibration and buffeting High speed characteristics Out of trim characteristics Subpart C Structure Loads Factor of safety Strength and deformation Proof of structure Flight Loads 25 321 General Flight Maneuver and
7. 1 As condi es limites de manobras sim trica especificadas na se o 25 337 para todas as velocidades at a Vc e na se o 25 345 2 As condi es limites de rajadas na se o 25 341 nas velocidades especificadas at a Vc e na se o 25 345 3 As condi es limites de rolamento especificadas na se o 25 349 e as condi es limites assim tricas especificadas na se o 25 367 e nos par grafos 25 427 a at c nas velocidades at a Vc 4 As condi es limites de manobras de guinada especificadas no par grafo 25 351 a nas velocidades especificadas at a Vc 5 Para cabines pressurizadas as seguintes condi es 1 O diferencial de press o operacional normal combinado com as press es aerodin micas externas esperadas aplicadas simultaneamente com as condi es de carregamentos em voo especificadas nos subpar grafos b 1 at 4 desta se o se elas tiverem um efeito significante 11 O valor m ximo do diferencial de press o Origem SAR 6 ANAC 88 300 Data da emiss o 7 de fevereiro de 2014 for particular structure is impractical This structure must be shown by analysis supported by test evidence to be able to withstand the repeated loads of variable magnitude expected during its service life without detectable cracks Appropriate safe life scatter factors must be applied d Sonic fatigue strength It must be shown by analysis supported by test evidence or by
8. 111 Landing distance 4 Procedures established under 25 101 f and g that are related to the limitations and information required by 25 1533 and by this paragraph b in the form of guidance material including any relevant limitations or information 5 An explanation of significant or unusual flight or ground handling characteristics of the airplane 6 Corrections to indicated values of airspeed altitude and outside air temperature 7 An explanation of operational landing runway length factors included in the presentation of the landing distance if appropriate Doc No 2000 8511 66 FR 34024 June 26 2001 as amended by Amdt 25 108 67 FR 70828 Nov 26 2002 Subpart H Electrical Wiring Interconnection Systems EWIS Source Docket No FAA 2004 18379 72 FR 63406 Nov 8 2007 unless otherwise noted 25 1701 Definition a As used in this chapter electrical wiring interconnection system EWIS means any wire wiring device or combination of these including termination devices installed in any area of the airplane for the purpose of transmitting electrical energy including data and signals between two or more intended termination points This includes 1 Wires and cables 2 Bus bars 3 The termination point on electrical devices including those on relays interrupters switches contactors terminal blocks and circuit breakers and other circuit protection devices 4 Connectors including feed
9. c Fuel flowmeter system If a fuel flowmeter system is installed each metering component must have a means for bypassing the fuel supply if malfunction of that component severely restricts fuel flow d Oil quantity indicator There must be a stick gauge or equivalent means to indicate the quantity of oil in each tank If an oil transfer or reserve oil supply system is installed there must be a means to indicate to the flight crew in flight the quantity of oil in each tank e Turbopropeller blade position indicator Required turbopropeller blade position indicators must begin indicating before the blade moves more than eight degrees below the flight low pitch stop The source of indication must directly sense the blade position f Fuel pressure indicator There must be means to measure fuel pressure in each system supplying reciprocating engines at a point downstream of any fuel pump except fuel injection pumps In addition 1 If necessary for the maintenance of proper fuel delivery pressure there must be a connection to transmit the carburetor air intake static pressure to the proper pump relief valve connection and 2 If a connection is required under paragraph f 1 of this section the gauge balance lines must be independently connected to the carburetor inlet pressure to avoid erroneous readings Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15044 Mar 17 1977 Electrical Systems and Equip
10. c If the loads prescribed in paragraph b of this section result in a nose gear side load higher than 0 8 times the vertical nose gear load the design nose gear side load may be limited to 0 8 times the vertical load with unbalanced yawing moments assumed to be resisted by airplane inertia forces d For other than the nose gear its attaching structure and the forward fuselage structure the loading conditions are those prescribed in paragraph b of this section except that 1 A lower drag reaction may be used if an effective drag force of 0 8 times the vertical reaction cannot be reached under any likely loading condition and 2 The forward acting load at the center of gravity need not exceed the maximum drag reaction on one main gear determined in accordance with 25 493 b e With the airplane at design ramp weight and the nose gear in any steerable position the combined application of full normal steering torque and vertical force equal to 1 33 times the maximum static reaction on the nose gear must be considered in designing the nose gear its attaching structure and the forward fuselage structure Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 Amdt 25 46 43 FR 50595 Oct 30 1978 Amdt 25 91 62 FR 40705 July 29 1997 25 503 Pivoting a The airplane is assumed to pivot about one side of the main gear with the brakes on that side locked The limit vertical load
11. min of methane and 850 cm min of air must be fed to the lower pilot flame burner The normal position of the end of the pilot burner tubing is 40 inch 10 mm from and perpendicular to the exposed vertical surface of the specimen The centerline at the outlet of the burner tubing must intersect the vertical centerline of the sample at a point 20 inch 5 mm above the lower exposed edge of the specimen 11 Standard Three Hole Upper Pilot Burner The pilot burner must be a straight length of 25 inch 6 3 mm O D 03 inch 0 8 mm wall stainless steel tubing that is 14 inches 360 mm long One end of the tubing must be closed and three No 40 drill holes must be drilled into the tubing 2 38 inch 60 mm apart for gas ports all radiating in the same direction The first hole must be 19 inch 5 mm from the closed end of the tubing The tube must be positioned 75 inch 19 mm above and 75 inch 19 mm behind the exposed upper edge of the specimen The middle hole must be in the vertical plane perpendicular to the exposed surface of the specimen which passes through its vertical centerline and must be pointed toward the radiation source The gas supplied to the burner must be methane and must be adjusted to produce flame lengths of 1 inch 25 mm iii Optional Fourteen Hole Upper Pilot Burner This burner may be used in lieu of the standard three hole burner described in paragraph b 8 ii of this part IV The pilot burner must be a str
12. 136 25 729 Retracting mechanism a General For airplanes with retractable land ing gear the following apply 1 The landing gear retracting mechanism wheel well doors and supporting structure must be designed for 1 The loads occurring in the flight conditions when the gear is in the retracted position 11 The combination of friction loads inertia loads brake torque loads air loads and gyro scopic loads resulting from the wheels rotating at a peripheral speed equal to 1 23 Vsg with the wingflaps in take off position at design takeoff weight occurring during retraction and exten sion at any airspeed up to 1 5 Vsri with the wing flaps in the approach position at design landing weight and iii Any load factor up to those specified in paragraph 25 345 a of this RBAC for the wingflaps extended condition 2 Unless there are other means to decelerate the airplane in flight at this speed the landing gear the retracting mechanism and the airplane structure including wheel well doors must be designed to withstand the flight loads occurring with the landing gear in the extended position at any speed up to 0 67 Vc 3 Landing gear doors their operating mecha nism and their supporting structures must be designed for the yawing maneuvers prescribed for the airplane in addition to the conditions of airspeed and load factor prescribed in para graphs a 1 and 2 of this section b Landing gear lock
13. 2 The equipment must include 1 Masks covering the eyes nose and mouth or 11 Masks covering the nose and mouth plus accessory equipment to cover the eyes 3 Equipment including portable equipment must allow communication with other crewmembers while in use Equipment available at flightcrew assigned duty stations must also enable the flightcrew to use radio equipment 9 ANAC Origem SAR 193 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 The part of the equipment protecting the eyes shall not cause any appreciable adverse effect on vision and must allow corrective glasses to be worn 5 The equipment must supply protective oxygen of 15 minutes duration per crewmember at a pressure altitude of 8 000 feet with a respiratory minute volume of 30 liters per minute BTPD The equipment and system must be designed to prevent any inward leakage to the inside of the device and prevent any outward leakage causing significant increase in the oxygen content of the local ambient atmosphere If a demand oxygen system is used a supply of 300 liters of free oxygen at 70 F and 760 mm Hg pressure is considered to be of 15 minute duration at the prescribed altitude and minute volume If a continuous flow open circuit protective breathing system is used a flow rate of 60 liters per minute at 8 000 feet 45 liters per minute at sea level and a supply of 600 liters of free oxygen at 70 F and 760 mm Hg pre
14. 25 473 with 1 Vriequal to Vso TAS at the appropriate landing weight and in standard sea level conditions and 2 Vioequal to Vso TAS at the appropriate landing weight and altitudes in a hot day temperature of 41 degrees F above standard 3 The effects of increased contact speed must be investigated if approval of downwind landings exceeding 10 knots is requested b For the level landing attitude for airplanes with tail wheels the conditions specified in this section must be investigated with the airplane horizontal reference line horizontal in accordance with Figure 2 of Appendix A of this part c For the level landing attitude for airplanes with nose wheels shown in Figure 2 of Appendix A of this part the conditions specified in this section must be investigated assuming the following attitudes 1 An attitude in which the main wheels are assumed to contact the ground with the nose wheel just clear of the ground and Origem SAR 72 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 If reasonably attainable at the specified descent and forward velocities an attitude in which the nose and main wheels are assumed to contact the ground simultaneously d In addition to the loading conditions prescribed in paragraph a of this section but with maximum vertical ground reactions calculated from paragraph a the following apply 1 The landing gear and directly affected attaching s
15. A REGULAMENTO BRASILEIRO w DA AVIA O CIVIL ANAC RBAC n 25 EMENDA n 136 T tulo REQUISITOS DE AERONAVEGABILIDADE AVIOES CATEGORIA TRANSPORTE Aprova o Resolu o n 303 de 5 de fevereiro de 2014 publica Origem SAR da no Di rio Oficial da Uni o de 7 de fevereiro de 2014 Se o 1 p gina 8 SUM RIO 25 00 Requisitos da ado o AP NDICE A I DO RBAC 25 REPUBLICA O DO 14 CFR PART 25 EMENDA 25 136 ADOTADO PELO RBAC 25 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 00 Requisitos da ado o a Geral Para concess o de certificados de tipo para avi es categoria transporte ser adotado integral mente na l ngua inglesa o regulamento Title 14 Code of Federal Regulations Part 25 Emen da 25 136 em vigor desde 12 de mar o de 2012 da autoridade de avia o civil Federal Avia tion Administration FAA do Department of Transportation dos Estados Unidos da Am ri ca o qual republicado no Ap ndice A I deste RBAC a partir do original contido no sitio oficial de publica o do regulamento adotado em pauta http www ecfr gov b Diverg ncia editorial Qualquer diverg ncia editorial contida no Ap ndice A I decorrente da republica o ali contida e o texto original dever prevalecer mediante anu ncia da ANAC o texto original c Republica o Sempre que houver emenda no regulamento 14 Code of Federal Regulations Part 25 a ANAC republicar o te
16. K limit hinge moment factor for ground gusts derived in paragraph b of this section c mean chord of the control surface aft of the hinge line ft S area of the control surface aft of the hinge line sq ft b The limit hinge moment factor K for ground gusts must be derived as follows Surface K Position of controls a Aileron 0 75 Control column locked or lashed in mid position b do 11 0 50 Ailerons at full throw c Elevator 11 0 75 c Elevator full down d do 11 0 75 d Elevator full up e Rudder 0 75 e Rudder in neutral f do 0 75 f Rudder at full throw A positive value of K indicates a moment tending to depress the surface while a negative value of K indicates a moment tending to raise the surface Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29776 July 20 1990 Amdt 25 91 62 FR 40705 July 29 1997 25 427 Unsymmetrical loads a In designing the airplane for lateral gust yaw maneuver and roll maneuver conditions account must be taken of unsymmetrical loads on the empennage arising from effects such as slipstream and aerodynamic interference with the wing vertical fin and other aerodynamic surfaces b The horizontal tail must be assumed to be subjected to unsymmetrical loading conditions determined as follows 1 100 percent of the maximum loading from the symmetrical maneuver conditions of 25 331 and
17. RBAC n 25 Emenda n 136 operacional normal incluindo as press es aerodin micas externas esperadas durante um voo nivelado em 1g multiplicado por um fator de 1 15 omitindo se outras cargas 6 Para trem de pouso e estrutura da asa e fuselagem diretamente afetada as condi es limites de carga no solo especificadas nas se es 25 473 25 491 e 25 493 deste RBAC Caso ocorram altera es significativas na rigidez estrutural ou na geometria ou ambos decorrentes de uma falha estrutural completa ou parcial os efeitos na toler ncia ao dano devem ser investigados novamente c Avalia o da fadiga conceito de vida segura safe life O cumprimento com os requisitos de toler ncia ao dano do par grafo b desta se o n o requerido se o requerente estabelecer que a aplica o desse conceito impratic vel para uma estrutura em particular Deve se demonstrar por meio de an lises baseadas em evid ncias de ensaio que a estrutura capaz de resistir aos carregamentos repetitivos de magnitude vari vel que se espera ocorrerem durante a sua vida em servi o sem a presen a de trincas detect veis Devem se aplicar fatores de dispers o apropriados para o conceito de vida segura d Resist ncia fadiga s nica Deve se demonstrar por an lises baseadas em evid ncias de ensaios ou no hist rico de servi o de avi es com projeto estrutural e ambiente de excita o s nica similares que 1 N o prov
18. bP M LU i qd T Pd f 1 i WS mmi a y BuaNre NE 2S rem Y DIAM fey pm zl 1102La nm M errri ANGLL 1741747 IBN Ii250x 03a371mm 1205 L3 m m WAPLH lt ZUOLEU d CALOR METER i HACK ITS INSIDE SEAT FRGWE TOF zw AI DRIMZT I CAI DRIMSTER BRGCKE FIGURE 4 View or download PDF RBAC n 25 Emenda n 136 Origem SAR O ANAc 237 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 in ge d 9 MFMMUOCVU LE RIEC Y Zi be tet arene zix STCEL ANGLE era t xa DUFNEN CINC 35 T Acis bmm 1 mvn I 1 l N RACK FITS INSIDE SEAT FRAME Ter iw 146 AO R F ZM REM A FIGURE 5 View or download PDF Part III Test Method To Determine Flame Penetration Resistance of Cargo Compartment Liners a Criteria for Acceptance 1 At least three specimens of cargo compartment sidewall or ceiling liner panels must be tested 2 Each specimen tested must simulate the cargo compartment sidewall or ceiling liner panel including any design features such as joints lamp assemblies etc the failure of which would affect the capability of the liner to safely contain a fire 3 There must be no flame penetration of any specimen within 5 minutes after application of the flame source and the peak temperature measured at 4 inches above the upper surface of the horizontal test sample must not exceed 400 F b Summary o
19. d The floor of the passageway leading to each floor level passenger emergency exit between the main aisles and the exit openings must be provided with illumination that is not less than 0 02 foot candle measured along a line that is within 6 inches of and parallel to the floor and is centered on the passenger evacuation path e Floor proximity emergency escape path marking must provide emergency evacuation guidance for passengers when all sources of illumination more than 4 feet above the cabin aisle floor are totally obscured In the dark of the night the floor proximity emergency escape path marking must enable each passenger to 1 After leaving the passenger seat visually identify the emergency escape path along the cabin aisle floor to the first exits or pair of exits forward and aft of the seat and 2 Readily identify each exit from the emergency escape path by reference only to markings and visual features not more than 4 feet above the cabin floor f Except for subsystems provided in accordance with paragraph h of this section that serve no more than one assist means are independent of the airplane s main emergency lighting system and are automatically activated when the assist means is erected the emergency lighting system must be designed as follows 1 The lights must be operable manually from the flight crew station and from a point in the passenger compartment that is readily accessible to a normal flight attendant se
20. o da velocidade Caso ocorram altera es significativas na rigidez estrutural ou na geometria ou ambos decorrentes de uma falha estrutural completa ou parcial os efeitos na toler ncia ao dano devem ser investigados novamente Amdt 25 45 43 FR 46242 Oct 5 1978 as amended by Amdt 25 54 45 FR 60173 Sept 11 1980 Amdt 25 72 55 FR 29776 July 20 1990 Amdt 25 86 61 FR 5222 Feb 9 1996 Amdt 25 96 63 FR 15714 Mar 31 1998 63 FR 23338 Apr 28 1998 Amdt 25 132 75 FR 69781 Nov 15 2010 Lightning Protection 25 581 Lightning protection a The airplane must be protected against catastrophic effects from lightning b For metallic components compliance with paragraph a of this section may be shown by 1 Bonding the components properly to the airframe or 2 Designing the components so that a strike will not endanger the airplane c For nonmetallic components compliance with paragraph a of this section may be shown by 1 Designing the components to minimize the effect of a strike or 2 Incorporating acceptable means of diverting the resulting electrical current so as not to endanger the airplane Amdt 25 23 35 FR 5674 Apr 8 1970 Subpart D Design and Construction General 25 601 General The airplane may not have design features or details that experience has shown to be hazardous or unreliable The suitability of each questionable design detail and part mu
21. sob as condi es de precipita o especificadas no par grafo b 1 desta se o 11 Ocorr ncia de condi es severas de granizo p ssaros ou insetos c Para brisa interno e janela de mau tempo O avi o deve ter um meio para evitar o emba a mento das por es internas do para brisa e dos pain is da janela sobre uma rea que proporcio naria a visibilidade especificada no par grafo a desta se o sob todas as condi es ambien tais internas e externas incluindo condi es de precipita o em que se pretende que o avi o seja operado d Marcadores fixos ou outros guias devem ser instalados em cada cabine de pilotagem para permitir que os pilotos se posicionem em seus assentos para uma combina o tima de visibilidade externa e verifica o dos instrumentos Se marcadores ou guias iluminados forem usados eles devem cumprir com os requisitos especificados na se o 25 1381 deste RBAC Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5676 Apr 8 1970 Amdt 25 46 43 FR 50595 Oct 30 1978 Amdt 25 72 55 FR 29778 July 20 1990 Amdt 25 108 67 FR 70827 Nov 26 2002 Amdt 25 121 72 FR 44669 Aug 8 2007 Amdt 25 136 77 FR 1618 Jan 11 2012 Origem SAR 108 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Resolu o n 303 de 5 de fevereiro de 2014 publicada no Di rio Oficial da Uni o n 27 Se o 1 p 8 de
22. 136 7 Each door for which unlatching would not result in a hazard is not required to have a locking mechanism meeting the requirements of paragraphs d 3 through d 6 of this section e Warning caution and advisory indications Doors must be provided with the following indications 1 There must be a positive means to indicate at each door operator s station that all required operations to close latch and lock the door s have been completed 2 There must be a positive means clearly visible from each operator station for any door that could be a hazard if unlatched to indicate if the door is not fully closed latched and locked 3 There must be a visual means on the flight deck to signal the pilots if any door is not fully closed latched and locked The means must be designed such that any failure or combination of failures that would result in an erroneous closed latched and locked indication is improbable for 1 Each door that is subject to pressurization and for which the initial opening movement is not inward or ii Each door that could be a hazard if unlatched 4 There must be an aural warning to the pilots prior to or during the initial portion of takeoff roll if any door is not fully closed latched and locked and its opening would prevent a safe takeoff and return to landing f Visual inspection provision Each door for which unlatching of the door could be a hazard must have a provision for direct visua
23. 18 inches 305 by 457 mm The panel must be capable of operating at temperatures up to 1 500 F 816 C See figures 3a and 3b Origem SAR a ANAC 252 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 t878 in 480 mm a SS a ce A MT o AS CY VEN Xe ss FADE S emitter strips 6 13 DV 330 mm Figure 3a Electric Pane View or download PDF Origem SAR 253 300 anac Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 VAR A Ll NA e SAN SPAM CTA nS SED 57 mm 12 in 305 mm Figure 3b Air Propane Radiant Panel View or download PDF i Electric radiant panel The radiant panel must be 3 phase and operate at 208 volts A single phase 240 volt panel is also acceptable Use a solid state power controller and microprocessor based controller to set the electric panel operating parameters 11 Gas radiant panel Use propane liquid petroleum gas 2 1 UN 1075 for the radiant panel fuel The panel fuel system must consist of a venturi type aspirator for mixing gas and air at approximately atmospheric pressure Provide suitable instrumentation for monitoring and controlling the flow of fuel and air to the panel Include an air flow gauge an air flow regulator and a gas pressure gauge iii Radiant panel placement Mount the panel in the chamber at 30 to the horizontal specimen plane and 71 2inches above the z
24. 25 121 b with the takeoff ice accretion A The stall speed at maximum takeoff weight exceeds that in non icing conditions by more than the greater of 3 knots CAS or 3 percent of Vsp or B The degradation of the gradient of climb determined in accordance with 25 121 b is greater than one half of the applicable actual to net takeoff flight path gradient reduction defined in 25 115 b d Approach In a configuration corresponding to the normal all engines operating procedure in which Vsrfor this configuration does not exceed 110 percent of the Vsrfor the related all engines operating landing configuration 1 The steady gradient of climb may not be less than 2 1 percent for two engine airplanes 2 4 percent for three engine airplanes and 2 7 percent for four engine airplanes with 1 The critical engine inoperative the remaining engines at the go around power or thrust setting ii The maximum landing weight iii A climb speed established in connection with normal landing procedures but not exceeding 1 4 Vsr and iv Landing gear retracted 2 The requirements of paragraph d 1 of this section must be met 1 In non icing conditions and ii In icing conditions with the approach ice accretion defined in appendix C The climb speed selected for non icing conditions may be used if the climb speed for icing conditions computed in accordance with paragraph d 1 iii of this section does not exceed that for non icing co
25. 25 1533 Additional operating limitations a Additional operating limitations must be established as follows 1 The maximum takeoff weights must be established as the weights at which compliance is shown with the applicable provisions of this part including the takeoff climb provisions of 25 121 a through c for altitudes and ambient temperatures 2 The maximum landing weights must be established as the weights at which compliance is shown with the applicable provisions of this part including the landing and approach climb provisions of 25 119 and 25 121 d for altitudes and ambient temperatures 3 The minimum takeoff distances must be established as the distances at which compliance is shown with the applicable provisions of this part including the provisions of 25 109 and 25 113 for weights altitudes temperatures wind components runway surface conditions dry and wet and runway gradients for smooth hard surfaced runways Additionally at the option of the applicant wet runway takeoff distances may be established for runway surfaces that have been grooved or treated with a porous friction course and may be approved for use on runways where such surfaces have been designed constructed and maintained in a manner acceptable to the Administrator b The extremes for variable factors such as altitude temperature wind and runway gradients are those at which compliance with the applicable provisions of this part is sho
26. 25 1709 EWIS components associated with those systems must be specifically identified with component part number function and separation requirement for bundles 1 The identification must be placed along the wire cable or wire bundle at appropriate intervals and in areas of the airplane where it is readily visible to maintenance repair or alteration personnel 2 If an EWIS component cannot be marked physically then other means of identification must be provided c The identifying markings required by paragraphs a and b of this section must remain legible throughout the expected service life of the EWIS component d The means used for identifying each EWIS component as required by this section must not have an adverse effect on the performance of that component throughout its expected service life e Identification for EWIS modifications to the type design must be consistent with the identification scheme of the original type design 25 1713 Fire protection EWIS a All EWIS components must meet the applicable fire and smoke protection requirements of 25 831 c of this part b EWIS components that are located in designated fire zones and are used during emergency procedures must be fire resistant c Insulation on electrical wire and electrical cable and materials used to provide additional protection for the wire and cable installed in any area of the airplane must be self extinguishing when tested in accordance
27. 25 36 39 FR 35460 Oct 1 1974 as amended by Amdt 25 57 49 FR 6848 Feb 23 1984 25 999 Fuel system drains a Drainage of the fuel system must be accomplished by the use of fuel strainer and fuel tank sump drains b Each drain required by paragraph a of this section must 1 Discharge clear of all parts of the airplane 2 Have manual or automatic means for positive locking in the closed position and 3 Have a drain valve i That is readily accessible and which can be easily opened and closed and ii That is either located or protected to prevent fuel spillage in the event of a landing with landing gear retracted Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 25 1001 Fuel jettisoning system a A fuel jettisoning system must be installed on each airplane unless it is shown that the airplane meets the climb requirements of 25 119 and 25 121 d at maximum takeoff weight less the actual or computed weight of fuel necessary for a 15 minute flight comprised of a takeoff go around and landing at the airport of departure with the airplane configuration speed power and thrust the same as that used in meeting the applicable takeoff approach and landing climb performance requirements of this part b If a fuel jettisoning system is required it must be capable of jettisoning enough fuel within 15 minutes starting with the weight given in paragraph a o
28. 4 The airplane configuration may not be changed except for gear retraction and automatic propeller feathering and no change in power or thrust that requires action by the pilot may be made until the airplane is 400 feet above the takeoff surface and 5 If 25 105 a 2 requires the takeoff path to be determined for flight in icing conditions the airborne part of the takeoff must be based on the airplane drag 1 With the takeoff ice accretion defined in appendix C from a height of 35 feet above the takeoff surface up to the point where the airplane is 400 feet above the takeoff surface and ii With the final takeoff ice accretion defined in appendix C from the point where the airplane is 400 feet above the takeoff surface to the end of the takeoff path d The takeoff path must be determined by a continuous demonstrated takeoff or by synthesis from segments If the takeoff path is determined by the segmental method 1 The segments must be clearly defined and must be related to the distinct changes in the configuration power or thrust and speed 2 The weight of the airplane the configuration and the power or thrust must be constant throughout each segment and must correspond to the most critical condition prevailing in the segment 3 The flight path must be based on the airplane s performance without ground effect and Origem SAR 34 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136
29. 62 FR 40705 July 29 1997 6 ANAC Origem SAR 73 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 485 Side load conditions In addition to 25 479 d 2 the following conditions must be considered a For the side load condition the airplane is assumed to be in the level attitude with only the main wheels contacting the ground in accordance with figure 5 of appendix A b Side loads of 0 8 of the vertical reaction on one side acting inward and 0 6 of the vertical reaction on the other side acting outward must be combined with one half of the maximum vertical ground reactions obtained in the level landing conditions These loads are assumed to be applied at the ground contact point and to be resisted by the inertia of the airplane The drag loads may be assumed to be zero Docket No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 91 62 FR 40705 July 29 1997 25 487 Rebound landing condition a The landing gear and its supporting structure must be investigated for the loads occurring during rebound of the airplane from the landing surface b With the landing gear fully extended and not in contact with the ground a load factor of 20 0 must act on the unsprung weights of the landing gear This load factor must act in the direction of motion of the unsprung weights as they reach their limiting positions in extending with relation to the sprung parts of the landing gear
30. Amdt 25 23 35 FR 5679 Apr 8 1970 as amended by Amdt 25 41 42 FR 36970 July 18 1977 Origem SAR 180 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 1337 Powerplant instruments a Instruments and instrument lines 1 Each powerplant and auxiliary power unit instrument line must meet the requirements of 25 993 and 25 1183 2 Each line carrying flammable fluids under pressure must i Have restricting orifices or other safety devices at the source of pressure to prevent the escape of excessive fluid if the line fails and 11 Be installed and located so that the escape of fluids would not create a hazard 3 Each powerplant and auxiliary power unit instrument that utilizes flammable fluids must be installed and located so that the escape of fluid would not create a hazard b Fuel quantity indicator There must be means to indicate to the flight crewmembers the quantity in gallons or equivalent units of usable fuel in each tank during flight In addition 1 Each fuel quantity indicator must be calibrated to read zero during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply determined under 25 959 2 Tanks with interconnected outlets and airspaces may be treated as one tank and need not have separate indicators and 3 Each exposed sight gauge used as a fuel quantity indicator must be protected against damage
31. Condensed water vapor that might freeze and obstruct the line cannot accumulate at any point ANAC Origem SAR 155 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 The breather discharge does not constitute a fire hazard if foaming occurs or causes emitted oil to strike the pilot s windshield and 3 The breather does not discharge into the engine air induction system 25 1019 Oil strainer or filter a Each turbine engine installation must incorporate an oil strainer or filter through which all of the engine oil flows and which meets the following requirements 1 Each oil strainer or filter that has a bypass must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter completely blocked 2 The oil strainer or filter must have the capacity with respect to operating limitations established for the engine to ensure that engine oil system functioning is not impaired when the oil is contaminated to a degree with respect to particle size and density that is greater than that established for the engine under Part 33 of this chapter 3 The oil strainer or filter unless it is installed at an oil tank outlet must incorporate an indicator that will indicate contamination before it reaches the capacity established in accordance with paragraph a 2 of this section 4 The bypass of a strainer or filter must be constructed and in
32. Dec 24 1964 as amended by Amdt 25 23 35 FR 5678 Apr 8 1970 Amdt 25 26 36 FR 5493 Mar 24 1971 Amdt 25 123 72 FR 63405 Nov 8 2007 25 1207 Compliance Unless otherwise specified compliance with the requirements of 25 1181 through 25 1203 must be shown by a full scale fire test or by one or more of the following methods a Tests of similar powerplant configurations b Tests of components c Service experience of aircraft with similar powerplant configurations d Analysis Amdt 25 46 43 FR 50598 Oct 30 1978 Subpart F Equipment Origem SAR 169 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 General 25 1301 Function and installation a Each item of installed equipment must 1 Be of a kind and design appropriate to its intended function 2 Be labeled as to its identification function or operating limitations or any applicable combination of these factors 3 Be installed according to limitations specified for that equipment and 4 Function properly when installed b EWIS must meet the requirements of subpart H of this part Dockt No 5066 Amdt 1 6 29 FR 18333 Dec 24 1964 as amended by Amdt 25 123 72 FR 63405 Nov 8 2007 25 1303 Flight and navigation instruments a The following flight and navigation instruments must be installed so that the instrument is visible from each pilot station 1 A free air tempe
33. Each seat at a flight deck station must have a restraint system consisting of a combined safety belt and shoulder harness with a single point release that permits the flight deck occupant when seated with the restraint system fastened to perform all of the occupant s necessary flight deck functions There must be a means to secure each combined restraint system when not in use to prevent interference with the operation of the airplane and with rapid egress in an emergency h Each seat located in the passenger compartment and designated for use during takeoff and landing by a flight attendant required by the operating rules of this chapter must be 1 Near a required floor level emergency exit except that another location is acceptable if the emergency egress of passengers would be enhanced with that location A flight attendant seat must O ANAC 114 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 be located adjacent to each Type A or B emergency exit Other flight attendant seats must be evenly distributed among the required floor level emergency exits to the extent feasible 2 To the extent possible without compromising proximity to a required floor level emergency exit located to provide a direct view of the cabin area for which the flight attendant is responsible 3 Positioned so that the seat will not interfere with the use of a passageway or exit when the seat is not in use 4 Located t
34. The applicant must perform an evaluation of the propeller to show that failure due to fatigue will be avoided throughout the operational life of the propeller using the fatigue and structural data obtained in accordance with part 35 of this chapter and the vibration data obtained from compliance with paragraph a of this section For the purpose of this paragraph the propeller includes the hub blades blade retention component and any other propeller component whose failure due to fatigue could be catastrophic to the airplane This evaluation must include 1 The intended loading spectra including all reasonably foreseeable propeller vibration and cyclic load patterns identified emergency conditions allowable overspeeds and overtorques and the effects of temperatures and humidity expected in service 2 The effects of airplane and propeller operating and airworthiness limitations Amdt 25 126 73 FR 63345 Oct 24 2008 25 925 Propeller clearance Origem SAR 142 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Unless smaller clearances are substantiated propeller clearances with the airplane at maximum weight with the most adverse center of gravity and with the propeller in the most adverse pitch position may not be less than the following a Ground clearance There must be a clearance of at least seven inches for each airplane with nose wheel landing gear or nine inches for each airp
35. There must be positive means to keep the landing gear extended in flight and on the ground There must be positive means to keep the landing gear and doors in the correct retracted position in flight unless it can be shown that lowering of the landing gear or doors or flight with the landing gear or doors extended at any speed is not hazardous c Emergency operation There must be an emergency means for extending the landing 25 729 Mecanismo de retrac o a Geral Para avi es com trem de pouso retr til os seguintes par grafos s o aplic veis 1 O mecanismo de retra o do trem de pouso as portas do alojamento do trem de pouso e a estrutura de suporte devem ser projetados para 1 As cargas que ocorrem nas condi es de voo em que o trem estiver na posi o retra da 11 A combina o de cargas de atrito inerciais de torque do freio aerodin micas e girosc picas resultantes da rota o das rodas em uma veloci dade perif rica igual a 1 23 Vsg com os flapes na posi o de decolagem no peso de decolagem de projeto que ocorrem durante a retra o e a extens o em qualquer velocidade aerodin mica de at 1 5 Vsri com os flapes na posi o de aproxima o no peso de pouso de projeto e 111 Qualquer fator de carga at aqueles especi ficados no par grafo 25 345 a deste RBAC para a condi o de flapes estendidos 2 O trem de pouso o mecanismo de retra o e a estrutura do avi o inclusi
36. as deflex es e for as nos comandos de aileron e leme devem ser substancialmente proporcionais ao ngulo de derrapagem no sentido est vel Este fator de proporcionalidade deve estar entre os limites considerados necess rios para a ope ra o segura O intervalo de ngulos de derra pagem avaliados deve incluir os ngulos de der rapagem resultantes do menor entre os seguintes valores 1 Metade do comando de leme dispon vel e 2 Uma for a de comando do leme de 180 li bras 800 N d Para ngulos de derrapagem maiores do que aqueles prescritos pelo par grafo c desta se o at o ngulo em que o comando m ximo de leme seja usado ou a for a de comando do leme de 180 libras 800 N seja obtida as for as de comando do leme n o podem inverter se e uma deflex o crescente do leme deve ser necess ria para ngulos de derrapagem crescentes O cum primento com este requisito deve ser demons trado usando derrapagens estabilizadas em voo reto a menos que o comando lateral m ximo seja obtido antes de atingir o comando m ximo do leme ou uma for a de comando do leme de 180 libras 800 N uma derrapagem estabiliza da em voo reto n o precisa ser mantida ap s alcan ar o comando lateral m ximo Este requi sito deve ser cumprido em todas as posi es aprovadas de trem de pouso e flape para o inter valo de velocidades operacionais e condi es de Origem SAR 6 ANAC 48 300 Data da emiss o 7 d
37. bracket must be attached to the injection rod by three screws that pass through a wide area washer welded onto a1 2 inch 13 mm nut The end of the injection rod must be threaded to screw into the nut and a 020 inch 5 1 mm thick wide area washer must be held between twol 2 inch 13 mm nuts that are adjusted to tightly cover the hole in the radiation doors through which the injection rod or calibration calorimeter pass 7 Calorimeter A total flux type calorimeter must be mounted in the center of al 2 inch Kaowool M board inserted in the sample holder to measure the total heat flux The calorimeter must have a view angle of 180 degrees and be calibrated for incident flux The calorimeter calibration must be acceptable to the Administrator 8 Pilot Flame Positions Pilot ignition of the specimen must be accomplished by simultaneously exposing the specimen to a lower pilot burner and an upper pilot burner as described in paragraph b 8 1 and b 8 Gi or b 8 iii of this part IV respectively Since intermittent pilot flame x N AC 243 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 extinguishment for more than 3 seconds would invalidate the test results a spark ignitor may be installed to ensure that the lower pilot burner remains lighted i Lower Pilot Burner The pilot flame tubing must be 25 inch 6 3 mm O D 03 inch 0 8mm wall stainless steel tubing A mixture of 120 cm
38. c Each control must have sufficient strength and rigidity to withstand operating loads without failure and without excessive deflection d Each control must be able to maintain any set position without constant attention by flight crewmembers and without creep due to control loads or vibration e The portion of each powerplant control located in a designated fire zone that is required to be operated in the event of fire must be at least fire resistant f For powerplant valve controls located in the flight deck there must be a means 1 For the flightcrew to select each intended position or function of the valve and 2 To indicate to the flightcrew i The selected position or function of the valve and 11 When the valve has not responded as intended to the selected position or function Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15044 Mar 17 1977 Amdt 25 72 55 FR 29785 July 20 1990 Amdt 25 115 69 FR 40527 July 2 2004 25 1142 Auxiliary power unit controls Means must be provided on the flight deck for starting stopping and emergency shutdown of each installed auxiliary power unit Amdt 25 46 43 FR 50598 Oct 30 1978 25 1143 Engine controls a There must be a separate power or thrust control for each engine b Power and thrust controls must be arranged to allow 1 Separate control of each engine and 2 Simultaneous control of all engines c Each powe
39. caution and advisory alert indications if they are pre sented on monochromatic displays that are not capable of conforming to the color convention in paragraph e 1 of this section f Use of the colors red amber and yellow on the flight deck for functions other than flight crew alerting must be limited and must not ad versely affect flightcrew alerting RBAC n 25 Emenda n 136 2 Prover avisos em tempo para chamar a aten o por meio de pelo menos dois diferen tes sentidos por uma combina o de indica es aurais visuais ou t cteis 3 Permitir que cada aviso para chamar a aten o requerido pelo par grafo c 2 desta se o seja reconhecido e suprimido a menos que se requeira que eles sejam cont nuos d A fun o de alerta deve ser projetada para minimizar os efeitos de alertas falsos ou impor tunos Em especial ela deve ser projetada para 1 Evitar a apresenta o de alerta que seja ina propriado ou desnecess rio 2 Prover um meio de suprimir um componen te para chamar a aten o de um alerta causado por uma falha da fun o de alerta que interfira com a habilidade da tripula o de voo em ope rar de forma segura o avi o Esse meio n o pode estar facilmente dispon vel para a tripula o de voo de forma que ele possa ser operado inadvertidamente ou por uma a o reflexiva habitual Quando um alerta for suprimido deve haver um an ncio claro e inconfund vel para a tripu
40. for turbine engine installations the means for stopping the rotation of any engine need be provided only where continued rotation could jeopardize the safety of the airplane Each component of the stopping system on the engine side of the firewall that might be exposed to fire must be at least fire resistant If hydraulic propeller feathering systems are used for this purpose the feathering lines must be at least fire resistant under the operating conditions that may be expected to exist during feathering d Turbine engine installations For turbine engine installations 1 Design precautions must be taken to minimize the hazards to the airplane in the event of an engine rotor failure or of a fire originating within the engine which burns through the engine case 2 The powerplant systems associated with engine control devices systems and instrumentation must be designed to give reasonable assurance that those engine operating limitations that adversely affect turbine rotor structural integrity will not be exceeded in service e Restart capability 1 Means to restart any engine in flight must be provided 2 An altitude and airspeed envelope must be established for in flight engine restarting and each engine must have a restart capability within that envelope 3 For turbine engine powered airplanes if the minimum windmilling speed of the engines following the inflight shutdown of all engines is insufficient to provide the necessary
41. in a danger of overcontrolling h The maneuvering capabilities in a constant speed coordinated turn at forward center of gravity as specified in the following table must be free of stall warning or other characteristics that might interfere with normal maneuvering Maneuvering bank angle in a Configuration Speed coordinated turn Thrust power setting Takeoff V 30 Asymmetric WAT Limited Takeoff Vo XX 40 All engines operating climb En route Vero 40 Asymmetric WAT Limited Landing VREF 40 Symmetric for 3 flight path angle Origem SAR 40 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 A combination of weight altitude and temperature WAT such that the thrust or power setting produces the minimum climb gradient specified in 25 121 for the flight condition Airspeed approved for all engines operating initial climb That thrust or power setting which in the event of failure of the critical engine and without any crew action to adjust the thrust or power of the remaining engines would result in the thrust or power specified for the takeoff condition at V2 or any lesser thrust or power setting that is used for all engines operating initial climb procedures 1 When demonstrating compliance with 25 143 in icing conditions 1 Controllability must be demonstrated with the ice accretion defined in appendix C that is most
42. j Lam em LTEFMITI ENT MaXINUV hey j of LETT irme RD o4 E 1 MOTE o amp setc Lines INDICATE rossia t Es TENT OF snit NA S be RNS BESS Se IN SD NIA Ls L a 4 23 AAA E H Y Lm Sy ER LE A AL T Lg oe AY os L E pe Copa via A CDA O RR IN SIN S As IUG WATER CONTENT ap et es a JE mesa EFFECTIVE SDF DIAWETER micat fo n View or download PDF WITTES Xi COL ML LIFCRW amp TWTGTHT3 C 17 NG CUND 2 ICHS AMBIENT CENFEIMTFIZI VE FKTSUA 4 E K z STAAL at all I ee z aia A View or download PDF Origem SAR 224 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Placas d Scurce of Taty NACA TN No 2758 INTERMITENT MAXIMS CCUMULIF OSM CLO a3 0 5 ATMGSPREWC ICING CONDITIONS VARIATION OF LIGO WATER CONTENT FACTOR WITH CLOUD AORIZCNTAL PRTENS 0 2 A3 04 55 0 OC 10 15 20 3 6 ADIDAS Liquid VWeter Content Fustes Fe Diseiicnl ess CLOUD HORIZONTAL GATENE NAUTICAL MILES View or download PDF c Takeoff maximum icing The maximum intensity of atmospheric icing conditions for takeoff takeoff maximum icing is defined by the cloud liquid water content of 0 35 g m3 the mean effective diameter of the cloud droplets of 20 microns and the ambient air temperature at ground level of minus 9 degrees Celsius 9 C The takeoff maximum icing conditions extend from ground l
43. may any participant have taken part in this type of demonstration within the preceding 6 months n Prior to entering the demonstration aircraft the passengers may also be advised to follow directions of crewmembers but may not be instructed on the procedures to be followed in the demonstration except with respect to safety procedures in place for the demonstration or which have to do with the demonstration site Prior to the start of the demonstration the pre takeoff passenger briefing required by 121 571 may be given Flight attendants may assign demonstration subjects to assist persons from the bottom of a slide consistent with their approved training program o The airplane must be configured to prevent disclosure of the active emergency exits to demonstration participants in the airplane until the start of the demonstration p Exits used in the demonstration must consist of one exit from each exit pair The demonstration may be conducted with the escape slides if provided inflated and the exits open at the beginning of the demonstration In this case all exits must be configured such that the active exits are not disclosed to the occupants If this method is used the exit preparation time for each exit utilized must be accounted for and exits that are not to be used in the demonstration must not be indicated before the demonstration has started The exits to be used must be representative of all of the emergency exits on the airplane
44. that lies on the engine side of the fire wall must be installed located or protected to minimize the probability of simultaneous failure of two or more wires as a result of mechanical damage electrical faults or other cause e No ground wire for any engine may be routed through a fire zone of another engine unless each part of that wire within that zone is fireproof f Each ignition system must be independent of any electrical circuit not used for assisting controlling or analyzing the operation of that system g There must be means to warn appropriate flight crewmembers if the malfunctioning of any part of the electrical system is causing the continuous discharge of any battery necessary for engine ignition h Each engine ignition system of a turbine powered airplane must be considered an essential electrical load Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5677 Apr 8 1970 Amdt 25 72 55 FR 29785 July 20 1990 25 1167 Accessory gearboxes For airplanes equipped with an accessory gearbox that is not certificated as part of an engine ANAC 164 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a The engine with gearbox and connecting transmissions and shafts attached must be subjected to the tests specified in 33 49 or 33 87 of this chapter as applicable b The accessory gearbox must meet the requirements of 33 25 and 33 53 o
45. the Airworthiness Limitations Section of the Instructions for Continued Airworthiness required by section 25 1529 of this RBAC must specify that no airplane may be operated beyond RBAC n 25 Emenda n 136 procedimentos conforme necess rio a fim de prevenir a ocorr ncia de falha catastr fica e devem se inclu los na Se o de Limita es de Aeronavegabilidade das Instru es para Aeronavegabilidade Continuada requeridas pela se o 25 1529 deste RBAC O limite de validade dos dados de engenharia que fornecem suporte ao programa de manuten o estrutural doravante referido como LOV declarado como o n mero total de ciclos ou horas de voo acumulados ou ambos estabelecido por esta se o tamb m deve ser inclu do na se o de Limita es de Aeronavegabilidade das Instru es para Aeronavegabilidade Continuada exigidas pela se o 25 1529 Devem se estabelecer limiares de tempo de inspe o para os tipos de estruturas descritos a seguir por meio de an lises e ou ensaios de propaga o de trinca assumindo a hip tese de que j exista um defeito inicial na estrutura cujo tamanho m ximo prov vel de ocorrer seja compat vel com um defeito de fabrica o ou dano causado em servi o 1 Estrutura com caminho nico de carga e ii Estrutura com m ltiplos caminhos de carga do tipo modo de falha seguro fail safe e estrutura retentora de trinca do tipo modo de falha seguro na qual n o se pode demo
46. the vertical gust conditions of 25 341 a acting separately on the surface on one side of the plane of symmetry and 2 80 percent of these loadings acting on the other side c For empennage arrangements where the horizontal tail surfaces have dihedral angles greater than plus or minus 10 degrees or are supported by the vertical tail surfaces the surfaces and the supporting structure must be designed for gust velocities specified in 25 341 a acting in any orientation at right angles to the flight path d Unsymmetrical loading on the empennage arising from buffet conditions of 25 305 e must be taken into account Doc No 27902 61 FR 5222 Feb 9 1996 ANAC Origem SAR 70 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 445 Auxiliary aerodynamic surfaces a When significant the aerodynamic influence between auxiliary aerodynamic surfaces such as outboard fins and winglets and their supporting aerodynamic surfaces must be taken into account for all loading conditions including pitch roll and yaw maneuvers and gusts as specified in 25 341 a acting at any orientation at right angles to the flight path b To provide for unsymmetrical loading when outboard fins extend above and below the horizontal surface the critical vertical surface loading load per unit area determined under 25 391 must also be applied as follows 1 100 percent to the area of the vertical surfaces above
47. vel que ocorram trincas devido a fadiga s nica em qualquer parte da estrutura de voo sujeita excita o s nica ou 2 N o prov vel que ocorra falha catastr fica provocada por trincas s nicas assumindo que as cargas prescritas no par grafo b desta se o s o aplicadas a todas as reas afetadas por essas trincas e Avalia o de toler ncia ao dano fonte discreta O avi o deve ser capaz de completar com sucesso um voo no qual seja prov vel que ocorra um dano estrutural como resultado de 1 Um impacto com um p ssaro de 1 814 kg quando a velocidade relativa entre o avi o e o p ssaro ao longo da trajet ria de voo do avi o igual Vc ao n vel do mar ou 0 85 Vc a 2 438 m aquele que for mais cr tico 2 Impacto de uma p n o contida oriunda do Origem SAR 6 ANAC 89 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 fan 3 Fragmento oriundo de uma falha n o contida do motor ou 4 Fragmento oriundo da falha de um equipamento rotativo de alta energia A estrutura danificada deve ser capaz de resistir s cargas est ticas consideradas como cargas finais que s o razoavelmente poss veis de ocorrer durante o voo Os efeitos din micos nestas cargas est ticas n o necessitam ser considerados Devem se considerar a es corretivas a serem tomadas pelo piloto ap s o incidente tais como a limita o de manobras evitar reas com turbul ncia e redu
48. 0 and 2 Positive and negative gusts of 25 ft sec EAS acting normal to the flight path in level flight Gust loads resulting on each part of the structure must be determined by rational analysis The analysis must take into account the unsteady aerodynamic characteristics and rigid body motions of the aircraft The shape of the gust must be as described in 25 341 a 2 except that Uas 25 ft sec EAS H 12 5 c and c mean geometric chord of the wing feet b The airplane must be designed for the conditions prescribed in paragraph a of this section except that the airplane load factor need not exceed 1 0 taking into account as separate conditions the effects of 1 Propeller slipstream corresponding to maximum continuous power at the design flap speeds V F and with takeoff power at not less than 1 4 times the stalling speed for the particular flap position and associated maximum weight and 2 A head on gust of 25 feet per second velocity EAS c If flaps or other high lift devices are to be used in en route conditions and with flaps in the appropriate position at speeds up to the flap design speed chosen for these conditions the airplane is assumed to be subjected to symmetrical maneuvers and gusts within the range determined by 1 Maneuvering to a positive limit load factor as prescribed in 25 337 b and 2 The discrete vertical gust criteria in 25 341 a d The airplane must be designed for a maneuvering load
49. 0 0 0 0 0 5 1 0 8400 8600 0 00 0 00 00 0 0 00 0 0 7 00 0 0 0 6 1 3 8600 8800 0 00 0 00 0 0 0 0 0 0 0 07 0 0 0 0 0 4 1 1 8800 9000 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 02 0 8 9000 9200 0 0 0 00 0 0 0 0 0 0 0 07 0 07 0 0 0 0 0 5 9200 9400 0 00 0 00 0 0 0 0 0 0 0 07 0 0 0 0 0 0 0 2 9400 9600 0 00 0 00 0 0 0 0 0 0 0 07 0 0 0 0 0 0 0 1 9600 9800 0 0 0 00 0 0 0 0 0 0 0 07 0 0 0 0 0 0 0 1 9800 10000 0 00 0 00 0 0 0 0 0 0 0 0 0 07 0 0 0 0 0 1 c Overnight Temperature Drop For airplanes on which FRM is installed the overnight temperature drop for this appendix is defined using 1 A temperature at the beginning of the overnight period that equals the landing temperature of the previous flight that is a random value based on a Gaussian distribution and 2 An overnight temperature drop that is a random value based on a Gaussian distribution ANAC Origem SAR 298 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 3 For any flight that will end with an overnight ground period one flight per day out of an average number of flights per day depending on utilization of the particular airplane model being evaluated the landing outside air temperature OAT is to be chosen as a random value from the following Gaussian curve Table 3 Landing Outside Air Temperature Parameter Landing outside air temperature F Mean Temperature 58 68 negative 1 std dev 20 55 positive 1
50. 07 02 2014 25 775 Windshields and windows a Internal panes must be made of nonsplintering material b Windshield panes directly in front of the pilots in the normal conduct of their duties and the supporting structures for these panes must withstand without penetration the impact of a four pound bird when the velocity of the airplane relative to the bird along the airplane s flight path is equal to the value of V C at sea level selected under 25 335 a c Unless it can be shown by analysis or tests that the probability of occurrence of a critical windshield fragmentation condition is of a low order the airplane must have a means to minimize the danger to the pilots from flying windshield fragments due to bird impact This must be shown for each transparent pane in the cockpit that 1 Appears in the front view of the airplane 2 Is inclined 15 degrees or more to the longitudinal axis of the airplane and 3 Has any part of the pane located where its fragmentation will constitute a hazard to the pilots d The design of windshields and windows in pressurized airplanes must be based on factors peculiar to high altitude operation including the effects of continuous and cyclic pressurization loadings the inherent characteristics of the material used and the effects of temperatures and temperature differentials The windshield and window panels must be capable of withstanding the maximum cabin pressure differential loads c
51. 1 43 1 44 1 62 1 63 4 Open the bottom door remove the calorimeter and holder fixture Use caution as the fixture is very hot f Test Procedure 1 Ignite the pilot burner Ensure that it is at least 2 inches 51 mm above the top of the platform The burner must not contact the specimen until the test begins 2 Place the test specimen in the sliding platform holder Ensure that the test sample surface is level with the top of the platform At zero point the specimen surface must be 71 2inches 1 8inch 191 mm 3 below the radiant panel 3 Place the retaining securing frame over the test specimen It may be necessary due to compression to adjust the sample up or down in order to maintain the distance from the sample to the radiant panel 71 2inches 1 8inch 191 mm 3 at zero position With film fiberglass assemblies it is critical to make a slit in the film cover to purge any air inside This allows the operator to maintain the proper test specimen position level with the top of the platform and to allow ventilation of gases during testing A longitudinal slit approximately 2 inches 51mm in length must be centered 3 inches 1 2inch 76mm 13mm from the left flange of the securing frame A utility knife is acceptable for slitting the film cover 4 Immediately push the sliding platform into the chamber and close the bottom door 5 Bring the pilot burner flame into contact with the center of the sp
52. 1 5 times the maximum normal operating pressure b Pneumatic system elements must be burst pressure tested to 3 0 times and proof pressure tested to 1 5 times the maximum normal operating pressure c An analysis or a combination of analysis and test may be substituted for any test required by paragraph a or b of this section if the Administrator finds it equivalent to the required test Amdt 25 41 42 FR 36971 July 18 1977 25 1439 Protective breathing equipment a Fixed stationary or built in protective breathing equipment must be installed for the use of the flightcrew and at least one portable protective breathing equipment shall be located at or near the flight deck for use by a flight crewmember In addition portable protective breathing equipment must be installed for the use of appropriate crewmembers for fighting fires in compartments accessible in flight other than the flight deck This includes isolated compartments and upper and lower lobe galleys in which crewmember occupancy is permitted during flight Equipment must be installed for the maximum number of crewmembers expected to be in the area during any operation b For protective breathing equipment required by paragraph a of this section or by the applicable Operating Regulations 1 The equipment must be designed to protect the appropriate crewmember from smoke carbon dioxide and other harmful gases while on flight deck duty or while combating fires
53. 1 g stall speed Vsg is expressed as Vep 2 Vea D zy where Origem SAR 27 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Vc MAX Calibrated airspeed obtained when the load factor corrected lift coefficient A qs is first a maximum during the maneuver prescribed in paragraph c of this section In addition when the maneuver is limited by a device that abruptly pushes the nose down at a selected angle of attack e g a stick pusher Vc MAX may not be less than the speed existing at the instant the device operates nzw Load factor normal to the flight path at Vc MAX W z Airplane gross weight S Aerodynamic reference wing area and q Dynamic pressure b Vcrmaxis determined with 1 Engines idling or if that resultant thrust causes an appreciable decrease in stall speed not more than zero thrust at the stall speed 2 Propeller pitch controls if applicable in the takeoff position 3 The airplane in other respects such as flaps landing gear and ice accretions in the condition existing in the test or performance standard in which V snis being used 4 The weight used when Vsnis being used as a factor to determine compliance with a required performance standard 5 The center of gravity position that results in the highest value of reference stall speed and 6 The airplane trimmed for straight flight at a speed selected by the applicant but not less than 1 13Vsrand no
54. 2 Reserved 73 FR 42494 July 21 2008 Subpart B Flight General 25 21 Proof of compliance a Each requirement of this subpart must be met at each appropriate combination of weight and center of gravity within the range of loading conditions for which certification is requested This must be shown 1 By tests upon an airplane of the type for which certification is requested or by calcula tions based on and equal in accuracy to the re sults of testing and 2 By systematic investigation of each probable combination of weight and center of gravity if compliance cannot be reasonably inferred from combinations investigated b Reserved c The controllability stability trim and stalling characteristics of the airplane must be shown for each altitude up to the maximum ex pected in operation d Parameters critical for the test being con ducted such as weight loading center of gravi ty and inertia airspeed power and wind must be maintained within acceptable tolerances of the critical values during flight testing 25 21 Prova de cumprimento a Cada requisito desta subparte deve ser cumprido em cada combina o apropriada de peso e centro de gravidade dentro do envelope de condi es de carregamento para o qual a certifica o requerida Isto deve ser demons trado 1 Por ensaios em um avi o do tipo para o qual a certifica o requerida ou por c lculos baseados nos
55. 24 1964 as amended by Amdt 25 23 35 FR 5679 Apr 8 1970 Amdt 25 38 41 FR 55468 Dec 20 1976 25 1357 Circuit protective devices a Automatic protective devices must be used to minimize distress to the electrical system and hazard to the airplane in the event of wiring faults or serious malfunction of the system or connected equipment b The protective and control devices in the generating system must be designed to de energize and disconnect faulty power sources and power transmission equipment from their associated busses with sufficient rapidity to provide protection from hazardous over voltage and other malfunctioning c Each resettable circuit protective device must be designed so that when an overload or circuit fault exists it will open the circuit irrespective of the position of the operating control d If the ability to reset a circuit breaker or replace a fuse is essential to safety in flight that circuit breaker or fuse must be located and identified so that it can be readily reset or replaced in flight Where fuses are used there must be spare fuses for use in flight equal to at least 50 of the number of fuses of each rating required for complete circuit protection e Each circuit for essential loads must have individual circuit protection However individual protection for each circuit in an essential load system such as each position light circuit in a system is not required f For airplane systems for
56. 29 FR 18291 Dec 24 1964 as amended by Amdt 25 30 36 FR 21278 Nov 5 1971 25 1389 Position light distribution and intensities Origem SAR 6 UT 185 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a General The intensities prescribed in this section must be provided by new equipment with light covers and color filters in place Intensities must be determined with the light source operating at a steady value equal to the average luminous output of the source at the normal operating voltage of the airplane The light distribution and intensity of each position light must meet the requirements of paragraph b of this section b Forward and rear position lights The light distribution and intensities of forward and rear position lights must be expressed in terms of minimum intensities in the horizontal plane minimum intensities in any vertical plane and maximum intensities in overlapping beams within dihedral angles L R and A and must meet the following requirements 1 Intensities in the horizontal plane Each intensity in the horizontal plane the plane containing the longitudinal axis of the airplane and perpendicular to the plane of symmetry of the airplane must equal or exceed the values in 25 1391 2 Intensities in any vertical plane Each intensity in any vertical plane the plane perpendicular to the horizontal plane must equal or exceed the appropriate value in 25 1393 where i
57. 3 With the landing gear extended the stick force curve must have a stable slope at all speeds within a range which is the greater of 15 percent of the trim speed plus the resulting free return speed range or 50 knots plus the resulting free return speed range above and below the trim speed except that the speed range need not include speeds less than 1 3 V sri nor speeds greater than Vi g nor speeds that require a stick force of more than 50 pounds with 1 Wing flap center of gravity position and weight as specified in paragraph b 1 of this section ii 75 percent of maximum continuous power for reciprocating engines or for turbine engines the maximum cruising power selected by the applicant as an operating limitation except that the power need not exceed that required for level flight at V g and iii The aircraft trimmed for level flight with the power required in paragraph b 3 i1 of this section c Approach The stick force curve must have a stable slope at speeds between V sw and 1 7 V sri with 1 Wing flaps in the approach position 2 Landing gear retracted 3 Maximum landing weight and 4 The airplane trimmed at 1 3 V spi with enough power to maintain level flight at this speed d Landing The stick force curve must have a stable slope and the stick force may not exceed 80 pounds at speeds between V sw and 1 7 V sgowith 1 Wing flaps in the landing position 2 Landing gear extended 3
58. 30 1978 43 FR 52495 Nov 13 1978 43 FR 54082 Nov 20 1978 Amdt 25 72 55 FR 29775 July 20 1990 55 FR 37607 Sept 12 1990 Amdt 25 86 61 FR 5220 Feb 9 1996 Amdt 25 91 62 FR 40704 July 29 1997 25 333 Flight maneuvering envelope a General The strength requirements must be met at each combination of airspeed and load factor on and within the boundaries of the representative maneuvering envelope V n diagram of paragraph b of this section This envelope must also be used in determining the airplane structural operating limitations as specified in 25 1501 b Maneuvering envelope j l Cy MAX Cy MAX 2 p FLAPS DOWN LOAD PA OK A e r View or download PDF Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 86 61 FR 5220 Feb 9 1996 25 335 Design airspeeds The selected design airspeeds are equivalent airspeeds EAS Estimated values of V Soand V S must be conservative a Design cruising speed VC For V C the following apply 6 ANAC Origem SAR 59 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The minimum value of V Cmust be sufficiently greater than V Bto provide for inadvertent speed increases likely to occur as a result of severe atmospheric turbulence 2 Except as provided in 25 335 d 2 Vcmay not be less than Vg 1 32 Unggr with Uggras specified in 25 341 a 5 1 However Vcneed not exceed the maximum
59. 50 control For short term application for pitch and roll control one hand available for 50 25 control For short term application for yaw control 150 For long term application 10 5 20 e Approved operating procedures or conventional operating practices must be followed when demonstrating compliance with the control force limitations for short term application that are prescribed in paragraph d of this section The airplane must be in trim or as near to being in trim as practical in the preceding steady flight condition For the takeoff condition the airplane must be trimmed according to the approved operating procedures f When demonstrating compliance with the control force limitations for long term application that are prescribed in paragraph d of this section the airplane must be in trim or as near to being in trim as practical g When maneuvering at a constant airspeed or Mach number up to Vrc Mrc the stick forces and the gradient of the stick force versus maneuvering load factor must lie within satisfactory limits The stick forces must not be so great as to make excessive demands on the pilot s strength when maneuvering the airplane and must not be so low that the airplane can easily be overstressed inadvertently Changes of gradient that occur with changes of load factor must not cause undue difficulty in maintaining control of the airplane and local gradients must not be so low as to result
60. 6 ANAC Data da emiss o 7 de fevereiro de 2014 LSE MR UF or ACTAE UAL te IT has ha T ur i rerIH I x1 f View or download PDF Origem SAR 6 ANAC RBAC n 25 Emenda n 136 241 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 DR ppc 1 ERU cta OF TRAD OS QUAD CI C q Tao ATA PERDUE L FP PTET OF ARE DM x NH il BE DEUXQPI AF Fae View or download PDF Part IV Test Method To Determine the Heat Release Rate From Cabin Materials Exposed to Radiant Heat a Summary of Method Three or more specimens representing the completed aircraft component are tested Each test specimen is injected into an environmental chamber through which a constant flow of air passes The specimen s exposure is determined by a radiant heat source adjusted to produce on the specimen the desired total heat flux of 3 5 W cm The specimen is tested with the exposed surface vertical Combustion is initiated by piloted ignition The combustion products leaving the chamber are monitored in order to calculate the release rate of heat b Apparatus The Ohio State University OSU rate of heat release apparatus as described below is used This is a modified version of the rate of heat release apparatus standardized by the American Society of Testing and Materials ASTM ASTM E 906 1 This apparatus is shown in Figures 1A and 1B of this part IV All exterior surfaces of
61. 9 N AC 244 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 specimens is 5 91 03 x 5 91 03 inches 149 1 x 149 1 mm The thickness of the specimen must be the same as that of the aircraft component it represents up to a maximum thickness of 1 75 inches 45 mm Test specimens representing thicker components must be 1 75 inches 45 mm 2 Conditioning Specimens must be conditioned as described in Part 1 of this appendix 3 Mounting Each test specimen must be wrapped tightly on all sides of the specimen except for the one surface that is exposed with a single layer of 001 inch 025 mm aluminum foil e Procedure 1 The power supply to the radiant panel must be set to produce a radiant flux of 3 5 05 W cm as measured at the point the center of the specimen surface will occupy when positioned for the test The radiant flux must be measured after the air flow through the equipment is adjusted to the desired rate 2 After the pilot flames are lighted their position must be checked as described in paragraph b 8 of this part IV 3 Air flow through the apparatus must be controlled by a circular plate orifice located in a 1 5 inch 38 1 mm LD pipe with two pressure measuring points located 1 5 inches 38 mm upstream and 75 inches 19 mm downstream of the orifice plate The pipe must be connected to a manometer set at a pressure differential of 7 87 inches 200 mm of Hg See Fig
62. 9 grams A continuous weighing system is preferred 8 Timing Device A stopwatch or other device calibrated to 1 second must be used to measure the time of application of the burner flame and self extinguishing time or test duration e Preparation of Apparatus Before calibration all equipment must be turned on and the burner fuel must be adjusted as specified in paragraph d 2 f Calibration To ensure the proper thermal output of the burner the following test must be made 1 Place the calorimeter on the test stand as shown in Figure 4 at a distance of 4 1 8inches 102 3 mm from the exit of the burner cone 2 Turn on the burner allow it to run for 2 minutes for warmup and adjust the burner air intake damper to produce a reading of 10 5 0 5 BTU ft sec 11 9 0 6 w cm on the calorimeter to ensure steady state conditions have been achieved Turn off the burner 3 Replace the calorimeter with the thermocouple rake Figure 5 4 Turn on the burner and ensure that the thermocouples are reading 1900 100 F 1038 38 C to ensure steady state conditions have been achieved 5 If the calorimeter and thermocouples do not read within range repeat steps in paragraphs 1 through 4 and adjust the burner air intake damper until the proper readings are obtained The thermocouple rake and the calorimeter should be used frequently to maintain and record calibrated test parameters Until the specific apparatus has demonstrated co
63. Amdt 25 72 55 FR 29787 July 20 1990 Amdt 25 105 66 FR 34024 June 26 2001 75 FR 49818 Aug 16 2010 25 1585 Operating procedures a Operating procedures must be furnished for 1 Normal procedures peculiar to the particular type or model encountered in connection with routine operations 2 Non normal procedures for malfunction cases and failure conditions involving the use of special systems or the alternative use of regular systems and 3 Emergency procedures for foreseeable but unusual situations in which immediate and precise action by the crew may be expected to substantially reduce the risk of catastrophe b Information or procedures not directly related to airworthiness or not under the control of the crew must not be included nor must any procedure that is accepted as basic airmanship c Information identifying each operating condition in which the fuel system independence prescribed in 25 953 is necessary for safety must be furnished together with instructions for placing the fuel system in a configuration used to show compliance with that section Origem SAR 207 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d The buffet onset envelopes determined under 25 251 must be furnished The buffet onset envelopes presented may reflect the center of gravity at which the airplane is normally loaded during cruise if corrections for the effect of different center of gra
64. Cockpit controls 25 779 Motion and effect of cockpit controls 25 781 Cockpit control knob shape 25 783 Fuselage doors 25 785 Seats berths safety belts and harnesses 25 787 Stowage compartments 25 789 Retention of items of mass in passenger and crew compartments and galleys 25 791 Passenger information signs and placards 25 793 Floor surfaces 25 795 Security considerations Emergency Provisions 25 801 Ditching 25 803 Emergency evacuation 25 807 Emergency exits 25 809 Emergency exit arrangement 25 810 Emergency egress assist means and escape routes 25 811 Emergency exit marking 25 812 Emergency lighting 25 813 Emergency exit access 25 815 Width of aisle 25 817 Maximum number of seats abreast 25 819 Lower deck service compartments including galleys 25 820 Lavatory doors Ventilation and Heating 25 831 Ventilation 25 832 Cabin ozone concentration 25 833 Combustion heating systems Pressurization Origem SAR 7 300 a ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 25 841 25 843 Emenda n 136 Pressurized cabins Tests for pressurized cabins Fire Protection 25 851 25 853 25 854 25 855 25 856 25 857 25 858 25 859 25 863 25 865 25 867 25 869 Fire extinguishers Compartment interiors Lavatory fire protection Cargo or baggage compartmen
65. EWIS components must be designed and installed to ensure adequate physical separation and electrical isolation so that damage to circuits associated with essential functions will be minimized under fault conditions d Each EWIS associated with independent airplane power sources or power sources connected in combination must be designed and installed to ensure adequate physical separation and electrical isolation so that a fault in any one airplane power source EWIS will not adversely affect any other independent power sources In addition 1 Airplane independent electrical power sources must not share a common ground terminating location 2 Airplane system static grounds must not share a common ground terminating location with any of the airplane s independent electrical power sources e Except to the extent necessary to provide electrical connection to the fuel systems components the EWIS must be designed and installed with adequate physical separation from fuel lines and other fuel system components so that 1 An EWIS component failure will not create a hazardous condition 2 Any fuel leakage onto EWIS components will not create a hazardous condition f Except to the extent necessary to provide electrical connection to the hydraulic systems components EWIS must be designed and installed with adequate physical separation from hydraulic lines and other hydraulic system components so that 1 An EWIS component failure will not cr
66. FR 18291 Dec 24 1964 as amended by Amdt 25 32 37 FR 3972 Feb 24 1972 Amdt 25 38 41 FR 55468 Dec 20 1976 Amdt 25 72 55 FR 29786 July 20 1990 25 1561 Safety equipment a Each safety equipment control to be operated by the crew in emergency such as controls for automatic liferaft releases must be plainly marked as to its method of operation b Each location such as a locker or compartment that carries any fire extinguishing signaling or other life saving equipment must be marked accordingly c Stowage provisions for required emergency equipment must be conspicuously marked to identify the contents and facilitate the easy removal of the equipment ANAC Origem SAR 204 300 RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 d Each liferaft must have obviously marked operating instructions e Approved survival equipment must be marked for identification and method of operation Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 46 43 FR 50598 Oct 30 1978 25 1563 Airspeed placard A placard showing the maximum airspeeds for flap extension for the takeoff approach and landing positions must be installed in clear view of each pilot Airplane Flight Manual 25 1581 General a Furnishing information An Airplane Flight Manual must be furnished with each airplane and it must contain the following 1 Information required by 25 1583 through 25
67. Gust Conditions 25 331 25 333 25 335 25 337 25 341 25 343 25 345 25 349 25 351 Symmetric maneuvering conditions Flight maneuvering envelope Design airspeeds Limit maneuvering load factors Gust and turbulence loads Design fuel and oil loads High lift devices Rolling conditions Yaw maneuver conditions Supplementary Conditions 25 361 25 363 25 365 Engine torque Side load on engine and auxiliary power unit mounts Pressurized compartment loads Origem SAR 4 300 a ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 25 367 25 371 25 373 Emenda n 136 Unsymmetrical loads due to engine failure Gyroscopic loads Speed control devices Control Surface and System Loads 25 391 25 393 25 395 25 397 25 399 25 405 25 407 25 409 25 415 25 427 25 445 25 457 25 459 Control surface loads General Loads parallel to hinge line Control system Control system loads Dual control system Secondary control system Trim tab effects Tabs Ground gust conditions Unsymmetrical loads Auxiliary aerodynamic surfaces Wing flaps Special devices Ground Loads 25 471 25 473 25 477 25 479 25 481 25 483 25 485 25 487 25 489 25 491 25 493 25 495 25 497 25 499 25 503 25 507 25 509 25 511 25 519 General Landing load condi
68. If an APU is needed to comply with this appendix one APU of the type to be certified with the airplane must be tested for 3 000 equivalent airplane operational cycles Following completion of the test the APU must be disassembled and inspected The applicant must identify track and resolve each cause or potential cause of an inability to start or operate the APU in flight as intended in accordance with the problem tracking and resolution system specified in section K25 3 2 e of this appendix d Airplane demonstration For each airplane engine combination to be approved for ETOPS the applicant must flight test at least one airplane to demonstrate that the airplane and its components and equipment are capable of functioning properly during ETOPS flights and diversions of the longest duration for which the applicant seeks approval This flight testing may be performed in conjunction with but may not substitute for the flight testing required by 21 35 b 2 1 The airplane demonstration flight test program must include 1 Flights simulating actual ETOPS including flight at normal cruise altitude step climbs and if applicable APU operation 11 Maximum duration flights with maximum duration diversions iii Maximum duration engine inoperative diversions distributed among the engines installed on the airplanes used for the airplane demonstration flight test program At least two one engine inoperative diversions must be conducted at ma
69. Origem SAR 194 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d If first aid oxygen equipment is installed the minimum mass flow of oxygen to each user may not be less than four liters per minute STPD However there may be a means to decrease this flow to not less than two liters per minute STPD at any cabin altitude The quantity of oxygen required is based upon an average flow rate of three liters per minute per person for whom first aid oxygen is required e If portable oxygen equipment is installed for use by crewmembers the minimum mass flow of supplemental oxygen is the same as specified in paragraph a or b of this section whichever is applicable 25 1445 Equipment standards for the oxygen distributing system a When oxygen is supplied to both crew and passengers the distribution system must be designed for either 1 A source of supply for the flight crew on duty and a separate source for the passengers and other crewmembers or 2 A common source of supply with means to separately reserve the minimum supply required by the flight crew on duty b Portable walk around oxygen units of the continuous flow diluter demand and straight demand kinds may be used to meet the crew or passenger breathing requirements 25 1447 Equipment standards for oxygen dispensing units If oxygen dispensing units are installed the following apply a There must be an individual dispensing unit fo
70. Required powerplant instruments must be closely grouped on the instrument panel In addition 1 The location of identical powerplant instruments for the engines must prevent confusion as to which engine each instrument relates and 2 Powerplant instruments vital to the safe operation of the airplane must be plainly visible to the appropriate crewmembers d Instrument panel vibration may not damage or impair the accuracy of any instrument e If a visual indicator is provided to indicate malfunction of an instrument it must be effective under all probable cockpit lighting conditions Amdt 25 23 35 FR 5679 Apr 8 1970 as amended by Amdt 25 41 42 FR 36970 July 18 1977 25 1322 Flightcrew alerting a Flightcrew alerts must 1 Provide the flightcrew with the information needed to i Identify non normal operation or airplane system conditions and ii Determine the appropriate actions if any 2 Be readily and easily detectable and intelli gible by the flightcrew under all foreseeable operating conditions including conditions where multiple alerts are provided 3 Be removed when the alerting condition no longer exists b Alerts must conform to the following priori tization hierarchy based on the urgency of flightcrew awareness and response 1 Warning For conditions that require imme diate flightcrew awareness and immediate flightcrew response 2 Caution For conditions that require i
71. Tail wheel yawing a A vertical ground reaction equal to the static load on the tail wheel in combination with a side component of equal magnitude is assumed b If there is a swivel the tail wheel is assumed to be swiveled 90 to the airplane longitudinal axis with the resultant load passing through the axle c If there is a lock steering device or shimmy damper the tail wheel is also assumed to be in the trailing position with the side load acting at the ground contact point ANAC Origem SAR 75 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 499 Nose wheel yaw and steering a A vertical load factor of 1 0 at the airplane center of gravity and a side component at the nose wheel ground contact equal to 0 8 of the vertical ground reaction at that point are assumed b With the airplane assumed to be in static equilibrium with the loads resulting from the use of brakes on one side of the main landing gear the nose gear its attaching structure and the fuselage structure forward of the center of gravity must be designed for the following loads 1 A vertical load factor at the center of gravity of 1 0 2 A forward acting load at the airplane center of gravity of 0 8 times the vertical load on one main gear 3 Side and vertical loads at the ground contact point on the nose gear that are required for static equilibrium 4 A side load factor at the airplane center of gravity of zero
72. The maximum limit load rating of each wheel must equal or exceed the maximum radial limit load determined under the applicable ground load requirements of this part d Overpressure burst prevention Means must be provided in each wheel to prevent wheel failure and tire burst that may result from excessive pressurization of the wheel and tire assembly e Braked wheels Each braked wheel must meet the applicable requirements of 25 735 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29777 July 20 1990 Amdt 25 107 67 FR 20420 Apr 24 2002 25 733 Tires a When a landing gear axle is fitted with a single wheel and tire assembly the wheel must be fitted with a suitable tire of proper fit with a speed rating approved by the Administrator that is not exceeded under critical conditions and with a load rating approved by the Administrator that is not exceeded under 1 The loads on the main wheel tire corresponding to the most critical combination of airplane weight up to maximum weight and center of gravity position and ANAC Origem SAR 103 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 The loads corresponding to the ground reactions in paragraph b of this section on the nose wheel tire except as provided in paragraphs b 2 and b 3 of this section b The applicable ground reactions for nose wheel tires are as follows 1 The static ground reactio
73. a Reciprocating engines Each reciprocating engine air induction system must have means to prevent and eliminate icing Unless this is done by other means it must be shown that in air free of visible moisture at a temperature of 30 F each airplane with altitude engines using 1 Conventional venturi carburetors have a preheater that can provide a heat rise of 120 F with the engine at 60 percent of maximum continuous power or 2 Carburetors tending to reduce the probability of ice formation has a preheater that can provide a heat rise of 100 F with the engine at 60 percent of maximum continuous power b Turbine engines 1 Each turbine engine must operate throughout the flight power range of the engine including idling without the accumulation of ice on the engine inlet system components or airframe components that would adversely affect engine operation or cause a serious loss of power or thrust 1 Under the icing conditions specified in appendix C and ii In falling and blowing snow within the limitations established for the airplane for such operation 2 Each turbine engine must idle for 30 minutes on the ground with the air bleed available for engine icing protection at its critical condition without adverse effect in an atmosphere that is at a temperature between 15 and 30 F between 9 and 1 C and has a liquid water content not less than 0 3 grams per cubic meter in the form of drops having a mean eff
74. a calibrated thermocouple pyrometer in the center of the flame must be 1550 F The lower edge of the specimen must be3 4 inch above the top edge of the burner The flame must be applied to the center line of the lower edge of the specimen For materials covered by paragraph a 1 1 of part I of this appendix the flame must be applied for 60 seconds and then removed For materials covered by paragraph a 1 ii of part I of this appendix the flame must be applied for 12 seconds and then removed Flame time burn length and flaming time of drippings if any may be recorded The burn length determined in accordance with subparagraph 7 of this paragraph must be measured to the nearest tenth of an inch 5 Horizontal test A minimum of three specimens must be tested and the results averaged Each specimen must be supported horizontally The exposed surface when installed in the aircraft must be face down for the test The specimen must be exposed to a Bunsen or Tirrill burner with a nominal3 8 inch I D tube adjusted to give a flame of 11 2inches in height The minimum flame temperature measured by a calibrated thermocouple pyrometer in the center of the flame must be 1550 F The specimen must be positioned so that the edge being tested is centered3 4 inch above the top of the burner The flame must be applied for 15 seconds and then removed A minimum of 10 inches of specimen must be used for timing purposes approximately 11 2inches must burn be
75. ability to provide continuous safe service under foreseeable environmental conditions may be shown by environmental tests design analysis or reference to previous comparable service experience on other aircraft f EWIS must be assessed in accordance with the requirements of 25 1709 Amdt 25 23 35 FR 5679 Apr 8 1970 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 41 42 FR 36970 July 18 1977 Amdt 25 123 72 FR 63405 Nov 8 2007 25 1310 Power source capacity and distribution a Each installation whose functioning is required for type certification or under operating rules and that requires a power supply is an essential load on the power supply The power sources and the system must be able to supply the following power loads in probable operating combinations and for probable durations 1 Loads connected to the system with the system functioning normally 2 Essential loads after failure of any one prime mover power converter or energy storage device 3 Essential loads after failure of 1 Any one engine on two engine airplanes and ii Any two engines on airplanes with three or more engines 4 Essential loads for which an alternate source of power is required after any failure or malfunction in any one power supply system distribution system or other utilization system b In determining compliance with paragraphs a 2 and 3 of this section the power loads may be assumed to b
76. adversely affected by stowage and ii Must provide illumination of not less than 0 03 foot candle measured normal to the direction of incident light at the ground and of the erected assist means where an evacuee would normally make first contact with the ground with the airplane in each of the attitudes corresponding to the collapse of one or more legs of the landing gear 1 The energy supply to each emergency lighting unit must provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing j If storage batteries are used as the energy supply for the emergency lighting system they may be recharged from the airplane s main electric power system Provided That the charging circuit is designed to preclude inadvertent battery discharge into charging circuit faults k Components of the emergency lighting system including batteries wiring relays lamps and switches must be capable of normal operation after having been subjected to the inertia forces listed in 25 561 b D The emergency lighting system must be designed so that after any single transverse vertical separation of the fuselage during crash landing 1 Not more than 25 percent of all electrically illuminated emergency lights required by this section are rendered inoperative in addition to the lights that are directly damaged by the separation 2 Each electrically illuminated exit sign required under 25 811
77. and the accessory system b Electrical equipment subject to arcing or sparking must be installed to minimize the probability of contact with any flammable fluids or vapors that might be present in a free state c If continued rotation of an engine driven cabin supercharger or of any remote accessory driven by the engine is hazardous if malfunctioning occurs there must be means to prevent rotation without interfering with the continued operation of the engine Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 57 49 FR 6849 Feb 23 1984 25 1165 Engine ignition systems a Each battery ignition system must be supplemented by a generator that is automatically available as an alternate source of electrical energy to allow continued engine operation if any battery becomes depleted b The capacity of batteries and generators must be large enough to meet the simultaneous demands of the engine ignition system and the greatest demands of any electrical system components that draw electrical energy from the same source c The design of the engine ignition system must account for 1 The condition of an inoperative generator 2 The condition of a completely depleted battery with the generator running at its normal operating speed and 3 The condition of a completely depleted battery with the generator operating at idling speed if there is only one battery d Magneto ground wiring for separate ignition circuits
78. appropriate maximum load factors corresponding to the specified flight and ground load conditions and to the emergency landing conditions of 25 561 b except that the forces specified in the emergency landing conditions need not be applied to compartments located below or forward of all occupants in the airplane If the airplane has a passenger seating configuration excluding pilots seats of 10 seats or more each stowage compartment in the passenger cabin except for underseat and overhead compartments for passenger convenience must be completely enclosed b There must be a means to prevent the contents in the compartments from becoming a hazard by shifting under the loads specified in paragraph a of this section For stowage compartments in the passenger and crew cabin if the means used is a latched door the design must take into consideration the wear and deterioration expected in service c If cargo compartment lamps are installed each lamp must be installed so as to prevent contact between lamp bulb and cargo Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 32 37 FR 3969 Feb 24 1972 Amdt 25 38 41 FR 55466 Dec 20 1976 Amdt 25 51 45 FR 7755 Feb 4 1980 25 789 Retention of items of mass in passenger and crew compartments and galleys a Means must be provided to prevent each item of mass that is part of the airplane type design in a passenger or crew compartment or galley from becoming a haz
79. approved rating of the bearing may not be exceeded For nonstandard bearing hinge configurations the rating must be established on the basis of experience or tests and in the absence of a rational investigation a factor of safety of not less than 6 67 must be used with respect to the ultimate bearing strength of the softest material used as a bearing b Hinges must have enough strength and rigidity for loads parallel to the hinge line Amdt 25 23 35 FR 5674 Apr 8 1970 Control Systems 25 671 General a Each control and control system must operate with the ease smoothness and positiveness appropriate to its function b Each element of each flight control system must be designed or distinctively and permanently marked to minimize the probability of incorrect assembly that could result in the malfunctioning of the system c The airplane must be shown by analysis tests or both to be capable of continued safe flight and landing after any of the following failures or jamming in the flight control system and surfaces including trim lift drag and feel systems within the normal flight envelope without requiring exceptional piloting skill or strength Probable malfunctions must have only minor effects on control system operation and must be capable of being readily counteracted by the pilot 1 Any single failure excluding jamming for example disconnection or failure of mechanical elements or structural failure of hy
80. as knobs handles rollers fasteners clips grommets rub strips pulleys and small electrical parts that would not contribute significantly to the propagation of a fire and for electrical wire and cable insulation materials in items not specified in paragraphs a 1 11 iii or iv of part I of this appendix may not have a burn rate greater than 4 0 inches per minute when tested horizontally in accordance with the applicable portions of this appendix 2 Cargo and baggage compartments not occupied by crew or passengers i Reserved ii A cargo or baggage compartment defined in 25 857 as Class B or E must have a liner constructed of materials that meet the requirements of paragraph a 1 11 of part I of this appendix and separated from the airplane structure except for attachments In addition such liners must be subjected to the 45 degree angle test The flame may not penetrate pass through the material during application of the flame or subsequent to its removal The average flame time after removal of the flame source may not exceed 15 seconds and the average glow time may not exceed 10 seconds 111 A cargo or baggage compartment defined in 25 857 as Class B C D or E must have floor panels constructed of materials which meet the requirements of paragraph a 1 ii of part I of this appendix and which are separated from the airplane structure except for attachments Such panels must be subjected to the 45 degree an
81. b EWIS must be designed and installed to minimize damage and risk of damage to EWIS by movement of people in the airplane during all phases of flight maintenance and servicing c EWIS must be designed and installed to minimize damage and risk of damage to EWIS by items carried onto the aircraft by passengers or cabin crew 25 1723 Flammable fluid fire protection EWIS EWIS components located in each area where flammable fluid or vapors might escape by leakage of a fluid system must be considered a potential ignition source and must meet the requirements of 25 863 25 1725 Powerplants EWIS a EWIS associated with any powerplant must be designed and installed so that the failure of an EWIS component will not prevent the continued safe operation of the remaining powerplants or require immediate action by any crewmember for continued safe operation in accordance with the requirements of 25 903 b b Design precautions must be taken to minimize hazards to the airplane due to EWIS damage in the event of a powerplant rotor failure or a fire originating within the powerplant that burns through the powerplant case in accordance with the requirements of 25 903 d 1 25 1727 Flammable fluid shutoff means EWIS EWIS associated with each flammable fluid shutoff means and control must be fireproof or must be located and protected so that any fire in a fire zone will not affect operation of the flammable fluid shutoff means in ac
82. c 2 before reaching a height of 35 feet above the takeoff surface and 3 A speed that provides the maneuvering ca pability specified in paragraph 25 143 h d Vmu is the calibrated airspeed at and above which the airplane can safely lift off the ground and continue the takeoff Viu speeds must be selected by the applicant throughout the range of thrust to weight ratios to be certificated The se speeds may be established from free air data if these data are verified by ground takeoff tests e Vn in terms of calibrated airspeed must be selected in accordance with the conditions of paragraphs e 1 through 4 of this section 1 Vg may not be less than 1 Vi ii 105 percent of Vmc iii The speed determined in accordance with paragraph 25 111 c 2 that allows reaching V2 before reaching a height of 35 feet above the takeoff surface or iv A speed that if the airplane is rotated at its maximum practicable rate will result in a Vr or of not less than A 110 percent of Vy in the all engines operating condition and 105 percent of Vmu determined at the thrust to weight ratio corre sponding to the one engine inoperative condi tion or B If the Vr attitude is limited by the geome try of the airplane i e tail contact with the runway 108 percent of Vmu in the all engines operating condition and 104 percent of Vmu determined at the thrust to weight ratio corre sponding to the one engine inoper
83. certifi All problems applicable to the new engine installation cate and for the remainder of the airplane problems in changed systems only ii Does not require a new engine type Problems in changed systems only certificate f Acceptance criteria The type and frequency of failures and malfunctions on ETOPS significant systems that occur during the airplane flight test program and the airplane demonstration flight test program specified in section K25 3 2 d of this appendix must be consistent with the type and frequency of failures and malfunctions that would be expected to occur on currently certificated airplanes approved for ETOPS K25 3 3 Combined service experience and Early ETOPS method An applicant for ETOPS type design approval using the Early ETOPS method must comply with the following requirements a A service experience requirement of less than 15 000 engine hours for the world fleet of the candidate airplane engine combination b The Early ETOPS requirements of section K25 3 2 of this appendix except for the airplane demonstration specified in section K25 3 2 d of this appendix and c The flight test requirement of section K25 3 1 c of this appendix Doc No FAA 2002 6717 72 FR 1873 Jan 16 2007 Origem SAR PUT 289 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Appendix L to Part 25 HIRF Environments and Equipment HIRF Test Levels This ap
84. certification for operation above 25 000 feet is requested the airplane must be designed so that occupants will not be exposed to cabin pressure altitudes in excess of 15 000 feet after any probable failure condition in the pressurization system 2 The airplane must be designed so that occupants will not be exposed to a cabin pressure altitude that exceeds the following after decompression from any failure condition not shown to be extremely improbable 1 Twenty five thousand 25 000 feet for more than 2 minutes or 11 Forty thousand 40 000 feet for any duration 3 Fuselage structure engine and system failures are to be considered in evaluating the cabin decompression b Pressurized cabins must have at least the following valves controls and indicators for controlling cabin pressure 1 Two pressure relief valves to automatically limit the positive pressure differential to a predetermined value at the maximum rate of flow delivered by the pressure source The combined capacity of the relief valves must be large enough so that the failure of any one valve would not cause an appreciable rise in the pressure differential The pressure differential is positive when the internal pressure is greater than the external 2 Two reverse pressure differential relief valves or their equivalents to automatically prevent a negative pressure differential that would damage the structure One valve is enough however if it is of a design that r
85. compliance with the applicable operational part Equipment and Design 3 General Unless otherwise noted compliance is required with the applicable certification basis for the airplane Some provisions of this SFAR impose alternative requirements to certain air worthiness standards that do not apply to airplanes certificated to earlier standards Those airplanes with an earlier certification basis are not required to comply with those alternative requirements 4 Occupant Protection a Firm Handhold In lieu of the requirements of 25 785 j there must be means provided to ena ble persons to steady themselves in moderately rough air while occupying aisles that are along the cabin sidewall or where practicable bordered by seats seat backs providing a 25 pound minimum breakaway force are an acceptable means of compliance b Injury criteria for multiple occupancy side facing seats The following requirements are only applicable to airplanes that are subject to 25 562 1 Existing Criteria All injury protection criteria of 25 562 c 1 through c 6 apply to the oc cupants of side facing seating The Head Injury Criterion HIC assessments are only required for head contact with the seat and or adjacent structures 2 Body to Body Contact Contact between the head pelvis torso or shoulder area of one Anthro pomorphic Test Dummy ATD with the head pelvis torso or shoulder area of the ATD in the ad jacent seat is not all
86. conditions prescribed in 25 391 b The system limit loads except the loads resulting from ground gusts need not exceed the loads that can be produced by the pilot or pilots and by automatic or power devices operating the controls c The loads must not be less than those resulting from application of the minimum forces prescribed in 25 397 c Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 72 55 FR 29776 July 20 1990 25 397 Control system loads a General The maximum and minimum pilot forces specified in paragraph c of this section are assumed to act at the appropriate control grips or pads in a manner simulating flight conditions and to be reacted at the attachment of the control system to the control surface horn b Pilot effort effects In the control surface flight loading condition the air loads on movable surfaces and the corresponding deflections need not exceed those that would result in flight from the application of any pilot force within the ranges specified in paragraph c of this section Two thirds of the maximum values specified for the aileron and elevator may be used if control surface hinge moments are based on reliable data In applying this criterion the effects of servo mechanisms tabs and automatic pilot systems must be considered c Limit pilot forces and torques The limit pilot forces and torques are as follows
87. configuration 2 A stabilized approach with a calibrated airspeed of not less than Vggr must be maintained down to the 50 foot height 1 In non icing conditions Vrer may not be less than A 1 23 VsrO B Vmcr established under 25 149 f and C A speed that provides the maneuvering capability specified in 25 143 h ii In icing conditions Vrermay not be less than A The speed determined in paragraph b 2 1 of this section B 1 23 Vsnowith the landing ice accretion defined in appendix C if that speed exceeds Vrerfor non icing conditions by more than 5 knots CAS and C A speed that provides the maneuvering capability specified in 25 143 h with the landing ice accretion defined in appendix C 3 Changes in configuration power or thrust and speed must be made in accordance with the established procedures for service operation 9 ANAC Origem SAR 38 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 The landing must be made without excessive vertical acceleration tendency to bounce nose over ground loop porpoise or water loop 5 The landings may not require exceptional piloting skill or alertness c For landplanes and amphibians the landing distance on land must be determined on a level smooth dry hard surfaced runway In addition 1 The pressures on the wheel braking systems may not exceed those specified by the brake manufacturer 2 The brakes may not
88. d Means must be provided to address the possibility of a fire occurring on or in the immediate vicinity of the cooktop Two acceptable means of complying with this requirement are as follows 1 Placarding must be installed that prohibits any burner from being powered when the cooktop is unattended Note This would prohibit a single person from cooking on the cooktop and intermit tently serving food to passengers while any burner is powered A fire detector must be installed in the vicinity of the cooktop which provides an audible warning in the passenger cabin and a fire extinguisher of appropriate size and extinguishing agent must be installed in the immediate vicinity of the cooktop Access to the extinguisher may not be blocked by a fire on or around the cooktop ANAC Origem SAR 20 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 An automatic thermally activated fire suppression system must be installed to extinguish a fire at the cooktop and immediately adjacent surfaces The agent used in the system must be an ap proved total flooding agent suitable for use in an occupied area The fire suppression system must have a manual override The automatic activation of the fire suppression system must also automat ically shut off power to the cooktop e The surfaces of the galley surrounding the cooktop which would be exposed to a fire on the cooktop surface or in cookware on the cooktop must be constru
89. da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 1457 Cockpit voice recorders 25 1459 Flight data recorders 25 1461 Equipment containing high energy rotors Subpart G Operating Limitations and Information 25 1501 General Operating Limitations 25 1503 Airspeed limitations general 25 1505 Maximum operating limit speed 25 1507 Maneuvering speed 25 1511 Flap extended speed 25 1513 Minimum control speed 25 1515 Landing gear speeds 25 1516 Other speed limitations 25 1517 Rough air speed VRA 25 1519 Weight center of gravity and weight distribution 25 1521 Powerplant limitations 25 1522 Auxiliary power unit limitations 25 1523 Minimum flight crew 25 1525 Kinds of operation 25 1527 Ambient air temperature and operating altitude 25 1529 Instructions for Continued Airworthiness 25 1531 Maneuvering flight load factors 25 1533 Additional operating limitations 25 1535 ETOPS approval Markings and Placards 25 1541 General 25 1543 Instrument markings general 25 1545 Airspeed limitation information 25 1547 Magnetic direction indicator 25 1549 Powerplant and auxiliary power unit instruments 25 1551 Oil quantity indication 25 1553 Fuel quantity indicator 25 1555 Control markings 25 1557 Miscellaneous markings and placards 25 1561 Safety equipment 25 1563 Airspeed placard Airplane Fli
90. de 2014 Appendix B to Part 25 Appendia amp Pure Meira defmition of angles dlracostons sat clmectinmm vc s spelen S T 2XX OZ fr A Lo OU Unflored Bottom Flored Bottom View or download PDF RBAC n 25 Emenda n 136 Origem SAR 6 ANAC 220 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Fieve 2 Hull atar em weetghang amar f renvady lath Ef ee sitet un Lg E AVIS Lords de L re Foresody Lengi iy Mtertody Lerqi Lg A Buls Pravna View or download PDF FIuOAR I Irmwrere z emmurr disiributlons ET 3E0 UBSCANETIN fs C Local Pressure Distribuled Pressure View or download PDF Origem SAR 221 300 w ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Appendix C to Part 25 Part I Atmospheric Icing Conditions a Continuous maximum icing The maximum continuous intensity of atmospheric icing conditions continuous maximum icing is defined by the variables of the cloud liquid water content the mean effective diameter of the cloud droplets the ambient air temperature and the interrelationship of these three variables as shown in figure of this appendix The limiting icing envelope in terms of altitude and temperature is given in figure 2 of this appendix The inter relationship of cloud liquid water content with drop diameter and altitude is determined from figures 1 and 2 T
91. decompressions that are not extremely improbable may expose the flightcrew to cabin pressure altitudes in excess of 34 000 feet 4 Portable oxygen equipment must be immediately available for each cabin attendant The portable oxygen equipment must have the oxygen dispensing unit connected to the portable oxygen supply Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 41 42 FR 36971 July 18 1977 Amdt 25 87 61 FR 28696 June 5 1996 Amdt 25 116 69 FR 62789 Oct 27 2004 25 1449 Means for determining use of oxygen There must be a means to allow the crew to determine whether oxygen is being delivered to the dispensing equipment 25 1450 Chemical oxygen generators a For the purpose of this section a chemical oxygen generator is defined as a device which produces oxygen by chemical reaction b Each chemical oxygen generator must be designed and installed in accordance with the following requirements 1 Surface temperature developed by the generator during operation may not create a hazard to the airplane or to its occupants 2 Means must be provided to relieve any internal pressure that may be hazardous c In addition to meeting the requirements in paragraph b of this section each portable chemical oxygen generator that is capable of sustained operation by successive replacement of a generator element must be placarded to show 1 The rate of oxygen flow in liters per minute 2 The durat
92. decorative and chafing that are constructed of materials not covered in subparagraph iv below must be self extinguishing when x N AC 229 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 tested vertically in accordance with the applicable portions of part I of this appendix or other approved equivalent means The average burn length may not exceed 8 inches and the average flame time after removal of the flame source may not exceed 15 seconds Drippings from the test specimen may not continue to flame for more than an average of 5 seconds after falling iii Motion picture film must be safety film meeting the Standard Specifications for Safety Photographic Film PHI 25 available from the American National Standards Institute 1430 Broadway New York NY 10018 If the film travels through ducts the ducts must meet the requirements of subparagraph ii of this paragraph iv Clear plastic windows and signs parts constructed in whole or in part of elastomeric materials edge lighted instrument assemblies consisting of two or more instruments in a common housing seat belts shoulder harnesses and cargo and baggage tiedown equipment including containers bins pallets etc used in passenger or crew compartments may not have an average burn rate greater than 2 5 inches per minute when tested horizontally in accordance with the applicable portions of this appendix v Except for small parts such
93. designated fire zone is severed at one point unless the system continues to function as a satisfactory detection system after the severing and 3 There is a means to warn the crew in the event of a short circuit in the sensor or associated wiring within a designated fire zone unless the system continues to function as a satisfactory detection system after the short circuit c No fire or overheat detector may be affected by any oil water other fluids or fumes that might be present d There must be means to allow the crew to check in flight the functioning of each fire or overheat detector electric circuit e Components of each fire or overheat detector system in a fire zone must be fire resistant f No fire or overheat detector system component for any fire zone may pass through another fire zone unless 1 It is protected against the possibility of false warnings resulting from fires in zones through which it passes or 2 Each zone involved is simultaneously protected by the same detector and extinguishing system g Each fire detector system must be constructed so that when it is in the configuration for installation it will not exceed the alarm activation time approved for the detectors using the response time criteria specified in the appropriate Technical Standard Order for the detector h EWIS for each fire or overheat detector system in a fire zone must meet the requirements of 25 1731 Doc No 5066 29 FR 18291
94. direct visual inspection if it is shown that the inspection is effective and the inspection procedures are specified in the maintenance manual required by 25 1529 b EWIS must meet the accessibility requirements of 25 1719 Amdt 25 23 35 FR 5674 Apr 8 1970 as amended by Amdt 25 123 72 FR 63404 Nov 8 2007 Origem SAR 91 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 613 Material strength properties and material design values a Material strength properties must be based on enough tests of material meeting approved specifications to establish design values on a statistical basis b Material design values must be chosen to minimize the probability of structural failures due to material variability Except as provided in paragraphs e and f of this section compliance must be shown by selecting material design values which assure material strength with the following probability 1 Where applied loads are eventually distributed through a single member within an assembly the failure of which would result in loss of structural integrity of the component 99 percent probability with 95 percent confidence 2 For redundant structure in which the failure of individual elements would result in applied loads being safely distributed to other load carrying members 90 percent probability with 95 percent confidence c The effects of environmental conditions such as temperature
95. door and emergency exit to show that they operate properly after being subjected to the flight tests prescribed in paragraph b 3 of this section Fire Protection 25 851 Fire extinguishers a Hand fire extinguishers 1 The following minimum number of hand fire extinguishers must be conveniently located and evenly distributed in passenger compartments Passenger capacity No of extinguishers 7 through 30 1 31 through 60 2 61 through 200 3 201 through 300 4 301 through 400 5 Origem SAR 133 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 401 through 500 6 501 through 600 7 601 through 700 8 2 At least one hand fire extinguisher must be conveniently located in the pilot compartment 3 At least one readily accessible hand fire extinguisher must be available for use in each Class A or Class B cargo or baggage compartment and in each Class E cargo or baggage compartment that is accessible to crewmembers in flight 4 At least one hand fire extinguisher must be located in or readily accessible for use in each galley located above or below the passenger compartment 5 Each hand fire extinguisher must be approved 6 At least one of the required fire extinguishers located in the passenger compartment of an airplane with a passenger capacity of at least 31 and not more than 60 and at least two of the fire extinguishers located in the pas
96. electrical power for engine ignition a power source independent of the engine driven electrical power generating system must be provided to permit in flight engine ignition for restarting f Auxiliary Power Unit Each auxiliary power unit must be approved or meet the requirements of the category for its intended use Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5676 Apr 8 1970 Amdt 25 40 42 FR 15042 Mar 17 1977 Amdt 25 57 49 FR 6848 Feb 23 1984 Amdt 25 72 55 FR 29784 July 20 1990 Amdt 25 73 55 FR 32861 Aug 10 1990 Amdt 25 94 63 ANAC Origem SAR 141 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 FR 8848 Feb 23 1998 Amdt 25 95 63 FR 14798 Mar 26 1998 Amdt 25 100 65 FR 55854 Sept 14 2000 25 904 Automatic takeoff thrust control system ATTCS Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine s when any engine fails during the takeoff must comply with the requirements of appendix I of this part Amdt 25 62 52 FR 43156 Nov 9 1987 25 905 Propellers a Each propeller must have a type certificate b Engine power and propeller shaft rotational speed may not exceed the limits for which the propeller is certificated c The propeller blade pitch control system must meet the requirements of 35 21 35 23 35 42 and
97. energy c Electrical protective devices as prescribed in this part d Two systems for two way radio communications with controls for each accessible from each pilot station designed and installed so that failure of one system will not preclude operation of the other system The use of a common antenna system is acceptable if adequate reliability is shown e Two systems for radio navigation with controls for each accessible from each pilot station designed and installed so that failure of one system will not preclude operation of the other system The use of a common antenna system is acceptable if adequate reliability is shown Amdt 25 23 35 FR 5678 Apr 8 1970 as amended by Amdt 25 46 43 FR 50598 Oct 30 1978 Amdt 25 54 45 FR 60173 Sept 11 1980 Amdt 25 72 55 FR 29785 July 20 1990 25 1309 Equipment systems and installations a The equipment systems and installations whose functioning is required by this subchapter must be designed to ensure that they perform their intended functions under any foreseeable operating condition b The airplane systems and associated components considered separately and in relation to other systems must be designed so that 1 The occurrence of any failure condition which would prevent the continued safe flight and landing of the airplane is extremely improbable and 2 The occurrence of any other failure conditions which would reduce the capability of the airplane or
98. engine malfunction damage or deterioration 2 A position indicating means to indicate to the flightcrew when the thrust reversing device i Is not in the selected position and Origem SAR 171 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 11 Is in the reverse thrust position for each engine using a thrust reversing device 3 An indicator to indicate rotor system unbalance e For turbopropeller powered airplanes In addition to the powerplant instruments required by paragraphs a and c of this section the following powerplant instruments are required 1 A torque indicator for each engine 2 Position indicating means to indicate to the flight crew when the propeller blade angle is below the flight low pitch position for each propeller f For airplanes equipped with fluid systems other than fuel for thrust or power augmentation an approved means must be provided to indicate the proper functioning of that system to the flight crew Amdt 25 23 35 FR 5678 Apr 8 1970 as amended by Amdt 25 35 39 FR 1831 Jan 15 1974 Amdt 25 36 39 FR 35461 Oct 1 1974 Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 54 45 FR 60173 Sept 11 1980 Amdt 25 72 55 FR 29785 July 20 1990 Amdt 25 115 69 FR 40527 July 2 2004 25 1307 Miscellaneous equipment The following is required miscellaneous equipment a Reserved b Two or more independent sources of electrical
99. engine must have a type certificate and must meet the applicable requirements of part 34 of this chapter 2 Each turbine engine must comply with one of the following 1 Sections 33 76 33 77 and 33 78 of this chapter in effect on December 13 2000 or as subsequently amended or 11 Sections 33 77 and 33 78 of this chapter in effect on April 30 1998 or as subsequently amended before December 13 2000 or iii Comply with 33 77 of this chapter in effect on October 31 1974 or as subsequently amended prior to April 30 1998 unless that engine s foreign object ingestion service history has resulted in an unsafe condition or 1v Be shown to have a foreign object ingestion service history in similar installation locations which has not resulted in any unsafe condition Note 33 77 of this chapter in effect on October 31 1974 was published in 14 CFR parts 1 to 59 Revised as of January 1 1975 See 39 FR 35467 October 1 1974 b Engine isolation The powerplants must be arranged and isolated from each other to allow operation in at least one configuration so that the failure or malfunction of any engine or of any system that can affect the engine will not 1 Prevent the continued safe operation of the remaining engines or 2 Require immediate action by any crewmember for continued safe operation c Control of engine rotation There must be means for stopping the rotation of any engine individually in flight except that
100. f For pressurized fuel tanks a means with fail safe features must be provided to prevent the buildup of an excessive pressure difference between the inside and the outside of the tank Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15043 Mar 17 1977 Amdt 25 69 54 FR 40354 Sept 29 1989 25 965 Fuel tank tests a It must be shown by tests that the fuel tanks as mounted in the airplane can withstand without failure or leakage the more critical of the pressures resulting from the conditions specified in paragraphs a 1 and 2 of this section In addition it must be shown by either analysis or tests that tank surfaces subjected to more critical pressures resulting from the condition of paragraphs a 3 and 4 of this section are able to withstand the following pressures 1 An internal pressure of 3 5 psi 2 125 percent of the maximum air pressure developed in the tank from ram effect 3 Fluid pressures developed during maximum limit accelerations and deflections of the airplane with a full tank 4 Fluid pressures developed during the most adverse combination of airplane roll and fuel load b Each metallic tank with large unsupported or unstiffened flat surfaces whose failure or deformation could cause fuel leakage must be able to withstand the following test or its equivalent without leakage or excessive deformation of the tank walls 1 Each complete tank assembly and its suppor
101. factor must be 1 0 and the coefficient of friction 0 8 b The airplane is assumed to be in static equilibrium with the loads being applied at the ground contact points in accordance with figure 8 of appendix A 25 507 Reversed braking a The airplane must be in a three point static ground attitude Horizontal reactions parallel to the ground and directed forward must be applied at the ground contact point of each wheel with brakes The limit loads must be equal to 0 55 times the vertical load at each wheel or to the load developed by 1 2 times the nominal maximum static brake torque whichever is less b For airplanes with nose wheels the pitching moment must be balanced by rotational inertia c For airplanes with tail wheels the resultant of the ground reactions must pass through the center of gravity of the airplane 25 509 Towing loads a The towing loads specified in paragraph d of this section must be considered separately These loads must be applied at the towing fittings and must act parallel to the ground In addition 1 A vertical load factor equal to 1 0 must be considered acting at the center of gravity 2 The shock struts and tires must be in their static positions and 3 With W Tas the design ramp weight the towing load F TOW is ANAC Origem SAR 76 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 0 3 W Tfor W Tless than 30 000 pounds ii 6W T 450 0
102. factor of 1 5 g at the maximum take off weight with the wing flaps and similar high lift devices in the landing configurations Origem SAR 63 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 46 43 FR 50595 Oct 30 1978 Amdt 25 72 55 FR 37607 Sept 17 1990 Amdt 25 86 61 FR 5221 Feb 9 1996 Amdt 25 91 62 FR 40704 July 29 1997 25 349 Rolling conditions The airplane must be designed for loads resulting from the rolling conditions specified in paragraphs a and b of this section Unbalanced aerodynamic moments about the center of gravity must be reacted in a rational or conservative manner considering the principal masses furnishing the reacting inertia forces a Maneuvering The following conditions speeds and aileron deflections except as the deflections may be limited by pilot effort must be considered in combination with an airplane load factor of zero and of two thirds of the positive maneuvering factor used in design In determining the required aileron deflections the torsional flexibility of the wing must be considered in accordance with 25 301 b 1 Conditions corresponding to steady rolling velocities must be investigated In addition conditions corresponding to maximum angular acceleration must be investigated for airplanes with engines or other weight concentrations outboard of the fuselage For t
103. flight and landing within the design limitations of the airplane using normal pilot skill and strength or 2 Its loss could result in reduction in pitch yaw or roll control capability or response below that required by Subpart B of this chapter b The fasteners specified in paragraph a of this section and their locking devices may not be adversely affected by the environmental conditions associated with the particular installation c No self locking nut may be used on any bolt subject to rotation in operation unless a nonfriction locking device is used in addition to the self locking device Amdt 25 23 35 FR 5674 Apr 8 1970 25 609 Protection of structure Each part of the structure must a Be suitably protected against deterioration or loss of strength in service due to any cause including 1 Weathering 2 Corrosion and 3 Abrasion and b Have provisions for ventilation and drainage where necessary for protection 25 611 Accessibility provisions a Means must be provided to allow inspection including inspection of principal structural elements and control systems replacement of parts normally requiring replacement adjustment and lubrication as necessary for continued airworthiness The inspection means for each item must be practicable for the inspection interval for the item Nondestructive inspection aids may be used to inspect structural elements where it is impracticable to provide means for
104. for 3 000 equivalent airplane operational cycles Following completion of the test the APU must be disassembled and inspected The applicant must identify track and resolve each cause or potential cause of an inability to start or operate the APU in flight as intended in accordance with the problem tracking and resolution system specified in section K25 2 2 h of this appendix g Airplane demonstration For each airplane engine combination to be approved for ETOPS the applicant must flight test at least one airplane to demonstrate that the airplane and its components and equipment are capable of functioning properly during ETOPS flights and diversions of the longest duration for which the applicant seeks approval This flight testing may be performed in conjunction with but may not substitute for the flight testing required by 21 35 b 2 of this chapter 1 The airplane demonstration flight test program must include 1 Flights simulating actual ETOPS including flight at normal cruise altitude step climbs and if applicable APU operation 11 Maximum duration flights with maximum duration diversions iii Maximum duration engine inoperative diversions distributed among the engines installed on the airplanes used for the airplane demonstration flight test program At least two one engine inoperative diversions must be conducted at maximum continuous thrust or power using the same engine iv Flights under non normal conditions to d
105. for casting factors of 1 25 through 1 50 and tested under paragraph c 2 of this section 25 623 Bearing factors a Except as provided in paragraph b of this section each part that has clearance free fit and that is subject to pounding or vibration must have a bearing factor large enough to provide for the effects of normal relative motion b No bearing factor need be used for a part for which any larger special factor is prescribed 25 625 Fitting factors For each fitting a part or terminal used to join one structural member to another the following apply a For each fitting whose strength is not proven by limit and ultimate load tests in which actual stress conditions are simulated in the fitting and surrounding structures a fitting factor of at least 1 15 must be applied to each part of 1 The fitting 2 The means of attachment and 3 The bearing on the joined members b No fitting factor need be used Origem SAR 93 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 For joints made under approved practices and based on comprehensive test data such as continuous joints in metal plating welded joints and scarf joints in wood or 2 With respect to any bearing surface for which a larger special factor is used c For each integral fitting the part must be treated as a fitting up to the point at which the section properties become typical of the mem
106. for vapor pressure must be made in accordance with the following table Altitude H Vapor pressure Specific humidity Density ratio ft e In Hg W Lb moisture per Ib dry air p 0 0 0023769 0 0 403 0 00849 0 99508 1 000 354 00773 96672 2 000 311 00703 93895 3 000 212 00638 91178 4 000 238 00578 88514 Origem SAR 26 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 5 000 207 00523 85910 6 000 1805 00472 83361 7 000 1566 00425 80870 8 000 1356 00382 78434 9 000 1172 00343 76053 10 000 1010 00307 73722 15 000 0463 001710 62868 20 000 01978 000896 53263 25 000 00778 000436 44806 c The performance must correspond to the propulsive thrust available under the particular ambient atmospheric conditions the particular flight condition and the relative humidity specified in paragraph b of this section 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 d Unless otherwise prescribed the applicant must select the takeoff en route approach and landing configurations for the airplane e The airplane configu
107. from leakage during normal operation of the airplane or as a result of discharging the fire extinguisher on the ground or in flight from entering any personnel compartment even though a defect may exist in the extinguishing system This must be shown by test except for built in carbon dioxide fuselage compartment fire extinguishing systems for which 1 Five pounds or less of carbon dioxide will be discharged under established fire control procedures into any fuselage compartment or 2 There is protective breathing equipment for each flight crewmember on flight deck duty Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 40 42 FR 15044 Mar 17 1977 25 1199 Extinguishing agent containers a Each extinguishing agent container must have a pressure relief to prevent bursting of the container by excessive internal pressures b The discharge end of each discharge line from a pressure relief connection must be located so that discharge of the fire extinguishing agent would not damage the airplane The line must also be located or protected to prevent clogging caused by ice or other foreign matter c There must be a means for each fire extinguishing agent container to indicate that the container has discharged or that the charging pressure is below the established minimum necessary for proper functioning d The temperature of each container must be maintained under intended o
108. fuel under the operating conditions in 25 1001 e and f as applicable may be selected b If a structural reserve fuel condition is selected it must be used as the minimum fuel weight condition for showing compliance with the flight load requirements as prescribed in this subpart In addition 1 The structure must be designed for a condition of zero fuel and oil in the wing at limit loads corresponding to i A maneuvering load factor of 2 25 and 11 The gust conditions of 25 341 a but assuming 85 of the design velocities prescribed in 25 341 a 4 2 Fatigue evaluation of the structure must account for any increase in operating stresses resulting from the design condition of paragraph b 1 of this section and 3 The flutter deformation and vibration requirements must also be met with zero fuel Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 18 33 FR 12226 Aug 30 1968 Amdt 25 72 55 FR 37607 Sept 12 1990 Amdt 25 86 61 FR 5221 Feb 9 1996 25 345 High lift devices a If wing flaps are to be used during takeoff approach or landing at the design flap speeds established for these stages of flight under 25 335 e and with the wing flaps in the corresponding positions the airplane is assumed to be subjected to symmetrical maneuvers and gusts The resulting limit loads must correspond to the conditions determined as follows 1 Maneuvering to a positive limit load factor of 2
109. half of the applicable actual to net takeoff flight path gradient reduction defined in 25 115 b b No takeoff made to determine the data required by this section may require exceptional piloting skill or alertness c The takeoff data must be based on 6 ANAC Origem SAR 28 300 RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 1 In the case of land planes and amphibians 1 Smooth dry and wet hard surfaced runways and ii At the option of the applicant grooved or porous friction course wet hard surfaced runways 2 Smooth water in the case of seaplanes and amphibians and 3 Smooth dry snow in the case of skiplanes d The takeoff data must include within the established operational limits of the airplane the following operational correction factors 1 Not more than 50 percent of nominal wind components along the takeoff path opposite to the direction of takeoff and not less than 150 percent of nominal wind components along the takeoff path in the direction of takeoff 2 Effective runway gradients Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 92 63 FR 8318 Feb 18 1998 Amdt 25 121 72 FR 44665 Aug 8 2007 25 107 Takeoff speeds a V must be established in relation to Vpr as follows 1 Ver is the calibrated airspeed at which the critical engine is assumed to fail Vgr must be selected by the applicant but may not be less than
110. has shown this method to be reliable The Administrator may require ultimate load tests in cases where limit load tests may be inadequate b c Reserved d When static or dynamic tests are used to show compliance with the requirements of 25 305 b for flight structures appropriate material correction factors must be applied to the test results unless the structure or part thereof being tested has features such that a number of elements contribute to the total strength of the structure and the failure of one element results in the redistribution of the load through alternate load paths Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 54 45 FR 60172 Sept 11 1980 Amdt 25 72 55 FR 29775 July 20 1990 Flight Loads 25 321 General Origem SAR 57 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Flight load factors represent the ratio of the aerodynamic force component acting normal to the assumed longitudinal axis of the airplane to the weight of the airplane A positive load factor is one in which the aerodynamic force acts upward with respect to the airplane b Considering compressibility effects at each speed compliance with the flight load requirements of this subpart must be shown 1 At each critical altitude within the range of altitudes selected by the applicant 2 At each weight from the design minimum we
111. i Chuva forte em velocidades at 1 5 Vsr1 com dispositivos de sustenta o e arrasto recolhidos e 11 As condi es de gelo especificadas na se o 25 1419 deste RBAC se certifica o para voo em condi es de gelo for solicitada 2 Nenhuma falha simples dos sistemas usados Origem SAR 6 ANAC 107 300 Data da emiss o 7 de fevereiro de 2014 1 Is openable under the conditions prescribed in paragraph b 1 of this section when the cab in is not pressurized ii Provides the view specified in paragraph b 1 of this section and iii Provides sufficient protection from the ele ments against impairment of the pilot s vision 4 The openable window specified in paragraph b 3 of this section need not be provided if it is shown that an area of the transparent surface will remain clear sufficient for at least one pilot to land the airplane safely in the event of 1 Any system failure or combination of fail ures which is not extremely improbable in ac cordance with section 25 1309 of this RBAC under the precipitation conditions specified in paragraph b 1 of this section ii An encounter with severe hail birds or in sects c Internal windshield and window fogging The airplane must have a means to prevent fog ging of the internal portions of the windshield and window panels over an area which would provide the visibility specified in paragraph a of this section under all internal
112. in excess of 1 knot per second Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 84 60 FR 30750 June 9 1995 25 207 Stall warning a Stall warning with sufficient margin to prevent inadvertent stalling with the flaps and landing gear in any normal position must be clear and distinctive to the pilot in straight and turning flight b The warning must be furnished 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 cockpit is not acceptable by itself If a warning device is used it must provide a warning in each of the airplane configurations prescribed in paragraph a of this section at the speed prescribed in paragraphs c and d of this section Except for showing compliance with the stall warning margin prescribed in paragraph h 3 1 of this section stall warning for flight in icing conditions must be provided by the same means as stall warning for flight in non icing conditions c When the speed is reduced at rates not exceeding one knot per second stall warning must begin in each normal configuration at a speed Vsw exceeding the speed at which the stall is identified in accordance with 25 201 d by not less than five knots or five percent CAS whichever is greater Once initiated stall warning must con
113. indication of unsymmetrical operation or other malfunction in the lift or drag device systems must be provided when such indication is necessary to enable the pilots to prevent or counteract an unsafe flight or ground condition considering the effects on flight characteristics and performance b There must be means to indicate to the pilots the takeoff en route approach and landing lift device positions c If any extension of the lift and drag devices beyond the landing position is possible the controls must be clearly marked to identify this range of extension Amdt 25 23 35 FR 5675 Apr 8 1970 25 701 Flap and slat interconnection a Unless the airplane has safe flight characteristics with the flaps or slats retracted on one side and extended on the other the motion of flaps or slats on opposite sides of the plane of symmetry must be synchronized by a mechanical interconnection or approved equivalent means b If a wing flap or slat interconnection or equivalent means is used it must be designed to account for the applicable unsymmetrical loads including those resulting from flight with the engines on one side of the plane of symmetry inoperative and the remaining engines at takeoff power c For airplanes with flaps or slats that are not subjected to slipstream conditions the structure must be designed for the loads imposed when the wing flaps or slats on one side are carrying the most severe load occurring in the prescri
114. is extremely remote 25 939 Turbine engine operating characteristics a Turbine engine operating characteristics must be investigated in flight to determine that no adverse characteristics such as stall surge or flameout are present to a hazardous degree during normal and emergency operation within the range of operating limitations of the airplane and of the engine b Reserved c The turbine engine air inlet system may not as a result of air flow distortion during normal operation cause vibration harmful to the engine Amdt 25 11 32 FR 6912 May 5 1967 as amended by Amdt 25 40 42 FR 15043 Mar 17 1977 25 941 Inlet engine and exhaust compatibility For airplanes using variable inlet or exhaust system geometry or both a The system comprised of the inlet engine including thrust augmentation systems if incorporated and exhaust must be shown to function properly under all operating conditions for which approval is sought including all engine rotating speeds and power settings and engine inlet and exhaust configurations b The dynamic effects of the operation of these including consideration of probable malfunctions upon the aerodynamic control of the airplane may not result in any condition that would require exceptional skill alertness or strength on the part of the pilot to avoid exceeding an operational or structural limitation of the airplane and c In showing compliance with paragraph b
115. is held full aft for a short time before recovery is initiated ANAC Origem SAR 49 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 84 60 FR 30750 June 9 1995 Amdt 25 108 67 FR 70827 Nov 26 2002 25 203 Stall characteristics a It must be possible to produce and to correct roll and yaw by unreversed use of the aileron and rudder controls up to the time the airplane is stalled No abnormal nose up pitching may occur The longitudinal control force must be positive up to and throughout the stall In addition it must be possible to promptly prevent stalling and to recover from a stall by normal use of the controls b For level wing stalls the roll occurring between the stall and the completion of the recovery may not exceed approximately 20 degrees c For turning flight stalls the action of the airplane after the stall may not be so violent or extreme as to make it difficult with normal piloting skill to effect a prompt recovery and to regain control of the airplane The maximum bank angle that occurs during the recovery may not exceed 1 Approximately 60 degrees in the original direction of the turn or 30 degrees in the opposite direction for deceleration rates up to 1 knot per second and 2 Approximately 90 degrees in the original direction of the turn or 60 degrees in the opposite direction for deceleration rates
116. manuals or sections as appropriate and information a Airplane maintenance manual or section 1 Introduction information that includes an explanation of the airplane s features and data to the extent necessary for maintenance or preventive maintenance 2 A description of the airplane and its systems and installations including its engines propellers and appliances 3 Basic control and operation information describing how the airplane components and systems are controlled and how they operate including any special procedures and limitations that apply 4 Servicing information that covers details regarding servicing points capacities of tanks reservoirs types of fluids to be used pressures applicable to the various systems location of access panels for inspection and servicing locations of lubrication points lubricants to be used equipment required for servicing tow instructions and limitations mooring jacking and leveling information b Maintenance instructions 1 Scheduling information for each part of the airplane and its engines auxiliary power units propellers accessories instruments and equipment that provides the recommended periods at which they should be cleaned inspected adjusted tested and lubricated and the degree of inspection the applicable wear tolerances and work recommended at these periods However the applicant may refer to an accessory instrument or equipment manufacturer as the source of t
117. mm from the tip of the fuel nozzle The stator must also be positioned such that the integral igniters are located at an angle midway between the 10 and 11 o clock position when viewed looking into the draft tube Minor deviations to the igniter angle are Origem SAR 262 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 acceptable if the temperature and heat flux requirements conform to the requirements of paragraph VII e of this appendix iv Blower Fan The cylindrical blower fan used to pump air through the burner must measure 5 25 inches 133 mm in diameter by 3 5 inches 89 mm in width v Burner cone Install a 12 0 125 inch 305 3 mm burner extension cone at the end of the draft tube The cone must have an opening 6 0 125 inch 152 3 mm high and 11 0 125 inch 280 3 mm wide see figure 3 vi Fuel Use JP 8 Jet A or their international equivalent at a flow rate of 6 0 0 2 gal hr 0 378 0 0126 L min If this fuel is unavailable ASTM K2 fuel Number 2 grade kerosene or ASTM D2 fuel Number 2 grade fuel oil or Number 2 diesel fuel are acceptable if the nominal fuel flow rate temperature and heat flux measurements conform to the requirements of paragraph VII e of this appendix vii Fuel pressure regulator Provide a fuel pressure regulator adjusted to deliver a nominal 6 0 gal hr 0 378 L min flow rate An operating fuel pressure of 100 Ib in 0 71 MPa for a nominally rated 6
118. must be plainly indicated on or adjacent to each control if necessary to prevent inappropriate use or confusion g Under any condition of flight appropriate to its use the flight guidance system may not produce hazardous loads on the airplane nor create hazardous deviations in the flight path This applies to both fault free operation and in the event of a malfunction and assumes that the pilot begins corrective action within a reasonable period of time h When the flight guidance system is in use a means must be provided to avoid excursions beyond an acceptable margin from the speed range of the normal flight envelope If the airplane experiences an excursion outside this range a means must be provided to prevent the flight guidance system from providing guidance or control to an unsafe speed 1 The flight guidance system functions controls indications and alerts must be designed to minimize flightcrew errors and confusion concerning the behavior and operation of the flight guidance system Means must be provided to indicate the current mode of operation including any armed modes transitions and reversions Selector switch position is not an acceptable means of indication The controls and indications must be grouped and presented in a logical and consistent manner The indications must be visible to each pilot under all expected lighting conditions j Following disengagement of the autopilot a warning visual and auditory must be
119. normal fuel boost pressure crossfeed valve actuation or fuel transfer capability is not provided by electrical power 3 An alert must be displayed to the flightcrew when the quantity of fuel available to the engines falls below the level required to fly to the destination The alert must be given when there is enough fuel remaining to safely complete a diversion This alert must account for abnormal fuel management or transfer between tanks and possible loss of fuel This paragraph does not apply to airplanes with a required flight engineer b APU design If an APU is needed to comply with this appendix the applicant must demonstrate that 9 ANAC Origem SAR 282 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The reliability of the APU is adequate to meet those requirements and 2 If it is necessary that the APU be able to start in flight it is able to start at any altitude up to the maximum operating altitude of the airplane or 45 000 feet whichever is lower and run for the remainder of any flight c Engine oil tank design The engine oil tank filler cap must comply with 33 71 c 4 of this chapter K25 1 5 Engine condition monitoring Procedures for engine condition monitoring must be specified and validated in accordance with Part 33 Appendix A paragraph A33 3 c of this chapter K25 1 6 Configuration maintenance and procedures The applicant must list any configuration operati
120. not ditching certification is requested ditching emergency exits must be provided in accordance with the following requirements unless the emergency exits required by paragraph g of this section already meet them 1 For airplanes that have a passenger seating configuration of nine or fewer seats excluding pilot seats one exit above the waterline in each side of the airplane meeting at least the dimensions of a Type IV exit 2 For airplanes that have a passenger seating configuration of 10 of more seats excluding pilot seats one exit above the waterline in a side of the airplane meeting at least the dimensions of a Type III exit for each unit or part of a unit of 35 passenger seats but no less than two such exits in the passenger cabin with one on each side of the airplane The passenger seat exit ratio may be increased through the use of larger exits or other means provided it is shown that the evacuation capability during ditching has been improved accordingly 3 If it is impractical to locate side exits above the waterline the side exits must be replaced by an equal number of readily accessible overhead hatches of not less than the dimensions of a Type III exit except that for airplanes with a passenger configuration of 35 or fewer seats excluding pilot seats the two required Type III side exits need be replaced by only one overhead hatch j Flightcrew emergency exits For airplanes in which the proximity of passenger emerge
121. not restrained by the latches when subject to a pressure greater thanl 2psi Opening by persons either inadvertently or intentionally need not be considered in making this determination 2 The door would remain inside the airplane or remain attached to the airplane if it opens either in pressurized or unpressurized portions of the flight This determination must include the consideration of inadvertent and intentional opening by persons during either pressurized or unpressurized portions of the flight 3 The disengagement of the latches during flight would not allow depressurization of the cabin to an unsafe level This safety assessment must include the physiological effects on the occupants 4 The open door during flight would not create aerodynamic interference that could preclude safe flight and landing 5 The airplane would meet the structural design requirements with the door open This assessment must include the aeroelastic stability requirements of 25 629 as well as the strength requirements of subpart C of this part ANAC Origem SAR 113 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 6 The unlatching or opening of the door must not preclude safe flight and landing as a result of interaction with other systems or structures Doc No 2003 14193 69 FR 24501 May 3 2004 25 785 Seats berths safety belts and harnesses a A seat or berth for a nonambulant person must be provide
122. o 2 amp na ma eg a q x m wa ts Qui 2 M amp q gt r 0 2 Z o o o Ss X 3 B E a Y O DW ba 99 ES JOSS 2 Z 2 3 m 0 H P aZ gt a ci tv 4 T a 5 3 S so m E gt e e zb a c o 4 ft E i S S DS RB Ss x O Qua a r M 2 E Eri 5 d ont 5 _ 2 ax g gt o L L IT Ts e v x Em S a AE I o 0260 gt inha 2 E E e 5 uma A od Z 5 A S D d s Py aum D PER m gt Em t ES gt Q T be M 5 on A 9 r a LI View or download PDF Ensure that the horizontal centerline of the burner cone is also offset 1 inch below the horizontal centerline of the thermocouple tips Re check measurements by rotating the burner to each position to ensure proper alignment between the cone and the calorimeter and thermocouple rake Note Origem SAR 6 P N AC 270 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 The test burner mounting system must incorporate detents that ensure proper centering of the burner cone with respect to both the calorimeter and the thermocouple rakes so that rapid position ing of the burner can be achieved during the calibration procedure 2 Position the air velocity meter in the adapter or airbox making certain that no gaps exist where air could leak around the air velocity measuring device Turn on the blower motor
123. of friction used to determine the dry runway accelerate stop distance or 2 The wet runway braking coefficient defined in paragraph c of this section except that a specific anti skid system efficiency if determined is appropriate for a grooved or porous friction course wet runway and the maximum tire to ground wet runway braking coefficient of friction is defined as Tire Pressure tosi Maximum Braking a V Mt 7 p 1H470 nET o aa u ussy S0 au SIN oso F 2 r r a HUM TS ir sf y a 10 Gg FAO B13 di 12130 Al zu 403 SUAE A807 ST Mo n 200 ys PRAJ acon A Al TIT MI asi 0140 L omi Che 1007 Mon Je ld V 5 Cy Y y Y EN 300 iaia n247 Trent cr Pig Gal rT fol View or download PDF Where Tire Pressure maximum airplane operating tire pressure psi Lyemax Maximum tire to ground braking coefficient V airplane true ground speed knots and Linear interpolation may be used for tire pressures other than those listed uwal Loid It 1007 e Except as provided in paragraph f 1 of this section means other than wheel brakes may be used to determine the accelerate stop distance if that means 1 Is safe and reliable 2 Is used so that consistent results can be expected under normal operating conditions and 3 Is such that exceptional skill is not required to control the airplane f The effects of available reverse thrust 1 Shall not b
124. of the engine supercharger and of the auxiliary power unit compressor must have a drain to prevent the hazardous accumulation of fuel and moisture in the ground attitude No drain may discharge where it might cause a fire hazard b Each induction system duct must be 1 Strong enough to prevent induction system failures resulting from normal backfire conditions and 2 Fire resistant if it is in any fire zone for which a fire extinguishing system is required except that ducts for auxiliary power units must be fireproof within the auxiliary power unit fire zone c Each duct connected to components between which relative motion could exist must have means for flexibility d For turbine engine and auxiliary power unit bleed air duct systems no hazard may result if a duct failure occurs at any point between the air duct source and the airplane unit served by the air e Each auxiliary power unit induction system duct must be fireproof for a sufficient distance upstream of the auxiliary power unit compartment to prevent hot gas reverse flow from burning through auxiliary power unit ducts and entering any other compartment or area of the airplane in which a hazard would be created resulting from the entry of hot gases The materials used to form the remainder of the induction system duct and plenum chamber of the auxiliary power unit must be capable of resisting the maximum heat conditions likely to occur f Each auxiliary power unit inductio
125. of this appendix h Problem tracking and resolution system 1 The applicant must establish and maintain a problem tracking and resolution system The system must Origem SAR 286 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 Contain a process for prompt reporting to the responsible FAA aircraft certification office of each occurrence reportable under 21 4 a 6 encountered during the phases of airplane and engine development used to assess Early ETOPS eligibility 11 Contain a process for notifying the responsible FAA aircraft certification office of each proposed corrective action that the applicant determines necessary for each problem identified from the occurrences reported under section K25 2 2 h 1 i of this appendix The timing of the notification must permit appropriate FAA review before taking the proposed corrective action 2 If the applicant is seeking ETOPS type design approval of a change to an airplane engine combination previously approved for ETOPS the problem tracking and resolution system need only address those problems specified in the following table provided the applicant obtains prior authorization from the FAA If the change does not require a new Then the Problem Tracking and Resolution System airplane type certificiate and must address 1 Requires a new engine type certifi All problems applicable to the new engine installation cate and for
126. of this section b Field of coverage The system must consist of enough lights to illuminate the vital areas around the airplane considering the physical configuration and flight characteristics of the airplane The field of coverage must extend in each direction within at least 75 degrees above and 75 degrees below the horizontal plane of the airplane except that a solid angle or angles of obstructed visibility totaling not more than 0 03 steradians is allowable within a solid angle equal to 0 15 steradians centered about the longitudinal axis in the rearward direction c Flashing characteristics The arrangement of the system that is the number of light sources beam width speed of rotation and other characteristics must give an effective flash frequency of not less than 40 nor more than 100 cycles per minute The effective flash frequency is the frequency at which the airplane s complete anticollision light system is observed from a distance and applies to each sector of light including any overlaps that exist when the system consists of more than one light source In overlaps flash frequencies may exceed 100 but not 180 cycles per minute d Color Each anticollision light must be either aviation red or aviation white and must meet the applicable requirements of 25 1397 e Light intensity The minimum light intensities in all vertical planes measured with the red filter if used and expressed in terms of effective intensities m
127. of this section the pilot strength required may not exceed the limits set forth in 25 143 d subject to the conditions set forth in paragraphs e and f of 25 143 Amdt 25 38 41 FR 55467 Dec 20 1976 as amended by Amdt 25 121 72 FR 44669 Aug 8 2007 25 943 Negative acceleration No hazardous malfunction of an engine an auxiliary power unit approved for use in flight or any component or system associated with the powerplant or auxiliary power unit may occur when the airplane is operated at the negative accelerations within the flight envelopes prescribed in 25 333 This must be shown for the greatest duration expected for the acceleration ANAC Origem SAR 144 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Amdt 25 40 42 FR 15043 Mar 17 1977 25 945 Thrust or power augmentation system a General Each fluid injection system must provide a flow of fluid at the rate and pressure established for proper engine functioning under each intended operating condition If the fluid can freeze fluid freezing may not damage the airplane or adversely affect airplane performance b Fluid tanks Each augmentation system fluid tank must meet the following requirements 1 Each tank must be able to withstand without failure the vibration inertia fluid and structural loads that it may be subject to in operation 2 The tanks as mounted in the airplane must be able to withstand withou
128. on a separate channel 1 For the first channel from each boom mask or hand held microphone headset or speaker used at the first pilot station 2 For the second channel from each boom mask or hand held microphone headset or speaker used at the second pilot station 3 For the third channel from the cockpit mounted area microphone 4 For the fourth channel from 1 Each boom mask or hand held microphone headset or speaker used at the station for the third and fourth crew members or 11 If the stations specified in paragraph c 4 i of this section are not required or if the signal at such a station is picked up by another channel each microphone on the flight deck that is used with the passenger loudspeaker system if its signals are not picked up by another channel 5 As far as is practicable all sounds received by the microphone listed in paragraphs c 1 2 and 4 of this section must be recorded without interruption irrespective of the position of the interphone transmitter key switch The design shall ensure that sidetone for the flight crew is produced only when the interphone public address system or radio transmitters are in use d Each cockpit voice recorder must be installed so that 1 It receives its electrical power from the bus that provides the maximum reliability for operation of the cockpit voice recorder without jeopardizing service to essential or emergency loads The cockpit voice reco
129. on or adjacent to the door of each receptacle used for the disposal of flammable waste materials to indicate that use of the receptacle for disposal of cigarettes etc is prohibited d Lavatories must have No Smoking or No Smoking in Lavatory placards conspicuously located on or adjacent to each side of the entry door e Symbols that clearly express the intent of the sign or placard may be used in lieu of letters Amdt 25 72 55 FR 29780 July 20 1990 25 793 Floor surfaces The floor surface of all areas which are likely to become wet in service must have slip resistant properties Amdt 25 51 45 FR 7755 Feb 4 1980 25 795 Security considerations a Protection of flightcrew compartment If a flightdeck door is required by operating rules 1 The bulkhead door and any other accessible boundary separating the flightcrew compartment from occupied areas must be designed to resist forcible intrusion by unauthorized persons and be capable of withstanding impacts of 300 joules 221 3 foot pounds 2 The bulkhead door and any other accessible boundary separating the flightcrew compartment from occupied areas must be designed to resist a constant 250 pound 1 113 Newtons tensile load on accessible handholds including the doorknob or handle 3 The bulkhead door and any other boundary separating the flightcrew compartment from any occupied areas must be designed to resist penetration by small arms fire and
130. or below the horizontal surface 2 80 percent to the area below or above the horizontal surface Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 86 61 FR 5222 Feb 9 1996 25 457 Wing flaps Wing flaps their operating mechanisms and their supporting structures must be designed for critical loads occurring in the conditions prescribed in 25 345 accounting for the loads occurring during transition from one flap position and airspeed to another 25 459 Special devices The loading for special devices using aerodynamic surfaces such as slots slats and spoilers must be determined from test data Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29776 July 20 1990 Ground Loads 25 471 General a Loads and equilibrium For limit ground loads 1 Limit ground loads obtained under this subpart are considered to be external forces applied to the airplane structure and 2 In each specified ground load condition the external loads must be placed in equilibrium with the linear and angular inertia loads in a rational or conservative manner b Critical centers of gravity The critical centers of gravity within the range for which certification is requested must be selected so that the maximum design loads are obtained in each landing gear element Fore and aft vertical and lateral airplane centers of gravity must be considered Lateral displacements of the c g from t
131. or reflection that would handicap crewmembers in the performance of their duties Amdt 25 38 41 FR 55468 Dec 20 1976 Safety Equipment 25 1411 General a Accessibility Required safety equipment to be used by the crew in an emergency must be readily accessible b Stowage provisions Stowage provisions for required emergency equipment must be furnished and must 1 Be arranged so that the equipment is directly accessible and its location is obvious and 2 Protect the safety equipment from inadvertent damage c Emergency exit descent device The stowage provisions for the emergency exit descent devices required by 25 810 a must be at each exit for which they are intended d Liferafts 1 The stowage provisions for the liferafts described in 25 1415 must accommodate enough rafts for the maximum number of occupants for which certification for ditching is requested 2 Liferafts must be stowed near exits through which the rafts can be launched during an unplanned ditching 3 Rafts automatically or remotely released outside the airplane must be attached to the airplane by means of the static line prescribed in 25 1415 4 The stowage provisions for each portable liferaft must allow rapid detachment and removal of the raft for use at other than the intended exits e Long range signaling device The stowage provisions for the long range signaling device required by 25 1415 must be near an exit available durin
132. or thrust necessary to maintain a three degree approach path angle and the propeller of the other inoperative engine feathered 6 The power or thrust on the operating engine s necessary to maintain an approach path angle of three degrees when one critical engine is inoperative and 7 The power or thrust on the operating engine s rapidly changed immediately after the second critical engine is made inoperative from the power or thrust prescribed in paragraph g 6 of this section to 1 Minimum power or thrust and ii Go around power or thrust setting h In demonstrations of Vme and VmcL 2 1 The rudder force may not exceed 150 pounds 2 The airplane may not exhibit hazardous flight characteristics or require exceptional piloting skill alertness or strength 3 Lateral control must be sufficient to roll the airplane from an initial condition of steady flight through an angle of 20 degrees in the direction necessary to initiate a turn away from the inoperative engine s in not more than 5 seconds and ANAC Origem SAR 44 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 For propeller airplanes hazardous flight characteristics must not be exhibited due to any propeller position achieved when the engine fails or during any likely subsequent movements of the engine or propeller controls Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 42 43 FR 2321 Jan 16 1
133. piloting skill In the determination of Vaca assuming that the path of the airplane accelerating with all engines operating is along the centerline of the runway its path from the point at which the critical engine is made inoperative to the point at ANAC Origem SAR 43 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 which recovery to a direction parallel to the centerline is completed may not deviate more than 30 feet laterally from the centerline at any point Vmcamust be established with 1 The airplane in each takeoff configuration or at the option of the applicant in the most critical takeoff configuration 2 Maximum available takeoff power or thrust on the operating engines 3 The most unfavorable center of gravity 4 The airplane trimmed for takeoff and 5 The most unfavorable weight in the range of takeoff weights f Vac the minimum control speed during approach and landing with all engines operating is the calibrated airspeed at which when the critical engine is suddenly made inoperative it is possible to maintain control of the airplane with that engine still inoperative and maintain straight flight with an angle of bank of not more than 5 degrees Vmcr must be established with 1 The airplane in the most critical configuration or at the option of the applicant each configuration for approach and landing with all engines operating 2 The most unfavorable center of gra
134. prevent the warning system from operating must be im probable 7 A flightcrew alert must be provided when ever the landing gear position is not consistent with the landing gear selector lever position f Protection of equipment on landing gear and in wheel wells Equipment that is essential to RBAC n 25 Emenda n 136 quer velocidade n o perigoso c Opera o de emerg ncia Deve existir um meio de emerg ncia para estender o trem de pouso no evento de 1 Qualquer falha razoavelmente prov vel no sistema normal de retra o ou 2 Falha de qualquer fonte nica de forneci mento de energia hidr ulica el trica ou equiva lente d Testes operacionais O funcionamento ade quado do mecanismo de retra o deve ser de monstrado por meio de testes operacionais e Indicador de posi o e dispositivo de alarme Se um trem de pouso retr til for utilizado deve haver um indicador de posi o do trem de pouso facilmente vis vel ao piloto ou aos membros apropriados da tripula o bem como dispositi vos necess rios para a atua o do indicador para indicar sem ambiguidade que as unidades retr teis e suas portas associadas est o travadas na posi o estendida ou retra da Este meio de indica o deve ser projetado como segue 1 Se contatores forem utilizados eles devem estar localizados e acoplados aos sistemas me c nicos do trem de pouso de maneira a evitar uma indica o err nea d
135. purpose of residual strength evaluation does not involve complete failure of the structural element 9 Any damage failure or malfunction considered under 25 631 25 671 25 672 and 25 1309 10 Any other combination of failures malfunctions or adverse conditions not shown to be extremely improbable e Flight flutter testing Full scale flight flutter tests at speeds up to Vpr Mprmust be conducted for new type designs and for modifications to a type design unless the modifications have been shown to have an insignificant effect on the aeroelastic stability These tests must demonstrate that the airplane has a proper margin of damping at all speeds up to Vpp Mpr and that there is no large and rapid reduction in damping as Vpr Mpr is approached If a failure malfunction or adverse condition is simulated during flight test in showing compliance with paragraph d of this section the maximum speed investigated need not exceed Vrc Mrcif it is shown by correlation of the flight test data with other test data or analyses that the airplane is free from any aeroelastic instability at all speeds within the altitude airspeed envelope described in paragraph b 2 of this section Doc No 26007 57 FR 28949 June 29 1992 25 631 Bird strike damage The empennage structure must be designed to assure capability of continued safe flight and landing of the airplane after impact with an 8 pound bird when the velocity of the airplane relative to
136. pyramidal section A 1 0x3 0 inch 25x76 mm baffle plate of 018 002 inch 50 05 mm stainless steel must be centered inside the stack perpendicular to the air flow 3 inches 76 mm above the base of the stack 6 Specimen Holders 1 The specimen must be tested in a vertical orientation The specimen holder Figure 3 of this part IV must incorporate a frame that touches the specimen which is wrapped with aluminum foil as required by paragraph d 3 of this Part along only the 25 inch 6 mm perimeter A V shaped spring is used to hold the assembly together A detachable 50x 50x5 91 inch 12x12x150 mm drip pan and two 020 inch 5 mm stainless steel wires as shown in Figure 3 of this part IV must be used for testing materials prone to melting and dripping The positioning of the spring and frame may be changed to accommodate different specimen thicknesses by inserting the retaining rod in different holes on the specimen holder ii Since the radiation shield described in ASTM E 906 is not used a guide pin must be added to the injection mechanism This fits into a slotted metal plate on the injection mechanism outside of the holding chamber It can be used to provide accurate positioning of the specimen face after injection The front surface of the specimen must be 3 9 inches 100 mm from the closed radiation doors after injection iii The specimen holder clips onto the mounted bracket Figure 3 of this part IV The mounting
137. result in the establishment of maximum certificated weights for various altitudes a Weights 25 200 to 26 900 for the DC 3 and 18 500 to 19 500 for the L 18 New maximum certificated weights of more than 25 200 but not more than 26 900 pounds for DC 3 and more than 18 500 but not more than 19 500 pounds for L 18 airplanes may be established in accordance with the transport category performance requirements of either Part 4a or Part 4b if the airplane at the new maximum weights can meet the structural requirements of the elected part b Weights of more than 26 900 for the DC 3 and 19 500 for the L 18 New maximum certificated weights of more than 26 900 pounds for DC 3 and 19 500 pounds for L 18 airplanes shall be established in accordance with the structural performance flight characteristics and ground handling requirements of Part 4b Provided That where literal compliance with the structural requirements of Part 4b is extremely difficult to accomplish and would not contribute materially to the objective sought and the Administrator finds that the experience with the DC 3 or L 18 airplanes justifies it he is authorized to accept such measures of compliance as he finds will effectively accomplish the basic objective c Airplane flight manual performance operating information An approved airplane flight manual shall be provided for each DC 3 and L 18 airplane which has had new maximum certificated weights established under this sect
138. sistema automaticamente recupere a opera o normal daquela fun o em tempo adequado ap s o avi o ser exposto descarga atmosf rica b Cada sistema el trico e eletr nico que desempenhe uma fun o cuja falha reduziria a capacidade do avi o ou a habilidade da tripula o de voo de reagir a uma condi o adversa de opera o deve ser projetado e Origem SAR 6 ANAC 173 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 installed so that the function recovers normal instalado de modo que a fun o recupere sua operation in a timely manner after the airplane opera o normal em tempo adequado ap s o is exposed to lightning avi o ser exposto descarga atmosf rica Doc No FAA 2010 0224 76 FR 33135 June 8 2011 25 1317 High intensity Radiated Fields HIRF Protection a Except as provided in paragraph d of this section each electrical and electronic system that performs a function whose failure would prevent the continued safe flight and landing of the airplane must be designed and installed so that 1 The function is not adversely affected during and after the time the airplane is exposed to HIRF environment I as described in appendix L to this part 2 The system automatically recovers normal operation of that function in a timely manner after the airplane is exposed to HIRF environment I as described in appendix L to this part unless the system s r
139. square inch PSI gage to deliver 2 03 GPH iii Have a 12 inch 305 mm burner extension installed at the end of the draft tube with an opening 6 inches 152 mm high and 11 inches 280 mm wide as shown in Figure 3 of Part II of this appendix iv Have a burner fuel pressure regulator that is adjusted to deliver a nominal 2 0 GPH of 2 Grade kerosene or equivalent Burner models which have been used successfully in testing are the Lenox Model OB 32 Carlin Model 200 CRD and Park Model DPL The basic burner is described in FAA Powerplant Engineering Report No 3A Standard Fire Test Apparatus and Procedure for Flexible Hose Assemblies dated March 1978 however the test settings specified in this appendix differ in some instances from those specified in the report 3 Calorimeter 1 The calorimeter to be used in testing must be a total heat flux Foil Type Gardon Gage of an appropriate range approximately O to 15 0 British thermal unit BTU per ft sec 0 17 0 watts cm The calorimeter must be mounted in a 6 inch by 12 inch 152 by 305 mm by3 4inch 19 mm thick insulating block which is attached to a steel angle bracket for placement in the test stand during burner calibration as shown in Figure 2 of this part of this appendix 11 The insulating block must be monitored for deterioration and the mounting shimmed as necessary to ensure that the calorimeter face is parallel to the exit plane of the test burner cone 4 Thermocoupl
140. standby power in use at the maximum weight at which all of the applicable airworthiness requirements are met In addition the flight paths must comply with subparagraphs i and ii of this paragraph 1 The flight paths must be established without changing the appropriate airplane configuration ii The flight paths must be carried out for a minimum height of 400 feet above the point where standby power is actuated 6 Airplane configuration speed and power and thrust general Any change in the airplane s configuration speed and power or thrust or both must be made in accordance with the procedures established by the applicant for the operation of the airplane in service and must comply with paragraphs a through c of this section In addition procedures must be established for the execution of balked landings and missed approaches a The Administrator must find that the procedure can be consistently executed in service by crews of average skill b The procedure may not involve methods or the use of devices which have not been proven to be safe and reliable c Allowances must be made for such time delays in the execution of the procedures as may be reasonably expected to occur during service 7 Installation and operation standby power The standby power unit and its installation must comply with paragraphs a and b of this section a The standby power unit and its installation must not adversely affect the safety of t
141. static pressures are applied e Each system must be designed and installed so that the error in indicated pressure altitude at sea level with a standard atmosphere excluding instrument calibration error does not result in an error of more than 30 feet per 100 knots speed for the appropriate configuration in the speed range between 1 23 V SRowith flaps extended and 1 7 V SR with flaps retracted However the error need not be less than 30 feet f If an altimeter system is fitted with a device that provides corrections to the altimeter indication the device must be designed and installed in such manner that it can be bypassed when it malfunctions unless an alternate altimeter system is provided Each correction device must be fitted with a means for indicating the occurrence of reasonably probable malfunctions including power failure to the flight crew The indicating means must be effective for any cockpit lighting condition likely to occur g Except as provided in paragraph h of this section if the static pressure system incorporates both a primary and an alternate static pressure source the means for selecting one or the other source must be designed so that 1 When either source is selected the other is blocked off and 2 Both sources cannot be blocked off simultaneously h For unpressurized airplanes paragraph g 1 of this section does not apply if it can be demonstrated that the static pressure system calibration
142. std dev 13 21 4 The outside ambient air temperature OAT overnight temperature drop is to be chosen as a random value from the following Gaussian curve Table 4 Outside Air Temperature OAT Drop OAT drop Parameter temperature F Mean Temp 12 0 1 std dev 6 0 d Number of Simulated Flights Required in Analysis In order for the Monte Carlo analysis to be valid for showing compliance with the fleet average and warm day flammability exposure requirements the applicant must run the analysis for a minimum number of flights to ensure that the fleet average and warm day flammability exposure for the fuel tank under evaluation meets the applicable flammability limits defined in Table 5 of this appendix Table 5 Flammability Exposure Limit Maximum Maximum acceptable Monte Carlo m acceptable Monte Carlo average ER Minimum number of Sn average fuel tank flammability fuel tank flammability flights in Monte Carlo exposure analysis Cp percent to meet 7 percent percent to meet 3 percent art 26 requirements pa requirements Origem SAR 299 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 10 000 2 91 6 79 100 000 2 98 6 96 1 000 000 3 00 7 00 Doc No FAA 2005 22997 73 FR 42495 July 21 2008 Origem SAR 6 d N AC 300 300
143. sufficient flow of air for complete combustion but which is free from drafts The specimen must be parallel to and approximately 6 inches from the front of the chamber The lower end of the specimen must be held rigidly clamped The upper end of the specimen must pass over a pulley or rod and must have an appropriate weight attached to it so that the specimen is held tautly throughout the flammability test The test specimen span between lower clamp and upper pulley or rod must be 24 inches and must be marked 8 inches from the lower end to indicate the central point for flame application A flame from a Bunsen or Tirrill burner must be applied for 30 seconds at the test mark The burner must be mounted underneath the test mark on the specimen perpendicular to the specimen and at an angle of 30 to the vertical plane of the specimen The burner must have a nominal bore of3 8 inch and be adjusted to provide a 3 inch high flame with an inner cone approximately one third of the flame height The minimum temperature of the hottest portion of the flame as measured with a calibrated thermocouple pyrometer may not be less than 17750 F The burner must be positioned so that the hottest portion of the flame is applied to the test mark on the wire Flame time burn length and flaming time of drippings if any must be recorded The burn length determined in accordance with paragraph 8 of this paragraph must be measured to the nearest tenth of an inch Breaking
144. symmetrical step bow and stern landings the limit water reaction load factors are those computed under 25 527 In addition Origem SAR 80 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 For symmetrical step landings the resultant water load must be applied at the keel through the center of gravity and must be directed perpendicularly to the keel line 2 For symmetrical bow landings the resultant water load must be applied at the keel one fifth of the longitudinal distance from the bow to the step and must be directed perpendicularly to the keel line and 3 For symmetrical stern landings the resultant water load must be applied at the keel at a point 85 percent of the longitudinal distance from the step to the stern post and must be directed perpendicularly to the keel line b Unsymmetrical landing for hull and single float seaplanes Unsymmetrical step bow and stern landing conditions must be investigated In addition 1 The loading for each condition consists of an upward component and a side component equal respectively to 0 75 and 0 25 tan p times the resultant load in the corresponding symmetrical landing condition and 2 The point of application and direction of the upward component of the load is the same as that in the symmetrical condition and the point of application of the side component is at the same longitudinal station as the upward component but is directe
145. that they are not more than 1 The highest weight selected by the applicant for the particular conditions or 2 The highest weight at which compliance with each applicable structural loading and flight requirement is shown except that for airplanes equipped with standby power rocket engines the maximum weight must not be more than the highest weight established in accordance with appendix E of this part or 3 The highest weight at which compliance is shown with the certification requirements of Part 36 of this chapter b Minimum weight The minimum weight the lowest weight at which compliance with each applicable requirement of this part is shown must be established so that it is not less than 1 The lowest weight selected by the applicant 2 The design minimum weight the lowest weight at which compliance with each structural loading condition of this part is shown or 3 The lowest weight at which compliance with each applicable flight requirement is shown Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 63 53 FR 16365 May 6 1988 25 27 Center of gravity limits The extreme forward and the extreme aft center of gravity limitations must be established for each practicably separable operating condition No such limit may lie beyond a The extremes selected by the applicant b The extremes within which the structure is proven or c The extremes within
146. the achievement of V2before reaching 35 feet above the takeoff surface as determined under 25 111 for a wet runway or ii 115 percent of the horizontal distance along the takeoff path with all engines operating from the start of the takeoff to a point equidistant between the point at which Vroris reached and the point at which the airplane is 35 feet above the takeoff surface determined by a procedure consistent with 825 111 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 92 63 FR 8320 Feb 18 1998 25 115 Takeoff flight path Origem SAR 35 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a The takeoff flight path shall be considered to begin 35 feet above the takeoff surface at the end of the takeoff distance determined in accordance with 25 113 a or b as appropriate for the runway surface condition b The net takeoff flight path data must be determined so that they represent the actual takeoff flight paths determined in accordance with 25 111 and with paragraph a of this section reduced at each point by a gradient of climb equal to 1 0 8 percent for two engine airplanes 2 0 9 percent for three engine airplanes and 3 1 0 percent for four engine airplanes c The prescribed reduction in climb gradient may be applied as an equivalent reduction in acceleration along that part of the takeoff flight path
147. the apparatus except the holding chamber must be insulated with 1 inch 25 mm thick low density high temperature fiberglass board insulation A gasketed door through which the sample injection rod slides must be used to form an airtight closure on the specimen hold chamber 2 Thermopile The temperature difference between the air entering the environmental chamber and that leaving must be monitored by a thermopile having five hot and five cold 24 guage Chromel Alumel junctions The hot junctions must be spaced across the top of the exhaust stack 38 inches 10 mm below the top of the chimney The thermocouples must have a 050 010 inch 1 3 3mm diameter ball type welded tip One thermocouple must be located in the geometric center with the other four located 1 18 inch 30 mm from the center along the diagonal toward each of the corners Figure 5 of this part IV The cold junctions must be located in the pan below ANAC Origem SAR 242 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 the lower air distribution plate see paragraph b 4 of this part IV Thermopile hot junctions must be cleared of soot deposits as needed to maintain the calibrated sensitivity 3 Radiation Source A radiant heat source incorporating four Type LL silicon carbide elements 20 inches 508 mm long by 63 inch 16 mm O D must be used as shown in Figures 2A and 2B of this part IV The heat source must have a nomi
148. the bird along the airplane s flight path is equal to V Cat sea level selected under 25 335 a Compliance with this section by provision of redundant structure and protected location of control system elements or protective devices such as splitter plates or energy absorbing material is acceptable Where compliance is shown by analysis tests or both use of data on airplanes having similar structural design is acceptable Amdt 25 23 35 FR 5674 Apr 8 1970 Control Surfaces 25 651 Proof of strength a Limit load tests of control surfaces are required These tests must include the horn or fitting to which the control system is attached b Compliance with the special factors requirements of 25 619 through 25 625 and 25 657 for control surface hinges must be shown by analysis or individual load tests 25 655 Installation a Movable tail surfaces must be installed so that there is no interference between any surfaces when one is held in its extreme position and the others are operated through their full angular movement Origem SAR 95 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b If an adjustable stabilizer is used it must have stops that will limit its range of travel to the maximum for which the airplane is shown to meet the trim requirements of 25 161 25 657 Hinges a For control surface hinges including ball roller and self lubricated bearing hinges the
149. the calorimeter the calorimeter must be monitored and the mounting shimmed as necessary to ensure that the calorimeter face is flush with the exposed plane of the insulating board in a plane parallel to the exit of the test burner cone Origem SAR 233 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 Thermocouples The seven thermocouples to be used for testing must be1 16 tol 8 inch metal sheathed ceramic packed type K grounded thermocouples with a nominal 22 to 30 American wire gage AWG size conductor The seven thermocouples must be attached to a steel angle bracket to form a thermocouple rake for placement in the test stand during burner calibration as shown in Figure 5 5 Apparatus Arrangement The test burner must be mounted on a suitable stand to position the exit of the burner cone a distance of 4 1 8inches 102 3 mm from one side of the specimen mounting stand The burner stand should have the capability of allowing the burner to be swung away from the specimen mounting stand during warmup periods 6 Data Recording A recording potentiometer or other suitable calibrated instrument with an appropriate range must be used to measure and record the outputs of the calorimeter and the thermocouples 7 Weight Scale Weighing Device A device must be used that with proper procedures may determine the before and after test weights of each set of seat cushion specimens within 0 02 pound
150. the ability of the crew to cope with adverse operating conditions is improbable c Warning information must be provided to alert the crew to unsafe system operating conditions and to enable them to take appropriate corrective action Systems controls and associated monitoring and warning means must be designed to minimize crew errors which could create additional hazards d Compliance with the requirements of paragraph b of this section must be shown by analysis and where necessary by appropriate ground flight or simulator tests The analysis must consider 1 Possible modes of failure including malfunctions and damage from external sources 2 The probability of multiple failures and undetected failures 3 The resulting effects on the airplane and occupants considering the stage of flight and operating conditions and 4 The crew warning cues corrective action required and the capability of detecting faults ANAC 172 300 Origem SAR RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 e In showing compliance with paragraphs a and b of this section with regard to the electrical system and equipment design and installation critical environmental conditions must be considered For electrical generation distribution and utilization equipment required by or used in complying with this chapter except equipment covered by Technical Standard Orders containing environmental test procedures the
151. the remainder of the airplane problems in changed systems only ii Does not require a new engine type Problems in changed systems only certificate 1 Acceptance criteria The type and frequency of failures and malfunctions on ETOPS significant systems that occur during the airplane flight test program and the airplane demonstration flight test program specified in section K25 2 2 g of this appendix must be consistent with the type and frequency of failures and malfunctions that would be expected to occur on currently certificated airplanes approved for ETOPS K25 2 3 Combined service experience and Early ETOPS method An applicant for ETOPS type design approval using the combined service experience and Early ETOPS method must comply with the following requirements a A service experience requirement of not less than 15 000 engine hours for the world fleet of the candidate airplane engine combination b The Early ETOPS requirements of K25 2 2 except for the airplane demonstration specified in section K25 2 2 g of this appendix and c The flight test requirement of section K25 2 1 e of this appendix K25 3 Airplanes with more than two engines An applicant for ETOPS type design approval of an airplane with more than two engines must use one of the methods described in section K25 3 1 K25 3 2 or K25 3 3 of this appendix K25 3 1 Service experience method An applicant for ETOPS type design approval using t
152. this section 3 Each main pump must be used that is necessary for each operating condition and attitude for which compliance with this section is shown and the appropriate emergency pump must be substituted for each main pump so used 4 If there is a fuel flowmeter it must be blocked and the fuel must flow through the meter or its bypass b If an engine can be supplied with fuel from more than one tank the fuel system must 1 For each reciprocating engine supply the full fuel pressure to that engine in not more than 20 seconds after switching to any other fuel tank containing usable fuel when engine malfunctioning becomes apparent due to the depletion of the fuel supply in any tank from which the engine can be fed and 2 For each turbine engine in addition to having appropriate manual switching capability be designed to prevent interruption of fuel flow to that engine without attention by the flight crew when any tank supplying fuel to that engine is depleted of usable fuel during normal operation and any other tank that normally supplies fuel to that engine alone contains usable fuel Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 11 32 FR 6912 May 5 1967 25 957 Flow between interconnected tanks If fuel can be pumped from one tank to another in flight the fuel tank vents and the fuel transfer system must be designed so that no structural damage to the tanks can occur because of overfilling
153. through connectors 5 Connector accessories 6 Electrical grounding and bonding devices and their associated connections ANAC Origem SAR 208 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 7 Electrical splices 8 Materials used to provide additional protection for wires including wire insulation wire sleeving and conduits that have electrical termination for the purpose of bonding 9 Shields or braids 10 Clamps and other devices used to route and support the wire bundle 11 Cable tie devices 12 Labels or other means of identification 13 Pressure seals 14 EWIS components inside shelves panels racks junction boxes distribution panels and back planes of equipment racks including but not limited to circuit board back planes wire integration units and external wiring of equipment b Except for the equipment indicated in paragraph a 14 of this section EWIS components inside the following equipment and the external connectors that are part of that equipment are excluded from the definition in paragraph a of this section 1 Electrical equipment or avionics that are qualified to environmental conditions and testing procedures when those conditions and procedures are 1 Appropriate for the intended function and operating environment and 11 Acceptable to the FAA 2 Portable electrical devices that are not part of the type design of the airplane This
154. through the center of the propeller hub making an angle of five degrees forward or aft of the plane of rotation of the propeller c If provision is made for a second pilot the airplane must be controllable with equal safety from either pilot seat d The pilot compartment must be constructed so that when flying in rain or snow it will not leak in a manner that will distract the crew or harm the structure e Vibration and noise characteristics of cockpit equipment may not interfere with safe operation of the airplane Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 4 30 FR 6113 Apr 30 1965 25 772 Pilot compartment doors For an airplane that has a lockable door installed between the pilot compartment and the passenger compartment ANAC Origem SAR 106 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a For airplanes with a maximum passenger seating configuration of more than 20 seats the emergency exit configuration must be designed so that neither crewmembers nor passengers require use of the flightdeck door in order to reach the emergency exits provided for them and b Means must be provided to enable flight crewmembers to directly enter the passenger compartment from the pilot compartment if the cockpit door becomes jammed c There must be an emergency means to enable a flight attendant to enter the pilot compartment in the event that the flightcrew becomes incapa
155. time interval between respirations b If demand equipment is installed for use by flight crewmembers the minimum mass flow of supplemental oxygen required for each crewmember may not be less than the flow required to maintain during inspiration a mean tracheal oxygen partial pressure of 122 mm Hg up to and including a cabin pressure altitude of 35 000 feet and 95 percent oxygen between cabin pressure altitudes of 35 000 and 40 000 feet when breathing 20 liters per minute BTPS In addition there must be means to allow the crew to use undiluted oxygen at their discretion c For passengers and cabin attendants the minimum mass flow of supplemental oxygen required for each person at various cabin pressure altitudes may not be less than the flow required to maintain during inspiration and while using the oxygen equipment including masks provided the following mean tracheal oxygen partial pressures 1 At cabin pressure altitudes above 10 000 feet up to and including 18 500 feet a mean tracheal oxygen partial pressure of 100 mm Hg when breathing 15 liters per minute BTPS and with a tidal volume of 700 cc with a constant time interval between respirations 2 At cabin pressure altitudes above 18 500 feet up to and including 40 000 feet a mean tracheal oxygen partial pressure of 83 8 mm Hg when breathing 30 liters per minute BTPS and with a tidal volume of 1 100 cc with a constant time interval between respirations ANAC
156. to indicate the speed of the rotors with established limiting speeds for each engine 4 A means to indicate to the flight crew the operation of each engine starter that can be operated continuously but that is neither designed for continuous operation nor designed to prevent hazard if it failed 5 An indicator to indicate the functioning of the powerplant ice protection system for each engine 6 An indicator for the fuel strainer or filter required by 25 997 to indicate the occurrence of contamination of the strainer or filter before it reaches the capacity established in accordance with 25 997 d 7 A warning means for the oil strainer or filter required by 25 1019 if it has no bypass to warn the pilot of the occurrence of contamination of the strainer or filter screen before it reaches the capacity established in accordance with 25 1019 a 2 8 An indicator to indicate the proper functioning of any heater used to prevent ice clogging of fuel system components d For turbojet engine powered airplanes In addition to the powerplant instruments required by paragraphs a and c of this section the following powerplant instruments are required 1 An indicator to indicate thrust or a parameter that is directly related to thrust to the pilot The indication must be based on the direct measurement of thrust or of parameters that are directly related to thrust The indicator must indicate a change in thrust resulting from any
157. trim characteristics a From an initial condition with the airplane trimmed at cruise speeds up to VMO MMO the airplane must have satisfactory maneuvering stability and controllability with the degree of out of trim in both the airplane nose up and nose down directions which results from the greater of 1 A three second movement of the longitudinal trim system at its normal rate for the particular flight condition with no aerodynamic load or an equivalent degree of trim for airplanes that do not have a power operated trim system except as limited by stops in the trim system including those required by 25 655 b for adjustable stabilizers or 2 The maximum mistrim that can be sustained by the autopilot while maintaining level flight in the high speed cruising condition b In the out of trim condition specified in paragraph a of this section when the normal acceleration is varied from 1 g to the positive and negative values specified in paragraph c of this section Origem SAR 55 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The stick force vs g curve must have a positive slope at any speed up to and including V gc Mrc and 2 At speeds between Vrc Mrcand Vpr Mprthe direction of the primary longitudinal control force may not reverse c Except as provided in paragraphs d and e of this section compliance with the provisions of paragraph a of this section must be demons
158. two minutes of exposure for each of the three or more samples tested must be averaged and the peak heat release rate for each of the samples must be averaged The average total heat release must not exceed 65 kilowatt minutes per square meter and the average peak heat release rate must not exceed 65 kilowatts per square meter h Report The test report must include the following for each specimen tested 1 Description of the specimen 2 Radiant heat flux to the specimen expressed in W cm 3 Data giving release rates of heat in kW m as a function of time either graphically or tabulated at intervals no greater than 10 seconds The calibration factor kn must be recorded 4 If melting sagging delaminating or other behavior that affects the exposed surface area or the mode of burning occurs these behaviors must be reported together with the time at which such behaviors were observed 5 The peak heat release and the 2 minute integrated heat release rate must be reported Origem SAR 246 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Figures to Part IV of Appendix F Se bLIin M32 1 2mm Thesmacouple placermeni jp In cherrey 1 2 in 30mir from 28 01 centar on diagonal 471 2mm EA 0 49 x 0 02 In Tharripcouphe verve 1 0 0 5mini 79s011ln 178 imm Batis 1 00 0 03 in 3 00 z 008 in 425 r1 mmx 73 1mnd 0 048 0 002 in Ctu
159. two pairs of exits 50 percent of the combined rated capacity of the two pairs of emergency exits 2 For zones between one pair of exits and a bulkhead 40 percent of the rated capacity of the pair of emergency exits c The total number of passenger seats in the airplane may not exceed 33 percent of the maximum seating capacity for the airplane model using the exit ratings listed in 25 807 g for the original certified exits or the maximum allowable after modification when exits are deactivated whichever is less d A distance of more than 60 feet between adjacent passenger emergency exits on the same side of the same deck of the fuselage as measured parallel to the airplane s longitudinal axis between the nearest exit edges is allowed only once on each side of the fuselage 8 Emergency Exit Signs In lieu of the requirements of 25 811 d 1 and 2 a single sign at each exit may be installed provided a The sign can be read from the aisle while directly facing the exit and b The sign can be read from the aisle adjacent to the passenger seat that is farthest from the exit and that does not have an intervening bulkhead divider or exit 9 Emergency Lighting a Exit Signs In lieu of the requirements of 25 812 b 1 for airplanes that have a passenger seat ing configuration excluding pilot seats of 19 seats or less the emergency exit signs required by Origem SAR A N AC 18 300 Data da emiss o 7 de fever
160. up to those specified in paragraph b 3 of this section in any manner that would impede subsequent rapid evacuation of occupants Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 Amdt 25 64 53 FR 17646 May 17 1988 Amdt 25 91 62 FR 40706 July 29 1997 25 562 Emergency landing dynamic conditions ANAC Origem SAR 84 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a The seat and restraint system in the airplane must be designed as prescribed in this section to protect each occupant during an emergency landing condition when 1 Proper use is made of seats safety belts and shoulder harnesses provided for in the design and 2 The occupant is exposed to loads resulting from the conditions prescribed in this section b Each seat type design approved for crew or passenger occupancy during takeoff and landing must successfully complete dynamic tests or be demonstrated by rational analysis based on dynamic tests of a similar type seat in accordance with each of the following emergency landing conditions The tests must be conducted with an occupant simulated by a 170 pound anthropomorphic test dummy as defined by 49 CFR Part 572 Subpart B or its equivalent sitting in the normal upright position 1 A change in downward vertical velocity A v of not less than 35 feet per second with the airplane s longitudinal axis canted downward 30 degrees w
161. vertical p i 2 aft CSV KV 2 1 side CV KV where p mass density of water slugs ft V volume of float ft y C x coefficient of drag force equal to 0 133 6 ANAC Origem SAR 83 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 C y coefficient of side force equal to 0 106 K 0 8 except that lower values may be used if it is shown that the floats are incapable of submerging at a speed of 0 8 V Soin normal operations V So seaplane stalling speed knots with landing flaps extended in the appropriate position and with no slipstream effect and g acceleration due to gravity ft sec g Float bottom pressures The float bottom pressures must be established under 25 533 except that the value of Koin the formulae may be taken as 1 0 The angle of dead rise to be used in determining the float bottom pressures is set forth in paragraph b of this section Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 25 537 Seawing loads Seawing design loads must be based on applicable test data Emergency Landing Conditions 25 561 General a The airplane although it may be damaged in emergency landing conditions on land or water must be designed as prescribed in this section to protect each occupant under those conditions b The structure must be designed to give each occupant every reasonable chance of escaping
162. viewable during all lighting conditions with the landing gear extended as well as in all conditions of landing gear collapse b Each emergency exit must be openable from the inside and the outside except that sliding window emergency exits in the flight crew area need not be openable from the outside if other approved exits are convenient and readily accessible to the flight crew area Each emergency exit must be capable of being opened when there is no fuselage deformation 1 With the airplane in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs of the landing gear and 2 Within 10 seconds measured from the time when the opening means is actuated to the time when the exit is fully opened 3 Even though persons may be crowded against the door on the inside of the airplane ANAC Origem SAR 121 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 c The means of opening emergency exits must be simple and obvious may not require exceptional effort and must be arranged and marked so that it can be readily located and operated even in darkness Internal exit opening means involving sequence operations such as operation of two handles or latches or the release of safety catches may be used for flightcrew emergency exits if it can be reasonably established that these means are simple and obvious to crewmembers trained in their use d If a single power b
163. which has an adjacent flight attendant seat have a microphone which is readily accessible to the seated flight attendant except that one microphone may serve more than one exit provided the proximity of the exits allows unassisted verbal communication between seated flight attendants Doc No 26003 58 FR 45229 Aug 26 1993 as amended by Amdt 25 115 69 FR 40527 July 2 2004 Miscellaneous Equipment 25 1431 Electronic equipment a In showing compliance with 25 1309 a and b with respect to radio and electronic equipment and their installations critical environmental conditions must be considered b Radio and electronic equipment must be supplied with power under the requirements of 25 1355 c c Radio and electronic equipment controls and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other radio or electronic unit or system of units required by this chapter ANAC Origem SAR 191 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d Electronic equipment must be designed and installed such that it does not cause essential loads to become inoperative as a result of electrical power supply transients or transients from other causes Docket No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 113 69 FR 12530 Mar 16 2004 25 1433 Vacuum systems There must be means in addit
164. which the ability to remove or reset power during normal operations is necessary the system must be designed so that circuit breakers are not the primary means to remove or reset system power unless specifically designed for use as a switch g Automatic reset circuit breakers may be used as integral protectors for electrical equipment such as thermal cut outs if there is circuit protection to protect the cable to the equipment Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 123 72 FR 63405 Nov 8 2007 25 1360 Precautions against injury a Shock The electrical system must be designed to minimize risk of electric shock to crew passengers and servicing personnel and to maintenance personnel using normal precautions Origem SAR 183 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b Burns The temperature of any part that may be handled by a crewmember during normal operations must not cause dangerous inadvertent movement by the crewmember or injury to the crewmember Amdt 25 123 72 FR 63406 Nov 8 2007 25 1362 Electrical supplies for emergency conditions A suitable electrical supply must be provided to those services required for emergency procedures after an emergency landing or ditching The circuits for these services must be designed protected and installed so that the risk of the services being rendered ineffective under these emergency conditions is mi
165. while ensuring that the fuel solenoid and igniters are off Adjust the air intake velocity to a level of 2150 ft min 10 92 m s then turn off the blower motor Note The Omega HH30 air velocity meter measures 2 625 inches in diameter To calculate the intake airflow multiply the cross sectional area 0 03758 ft by the air velocity 2150 ft min to obtain 80 80 ft min An air velocity meter other than the HH30 unit can be used provided the calculated airflow of 80 80 ft min 2 29 m min is equiva lent 3 Rotate the burner from the test position to the warm up position Prior to lighting the burner ensure that the calorimeter face is clean of soot deposits and there is water running through the cal orimeter Examine and clean the burner cone of any evidence of buildup of products of combustion soot etc Soot buildup inside the burner cone may affect the flame characteristics and cause calibra tion difficulties Since the burner cone may distort with time dimensions should be checked period ically 4 While the burner is still rotated to the warm up position turn on the blower motor igniters and fuel flow and light the burner Allow it to warm up for a period of 2 minutes Move the burner into the calibration position and allow 1 minute for calorimeter stabilization then record the heat flux once every second for a period of 30 seconds Turn off burner rotate out of position and allow to cool Calculate the average heat flux ove
166. wide and 12 inches long unless the actual size used in the airplane is smaller The edge to which the burner flame is applied must not consist of the finished or protected edge of the specimen but must be representative of the actual cross section of the material or part as installed in the airplane The specimen must be mounted in a metal frame so that all four edges are held securely and the exposed area of the specimen is at least 8 inches by 8 inches during the 45 test prescribed in subparagraph 6 of this paragraph 3 Apparatus Except as provided in subparagraph 7 of this paragraph tests must be conducted in a draft free cabinet in accordance with Federal Test Method Standard 191 Model 5903 revised Method 5902 for the vertical test or Method 5906 for horizontal test available from the General Services Administration Business Service Center Region 3 Seventh amp D Streets SW Washington DC 20407 Specimens which are too large for the cabinet must be tested in similar draft free conditions 4 Vertical test A minimum of three specimens must be tested and results averaged For fabrics the direction of weave corresponding to the most critical flammability conditions must be parallel to the longest dimension Each specimen must be supported vertically The specimen must be exposed to a Bunsen or Tirrill burner with a nominal3 8 inch I D tube adjusted to give a flame of 1 1 2inches in height The minimum flame temperature measured by
167. with the applicable portions of Appendix F part I of 14 CFR part 25 9 ANAC Origem SAR 211 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 1715 Electrical bonding and protection against static electricity EWIS a EWIS components used for electrical bonding and protection against static electricity must meet the requirements of 25 899 b On airplanes having grounded electrical systems electrical bonding provided by EWIS components must provide an electrical return path capable of carrying both normal and fault currents without creating a shock hazard or damage to the EWIS components other airplane system components or airplane structure 25 1717 Circuit protective devices EWIS Electrical wires and cables must be designed and installed so they are compatible with the circuit protection devices required by 25 1357 so that a fire or smoke hazard cannot be created under temporary or continuous fault conditions 25 1719 Accessibility provisions EWIS Access must be provided to allow inspection and replacement of any EWIS component as necessary for continued airworthiness 25 1721 Protection of EWIS a No cargo or baggage compartment may contain any EWIS whose damage or failure may affect safe operation unless the EWIS is protected so that 1 It cannot be damaged by movement of cargo or baggage in the compartment 2 Its breakage or failure will not create a fire hazard
168. zone in which EWIS is in close proximity to both primary and back up hydraulic mechanical or electrical flight controls and lines v Identification of Origem SAR 6 ANAC 277 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 A Tasks and the intervals for performing those tasks that will reduce the likelihood of ignition sources and accumulation of combustible material and B Procedures and the intervals for performing those procedures that will effectively clean the EWIS components of combustible material if there is not an effective task to reduce the likelihood of combustible material accumulation vi Instructions for protections and caution information that will minimize contamination and accidental damage to EWIS as applicable during performance of maintenance alteration or repairs 2 Acceptable EWIS maintenance practices in a standard format 3 Wire separation requirements as determined under 25 1707 4 Information explaining the EWIS identification method and requirements for identifying any changes to EWIS under 25 1711 5 Electrical load data and instructions for updating that data b The EWIS ICA developed in accordance with the requirements of H25 5 a 1 must be in the form of a document appropriate for the information to be provided and they must be easily recognizable as EWIS ICA This document must either contain the required EWIS ICA or specifically refer
169. 0 gal hr 80 spray angle nozzle such as a PL type delivers 6 0 0 2 gal hr 0 378 0 0126 L min Origem SAR 263 300 ANAC Data da emiss o 7 de fevereiro de 2014 1550 394 mm Se 127 mm A o 05 mmi 2364 11 mm Spaces 4 ac OSY 13 mm 12 28 1 mm Y 315 P 95 mm Note One half of tube disco extension shown Second lt el half mates at spatweld overlaps 191 mm Figure 3 View or download PDF 3 Calibration rig and equipment 1 Construct individual calibration rigs to incorporate a calorimeter and thermocouple rake for the measurement of heat flux and temperature Position the calibration rigs to allow movement of the burner from the test rig position to either the heat flux or temperature position with minimal difficulty 11 Calorimeter The calorimeter must be a total heat flux foil type Gardon Gage of an appropriate RBAC n 25 Emenda n 136 lt lt U 102 mm 19 32 15 mm Spaces su 318 mmi r Y u 13 mr 4 B Lo o NS mm Connection Mange lt i 1279 mm n M 152 mn Y lt 428 US num Material USO L3 mra stainless stee Burner Draft Tube Extension Cone Diagram range such as 0 20 Btu ft sec 0 22 7 W cm accurate to 3 of the indicated reading The heat flux calibration method must be in accordance with paragraph VI b 7 of this appendix Origem SAR 6 ANAC 264 300 RBAC n 25 Emenda n 136 Data da e
170. 00 7 for W Tbetween 30 000 and 100 000 pounds and iii 0 15 W Tfor W Tover 100 000 pounds b For towing points not on the landing gear but near the plane of symmetry of the airplane the drag and side tow load components specified for the auxiliary gear apply For towing points located outboard of the main gear the drag and side tow load components specified for the main gear apply Where the specified angle of swivel cannot be reached the maximum obtainable angle must be used c The towing loads specified in paragraph d of this section must be reacted as follows 1 The side component of the towing load at the main gear must be reacted by a side force at the static ground line of the wheel to which the load is applied 2 The towing loads at the auxiliary gear and the drag components of the towing loads at the main gear must be reacted as follows 1 A reaction with a maximum value equal to the vertical reaction must be applied at the axle of the wheel to which the load is applied Enough airplane inertia to achieve equilibrium must be applied ii The loads must be reacted by airplane inertia d The prescribed towing loads are as follows Load Tow point Position Magnitude No Direction Main gear 0 75 F TOW per main gear l Forward parallel to drag unit axis Forward at 30 to drag axis Aft parallel to drag axis Aft at 30 to drag axis Auxiliary Swivel
171. 00 170 8 GHz 12 GHz 1 230 230 12 GHz 18 GRz 730 190 18 GHz 40 GHz 600 150 In this table the higher field strength applies at the frequency band edges c Equipment HIRF Test Level 1 1 From 10 kilohertz kHz to 400 megahertz MHz use conducted susceptibility tests with continuous wave CW and 1 kHz square wave modulation with 90 percent depth or greater The conducted susceptibility current must start at a minimum of 0 6 milliamperes mA at 10 kHz increasing 20 decibels dB per frequency decade to a minimum of 30 mA at 500 KHz 2 From 500 kHz to 40 MHz the conducted susceptibility current must be at least 30 mA 3 From 40 MHz to 400 MHz use conducted susceptibility tests starting at a minimum of 30 mA at 40 MHz decreasing 20 dB per frequency decade to a minimum of 3 mA at 400 MHz 4 From 100 MHz to 400 MHz use radiated susceptibility tests at a minimum of 20 volts per meter V m peak with CW and 1 kHz square wave modulation with 90 percent depth or greater 5 From 400 MHz to 8 gigahertz GHz use radiated susceptibility tests at a minimum of 150 V m peak with pulse modulation of 4 percent duty cycle with a 1 kHz pulse repetition frequency This signal must be switched on and off at a rate of 1 Hz with a duty cycle of 50 percent d Equipment HIRF Test Level 2 Equipment HIRF test level 2 is HIRF environment II in table II of this appendix reduced by acceptable aircraft transfer function and attenuation curves Testi
172. 066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29776 July 20 1990 Amdt 25 86 61 FR 5222 Feb 9 1996 Control Surface and System Loads 25 391 Control surface loads General The control surfaces must be designed for the limit loads resulting from the flight conditions in 25 331 25 341 a 25 349 and 25 351 and the ground gust conditions in 25 415 considering the requirements for a Loads parallel to hinge line in 25 393 b Pilot effort effects in 25 397 c Trim tab effects in 25 407 d Unsymmetrical loads in 25 427 and e Auxiliary aerodynamic surfaces in 25 445 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 86 61 FR 5222 Feb 9 1996 25 393 Loads parallel to hinge line a Control surfaces and supporting hinge brackets must be designed for inertia loads acting parallel to the hinge line b In the absence of more rational data the inertia loads may be assumed to be equal to KW where 1 K 24 for vertical surfaces 2 K 12 for horizontal surfaces and 3 W weight of the movable surfaces 25 395 Control system Origem SAR 67 300 ANAC RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 a Longitudinal lateral directional and drag control system and their supporting structures must be designed for loads corresponding to 125 percent of the computed hinge moments of the movable control surface in the
173. 1 A limit engine torque corresponding to takeoff power and propeller speed acting simultaneously with 75 percent of the limit loads from flight condition A of 25 333 b 2 A limit torque corresponding to the maximum continuous power and propeller speed acting simultaneously with the limit loads from flight condition A of 25 333 b and 3 For turbopropeller installations in addition to the conditions specified in paragraphs a 1 and 2 of this section a limit engine torque corresponding to takeoff power and propeller speed multiplied by a factor accounting for propeller control system malfunction including quick feathering acting simultaneously with 1 g level flight loads In the absence of a rational analysis a factor of 1 6 must be used b For turbine engine installations the engine mounts and supporting structure must be designed to withstand each of the following 1 A limit engine torque load imposed by sudden engine stoppage due to malfunction or structural failure such as compressor jamming 2 A limit engine torque load imposed by the maximum acceleration of the engine c The limit engine torque to be considered under paragraph a of this section must be obtained by multiplying mean torque for the specified power and speed by a factor of 1 1 25 for turbopropeller installations 2 1 33 for reciprocating engines with five or more cylinders or 3 Two three or four for engines with four three or two cyli
174. 1587 2 Other information that is necessary for safe operation because of design operating or handling characteristics 3 Any limitation procedure or other information established as a condition of compliance with the applicable noise standards of part 36 of this chapter b Approved information Each part of the manual listed in 25 1583 through 25 1587 that is appropriate to the airplane must be furnished verified and approved and must be segregated identified and clearly distinguished from each unapproved part of that manual c Reserved d Each Airplane Flight Manual must include a table of contents if the complexity of the manual indicates a need for it Amdt 25 42 43 FR 2323 Jan 16 1978 as amended by Amdt 25 72 55 FR 29786 July 20 1990 25 1583 Operating limitations a Airspeed limitations The following air speed limitations and any other airspeed limi tations necessary for safe operation must be furnished 1 The maximum operating limit speed Vwo Mywo and a statement that this speed lim it may not be deliberately exceeded in any regime of flight climb cruise or descent unless a higher speed is authorized for flight test or pilot training 2 If an airspeed limitation is based upon compressibility effects a statement to this effect and information as to any symptoms the probable behavior of the airplane and the recommended recovery procedures 3 The maneuvering spee
175. 25 1185 and 25 1189 apply 25 933 Reversing systems a For turbojet reversing systems 1 Each system intended for ground operation only must be designed so that during any reversal in flight the engine will produce no more than flight idle thrust In addition it must be shown by analysis or test or both that 1 Each operable reverser can be restored to the forward thrust position and ii The airplane is capable of continued safe flight and landing under any possible position of the thrust reverser 2 Each system intended for inflight use must be designed so that no unsafe condition will result during normal operation of the system or from any failure or reasonably likely combination of failures of the reversing system under any anticipated condition of operation of the airplane including ground operation Failure of structural elements need not be considered if the probability of this kind of failure is extremely remote 3 Each system must have means to prevent the engine from producing more than idle thrust when the reversing system malfunctions except that it may produce any greater forward thrust that is shown to allow directional control to be maintained with aerodynamic means alone under the most critical reversing condition expected in operation b For propeller reversing systems 1 Each system intended for ground operation only must be designed so that no single failure or reasonably likely combinatio
176. 25 1329 Flight guidance system a Quick disengagement controls for the autopilot and autothrust functions must be provided for each pilot The autopilot quick disengagement controls must be located on both control wheels or equivalent The autothrust quick disengagement controls must be located on the thrust control levers Quick disengagement controls must be readily accessible to each pilot while operating the control wheel or equivalent and thrust control levers b The effects of a failure of the system to disengage the autopilot or autothrust functions when manually commanded by the pilot must be assessed in accordance with the requirements of 25 1309 c Engagement or switching of the flight guidance system a mode or a sensor may not cause a transient response of the airplane s flight path any greater than a minor transient as defined in paragraph n 1 of this section d Under normal conditions the disengagement of any automatic control function of a flight guidance system may not cause a transient response of the airplane s flight path any greater than a minor transient e Under rare normal and non normal conditions disengagement of any automatic control function of a flight guidance system may not result in a transient any greater than a significant transient as defined in paragraph n 2 of this section f The function and direction of motion of each command reference control such as heading select or vertical speed
177. 25 397 b except that lower forces may be assumed where it is shown by anaylsis or test that these forces can control the yaw and roll resulting from the prescribed engine failure conditions 25 371 Gyroscopic loads The structure supporting any engine or auxiliary power unit must be designed for the loads including the gyroscopic loads arising from the conditions specified in 25 331 25 341 a 25 349 25 351 25 473 25 479 and 25 481 with the engine or auxiliary power unit at the maximum rpm appropriate to the condition For the purposes of compliance with this section the pitch maneuver in 25 331 c 1 must be carried out until the positive limit maneuvering load factor point A in 25 333 b is reached Amdt 25 91 62 FR 40704 July 29 1997 25 373 Speed control devices If speed control devices such as spoilers and drag flaps are installed for use in en route conditions a The airplane must be designed for the symmetrical maneuvers prescribed in 25 333 and 25 337 the yawing maneuvers prescribed in 25 351 and the vertical and later gust conditions prescribed in 25 341 a at each setting and the maximum speed associated with that setting and b If the device has automatic operating or load limiting features the airplane must be designed for the maneuver and gust conditions prescribed in paragraph a of this section at the speeds and corresponding device positions that the mechanism allows Doc No 5
178. 25 489 Ground handling conditions Unless otherwise prescribed the landing gear and airplane structure must be investigated for the conditions in 25 491 through 25 509 with the airplane at the design ramp weight the maximum weight for ground handling conditions No wing lift may be considered The shock absorbers and tires may be assumed to be in their static position Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 25 491 Taxi takeoff and landing roll Within the range of appropriate ground speeds and approved weights the airplane structure and landing gear are assumed to be subjected to loads not less than those obtained when the aircraft is operating over the roughest ground that may reasonably be expected in normal operation Amdt 25 91 62 FR 40705 July 29 1997 25 493 Braked roll conditions a An airplane with a tail wheel is assumed to be in the level attitude with the load on the main wheels in accordance with figure 6 of appendix A The limit vertical load factor is 1 2 at the design landing weight and 1 0 at the design ramp weight A drag reaction equal to the vertical reaction multiplied by a coefficient of friction of 0 8 must be combined with the vertical ground reaction and applied at the ground contact point b For an airplane with a nose wheel the limit vertical load factor is 1 2 at the design landing weight and 1 0 at the design ramp weight A drag react
179. 28 27 2 6 4000 4200 000 001 00 00 21 30 3 2 33 32 3 1 4200 4400 0 0 001 00 00 14 22 25 2 6 2 6 2 5 4400 4600 0 0 001 0 0 00 1 0 2 0 23 2 5 25 2 4 Origem SAR 297 300 a ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4600 4800 0 0 0 00 0 0 0 0 0 6 1 5 1 8 2 0 20 2 0 4800 5000 0 00 0 00 00 00 02 10 1 4 L5 1 6 1 5 5000 5200 0 00 0 01 00 00 00 OS LI 1 3 1 1 3 5200 5400 0 00 0 00 00 00 OO 0 8 12 1 5 1 6 1 6 5400 5600 0 00 001 00 00 0 0 09 17 21 22 2 3 5600 5800 0 0 0 00 0 0 00 0 0 0 6 L6 2 2 24 2 9 5800 6000 0 0 0 01 00 00 0 0 0 2 1 8 24 28 2 9 6000 6200 0 0 001 0 0 00 00 OO 1 7 2 6 31 3 3 6200 6400 0 0 001 00 0 0 00 0 0 1 4 24 29 3 1 6400 6600 0 00 0 00 00 0 0 00 00 09 1 8 22 2 3 6600 6800 0 00 0 00 00 0 0 00 00 OS 12 1 6 1 9 6800 7000 0 0 001 0 0 0 0 0 0 0 0 02 08 11 1 3 7000 7200 0 0 001 0 0 0 0 0 0 0 07 0 0 04 0 7 0 8 7200 7400 0 0 0 00 0 0 0 0 0 0 0 07 00 0 3 0 5 07 7400 7600 0 00 001 0 0 0 0 0 0 0 0 0 0 02 0 5 0 6 7600 7800 0 0 0 00 00 0 0 0 0 0 0 0 0 Ol 0 5 0 7 7800 8000 0 00 0 00 00 0 0 00 00 0 0 O 1 0 6 0 8 8000 8200 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 8 8200 8400 0 0 0 00 0 0 0 0 0 0 0 07
180. 3 Mar 7 2008 25 1459 Flight data recorders a Each flight recorder required by the operating rules of this chapter must be installed so that 1 It is supplied with airspeed altitude and directional data obtained from sources that meet the accuracy requirements of 25 1323 25 1325 and 25 1327 as appropriate 2 The vertical acceleration sensor is rigidly attached and located longitudinally either within the approved center of gravity limits of the airplane or at a distance forward or aft of these limits that does not exceed 25 percent of the airplane s mean aerodynamic chord 3 It receives its electrical power from the bus that provides the maximum reliability for operation of the flight data recorder without jeopardizing service to essential or emergency loads The flight data recorder must remain powered for as long as possible without jeopardizing emergency operation of the airplane 4 There is an aural or visual means for preflight checking of the recorder for proper recording of data in the storage medium 5 Except for recorders powered solely by the engine driven electrical generator system there is an automatic means to simultaneously stop a recorder that has a data erasure feature and prevent each erasure feature from functioning within 10 minutes after crash impact 6 There is a means to record data from which the time of each radio transmission either to or from ATC can be determined 7 Any single electr
181. 35 43 of this chapter d Design precautions must be taken to minimize the hazards to the airplane in the event a propeller blade fails or is released by a hub failure The hazards which must be considered include damage to structure and vital systems due to impact of a failed or released blade and the unbalance created by such failure or release Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 54 45 FR 60173 Sept 11 1980 Amdt 25 57 49 FR 6848 Feb 23 1984 Amdt 25 72 55 FR 29784 July 20 1990 Amdt 25 126 73 FR 63345 Oct 24 2008 25 907 Propeller vibration and fatigue This section does not apply to fixed pitch wood propellers of conventional design a The applicant must determine the magnitude of the propeller vibration stresses or loads including any stress peaks and resonant conditions throughout the operational envelope of the airplane by either 1 Measurement of stresses or loads through direct testing or analysis based on direct testing of the propeller on the airplane and engine installation for which approval is sought or 2 Comparison of the propeller to similar propellers installed on similar airplane installations for which these measurements have been made b The applicant must demonstrate by tests analysis based on tests or previous experience on similar designs that the propeller does not experience harmful effects of flutter throughout the operational envelope of the airplane c
182. 4 The takeoff path data must be checked by continuous demonstrated takeoffs up to the point at which the airplane is out of ground effect and its speed is stabilized to ensure that the path is conservative relative to the continous path The airplane is considered to be out of the ground effect when it reaches a height equal to its wing span e For airplanes equipped with standby power rocket engines the takeoff path may be determined in accordance with section II of appendix E Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 6 30 FR 8468 July 2 1965 Amdt 25 42 43 FR 2321 Jan 16 1978 Amdt 25 54 45 FR 60172 Sept 11 1980 Amdt 25 12 55 FR 29774 July 20 1990 Amdt 25 94 63 FR 8848 Feb 23 1998 Amdt 25 108 67 FR 70826 Nov 26 2002 Amdt 25 115 69 FR 40527 July 2 2004 Amdt 25 121 72 FR 44666 Aug 8 2007 25 113 Takeoff distance and takeoff run a Takeoff distance on a dry runway is the greater of 1 The horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface determined under 25 111 for a dry runway or 2 115 percent of the horizontal distance along the takeoff path with all engines operating from the start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface as determined by a procedure consistent with 25 111 b Takeoff distance on a wet runway is the
183. 5 7 30 FR 13117 Oct 15 1965 25 173 Static longitudinal stability 9 ANAC Origem SAR 45 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Under the conditions specified in 25 175 the characteristics of the elevator control forces including friction must be as follows a A pull must be required to obtain and maintain speeds below the specified trim speed and a push must be required to obtain and maintain speeds above the specified trim speed This must be shown at any speed that can be obtained except speeds higher than the landing gear or wing flap operating limit speeds or V rc M rc whichever is appropriate or lower than the minimum speed for steady unstalled flight b The airspeed must return to within 10 percent of the original trim speed for the climb approach and landing conditions specified in 25 175 a c and d and must return to within 7 5 percent of the original trim speed for the cruising condition specified in 25 175 b when the control force is Slowly released from any speed within the range specified in paragraph a of this section c The average gradient of the stable slope of the stick force versus speed curve may not be less than 1 pound for each 6 knots d Within the free return speed range specified in paragraph b of this section it is permissible for the airplane without control forces to stabilize on speeds above or below the desired trim speeds if ex
184. 5 300 ANAC Data da emiss o 7 de fevereiro de 2014 2 Provide timely attention getting cues through at least two different senses by a com bination of aural visual or tactile indications 3 Permit each occurrence of the attention getting cues required by paragraph c 2 of this section to be acknowledged and sup pressed unless they are required to be continu ous d The alert function must be designed to min imize the effects of false and nuisance alerts In particular it must be designed to 1 Prevent the presentation of an alert that is inappropriate or unnecessary 2 Provide a means to suppress an attention getting component of an alert caused by a fail ure of the alerting function that interferes with the flightcrew s ability to safely operate the airplane This means must not be readily avail able to the flightcrew so that it could be operat ed inadvertently or by habitual reflexive action When an alert is suppressed there must be a clear and unmistakable annunciation to the flightcrew that the alert has been suppressed e Visual alert indications must 1 Conform to the following color convention i Red for warning alert indications ii Amber or yellow for caution alert indica tions iii Any color except red or green for advisory alert indications 2 Use visual coding techniques together with other alerting function elements on the flight deck to distinguish between warning
185. 5 856 Thermal Acoustic insulation materials a Thermal acoustic insulation material installed in the fuselage must meet the flame propagation test requirements of part VI of Appendix F to this part or other approved equivalent test requirements This requirement does not apply to small parts as defined in part I of Appendix F of this part b For airplanes with a passenger capacity of 20 or greater thermal acoustic insulation materials including the means of fastening the materials to the fuselage installed in the lower half of the airplane fuselage must meet the flame penetration resistance test requirements of part VII of Appendix F to this part or other approved equivalent test requirements This requirement does not apply to thermal acoustic insulation installations that the FAA finds would not contribute to fire penetration resistance Amdt 25 111 68 FR 45059 July 31 2003 25 857 Cargo compartment classification a Class A A Class A cargo or baggage compartment is one in which 1 The presence of a fire would be easily discovered by a crewmember while at his station and 2 Each part of the compartment is easily accessible in flight b Class B A Class B cargo or baggage compartment is one in which 1 There is sufficient access in flight to enable a crewmember to effectively reach any part of the compartment with the contents of a hand fire extinguisher 2 When the access provisions are being used no ha
186. 90 25 1553 Fuel quantity indicator Origem SAR 203 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 If the unusable fuel supply for any tank exceeds one gallon or five percent of the tank capacity whichever is greater a red arc must be marked on its indicator extending from the calibrated zero reading to the lowest reading obtainable in level flight 25 1555 Control markings a Each cockpit control other than primary flight controls and controls whose function is obvious must be plainly marked as to its function and method of operation b Each aerodynamic control must be marked under the requirements of 25 677 and 25 699 c For powerplant fuel controls 1 Each fuel tank selector control must be marked to indicate the position corresponding to each tank and to each existing cross feed position 2 If safe operation requires the use of any tanks in a specific sequence that sequence must be marked on or adjacent to the selector for those tanks and 3 Each valve control for each engine must be marked to indicate the position corresponding to each engine controlled d For accessory auxiliary and emergency controls 1 Each emergency control including each fuel jettisoning and fluid shutoff must be colored red and 2 Each visual indicator required by 25 729 e must be marked so that the pilot can determine at any time when the wheels are locked in either extre
187. 978 Amdt 25 72 55 FR 29774 July 20 1990 55 FR 37607 Sept 12 1990 Amdt 25 84 60 FR 30749 June 9 1995 Amdt 25 108 67 FR 70827 Nov 26 2002 Trim 25 161 Trim a General Each airplane must meet the trim requirements of this section after being trimmed and without further pressure upon or movement of either the primary controls or their corresponding trim controls by the pilot or the automatic pilot b Lateral and directional trim The airplane must maintain lateral and directional trim with the most adverse lateral displacement of the center of gravity within the relevant operating limitations during normally expected conditions of operation including operation at any speed from 1 3 V sni to V mo Mmo c Longitudinal trim The airplane must maintain longitudinal trim during 1 A climb with maximum continuous power at a speed not more than 1 3 V sri with the landing gear retracted and the flaps 1 retracted and ii in the takeoff position 2 Either a glide with power off at a speed not more than 1 3 Vsr1 or an approach within the normal range of approach speeds appropriate to the weight and configuration with power settings corresponding to a 3 degree glidepath whichever is the most severe with the landing gear extended the wing flaps i retracted and ii extended and with the most unfavorable combination of center of gravity position and weight approved for landing and 3 Level flight at any speed fro
188. ANAC 146 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 959 Unusable fuel supply The unusable fuel quantity for each fuel tank and its fuel system components must be established at not less than the quantity at which the first evidence of engine malfunction occurs under the most adverse fuel feed condition for all intended operations and flight maneuvers involving fuel feeding from that tank Fuel system component failures need not be considered Amdt 25 23 35 FR 5677 Apr 8 1970 as amended by Amdt 25 40 42 FR 15043 Mar 17 1977 25 961 Fuel system hot weather operation a The fuel system must perform satisfactorily in hot weather operation This must be shown by showing that the fuel system from the tank outlets to each engine is pressurized under all intended operations so as to prevent vapor formation or must be shown by climbing from the altitude of the airport elected by the applicant to the maximum altitude established as an operating limitation under 25 1527 If a climb test is elected there may be no evidence of vapor lock or other malfunctioning during the climb test conducted under the following conditions 1 For reciprocating engine powered airplanes the engines must operate at maximum continuous power except that takeoff power must be used for the altitudes from 1 000 feet below the critical altitude through the critical altitude The time interval during which
189. ATIFORM CLOUDS ATMOSPHERIC ICING CONDITIONS E AMBIENT TEMPERATURE VS PRESSURE ALTITUDE 3 PISIS NE NN SM fy i af iz Es A Ea A ifa USES dj h RRR NANA SS RN SRN NETT N pa i A SETA eee N R a NPAD SIS SIN Pad Natl Ma hal SHU Sl SCIL Sie ti Ral Mal TB RR BENI A 1 A e AN a EE EE Ei EE a Ej E 2 EEEEREER i View or eR PDF FIGURE 1 a ea q LI siio u I CON IRLS FARXISAIM STRAT POB CLO Ies tor Cor eat Factor F Dirceslarhi ss je n3 Liqu CS amp 7 531g 20 CLOUD ICRITONTAI View or download PDF ALMOSPHER TS Liquic Weter Conlin da a a 40 5f IC CO ADTIDNS q re yo Td Borizertal D starze T FAITH NAUTICAL matas RBAC n 25 Emenda n 136 223 300 Origem SAR anac Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Tres a INTERMITTENT MAXIMUM CUMULIFORM CLOUDS ATMOSPHERIC ICING GONDITIONS LIGU S WATER CONTENT VS MEAN EFFECTIVE DPCP DISMETE NIE i LGB E I Teras ndo om a eee ee iil AL 2H LI E b di sk s a EI AMA Na RI SNEK RRE X F TAa tH 2 Err zortaoi extent ctzidar distance AP om e 4 6 Nzwica Mies dd PA 1 DIAZ Ae EA L Parr HALE TM aC a5 iRam PEP aig METER P T F7 THEHHIIE SE TEEESEEREPOSNDESI NS des HILEESEISSDOSIS AA SAN RASEN XN ESS Ee 3
190. Cowling must meet the drainage and ventilation requirements of 25 1187 c On airplanes with a diaphragm isolating the engine power section from the engine accessory section each part of the accessory section cowling subject to flame in case of fire in the engine power section of the powerplant must 1 Be fireproof and 2 Meet the requirements of 25 1191 d Each part of the cowling subject to high temperatures due to its nearness to exhaust system parts or exhaust gas impingement must be fireproof e Each airplane must 1 Be designed and constructed so that no fire originating in any fire zone can enter either through openings or by burning through external skin any other zone or region where it would create additional hazards 2 Meet paragraph e 1 of this section with the landing gear retracted if applicable and 3 Have fireproof skin in areas subject to flame if a fire starts in the engine power or accessory sections ANAC Origem SAR 167 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 1195 Fire extinguishing systems a Except for combustor turbine and tail pipe sections of turbine engine installations that contain lines or components carrying flammable fluids or gases for which it is shown that a fire originating in these sections can be controlled there must be a fire extinguisher system serving each designated fire zone b The fire extinguishing system the
191. Dec 24 1964 as amended by Amdt 25 11 32 FR 6913 May 5 1967 25 1155 Reverse thrust and propeller pitch settings below the flight regime Each control for reverse thrust and for propeller pitch settings below the flight regime must have means to prevent its inadvertent operation The means must have a positive lock or stop at the flight idle position and must require a separate and distinct operation by the crew to displace the control from the flight regime forward thrust regime for turbojet powered airplanes Amdt 25 11 32 FR 6913 May 5 1967 25 1157 Carburetor air temperature controls There must be a separate carburetor air temperature control for each engine 25 1159 Supercharger controls Origem SAR 163 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Each supercharger control must be accessible to the pilots or if there is a separate flight engineer station with a control panel to the flight engineer 25 1161 Fuel jettisoning system controls Each fuel jettisoning system control must have guards to prevent inadvertent operation No control may be near any fire extinguisher control or other control used to combat fire 25 1163 Powerplant accessories a Each engine mounted accessory must 1 Be approved for mounting on the engine involved 2 Use the provisions on the engine for mounting and 3 Be sealed to prevent contamination of the engine oil system
192. For each airplane type originally type certificated with a maximum passenger seating capacity of 10 to 19 not more than 33 percent of all electrically illuminated emergency lights required by 25 812 may be rendered inoperative in addition to the lights that are directly damaged by the sepa ration 10 Interior doors In lieu of the requirements of 25 813 e interior doors may be installed be tween passenger seats and exits provided the following requirements are met a Each door between any passenger seat occupiable for taxi takeoff and landing and any emer gency exit must have a means to signal to the flightcrew at the flightdeck that the door is in the open position for taxi takeoff and landing b Appropriate procedures limitations must be established to ensure that any such door is in the open configuration for takeoff and landing c Each door between any passenger seat and any exit must have dual means to retain it in the open position each of which is capable of reacting the inertia loads specified in 25 561 d Doors installed across a longitudinal aisle must translate laterally to open and close e g pocket doors e Each door between any passenger seat and any exit must be frangible in either direction f Each door between any passenger seat and any exit must be operable from either side and if a locking mechanism is installed it must be capable of being unlocked from either side without the use of spe
193. HIRF immunity characteristics of the system have not changed since compliance with the special conditions was demonstrated and 3 The data used to demonstrate compliance with the special conditions is provided Doc No FAA 2006 23657 72 FR 44025 Aug 6 2007 Instruments Installation 25 1321 Arrangement and visibility a Each flight navigation and powerplant instrument for use by any pilot must be plainly visible to him from his station with the minimum practicable deviation from his normal position and line of vision when he is looking forward along the flight path b The flight instruments required by 25 1303 must be grouped on the instrument panel and centered as nearly as practicable about the vertical plane of the pilot s forward vision In addition 1 The instrument that most effectively indicates attitude must be on the panel in the top center position Origem SAR 174 300 ANAC RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 2 The instrument that most effectively indicates airspeed must be adjacent to and directly to the left of the instrument in the top center position 3 The instrument that most effectively indicates altitude must be adjacent to and directly to the right of the instrument in the top center position and 4 The instrument that most effectively indicates direction of flight must be adjacent to and directly below the instrument in the top center position c
194. I of appendix F of this part or other approved equivalent methods regardless of the passenger capacity of the airplane b Reserved c In addition to meeting the requirements of paragraph a of this section seat cushions except those on flight crewmember seats must meet the test requirements of part II of appendix F of this part or other equivalent methods regardless of the passenger capacity of the airplane d Except as provided in paragraph e of this section the following interior components of airplanes with passenger capacities of 20 or more must also meet the test requirements of parts IV and V of appendix F of this part or other approved equivalent method in addition to the flammability requirements prescribed in paragraph a of this section 1 Interior ceiling and wall panels other than lighting lenses and windows 2 Partitions other than transparent panels needed to enhance cabin safety 3 Galley structure including exposed surfaces of stowed carts and standard containers and the cavity walls that are exposed when a full complement of such carts or containers is not carried and Origem SAR 134 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 Large cabinets and cabin stowage compartments other than underseat stowage compartments for stowing small items such as magazines and maps e The interiors of compartments such as pilot compartments galleys lavatories crew
195. In addition to the requirements of 25 1189 for shutoff means each fuel valve must a Reserved b Be supported so that no loads resulting from their operation or from accelerated flight conditions are transmitted to the lines attached to the valve Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15043 Mar 17 1977 25 997 Fuel strainer or filter There must be a fuel strainer or filter between the fuel tank outlet and the inlet of either the fuel metering device or an engine driven positive displacement pump whichever is nearer the fuel tank outlet This fuel strainer or filter must a Be accessible for draining and cleaning and must incorporate a screen or element which is easily removable b Have a sediment trap and drain except that it need not have a drain if the strainer or filter is easily removable for drain purposes c Be mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter itself unless adequate strength margins under all loading conditions are provided in the lines and connections and d Have the capacity with respect to operating limitations established for the engine to ensure that engine fuel system functioning is not impaired with the fuel contaminated to a degree with respect to particle size and density that is greater than that established for the engine in Part 33 of this chapter Amdt No
196. M board or other high temperature material measuring 411 2by 81 4inches 1054 by 210 mm to the back of the platform This board serves as a heat retainer and protects the test specimen from excessive preheating The height of this board must not impede the sliding platform movement in and out of the test chamber If the platform has been fabricated such that the back side of the platform is high enough to prevent excess preheating of the specimen when the sliding platform is out a retainer board is not necessary 111 Place the test specimen horizontally on the non combustible board s Place a steel retaining securing frame fabricated of mild steel having a thickness of1 8inch 3 2 mm and overall dimensions of 23 by 131 8inches 584 by 333 mm with a specimen opening of 19 by 103 4inches 483 by 273 mm over the test specimen The front back and right portions of the top flange of the frame must rest on the top of the sliding platform and the bottom flanges must pinch all 4 sides of the test specimen The right bottom flange must be flush with the sliding platform See figure 5 Origem SAR 255 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 TOP VIEW Sin 433 mm im 254mm Zin Simm 1 8 in nme wey SDE VIEW imm Co tin 25 4 mm Stee 4 gt ate THREE O MENSIONAL VIEW E F Figure 5 3 views View or download PDF 4 Pilo
197. Maximum landing weight 4 The airplane trimmed at 1 3 Vsgowith 1 Power or thrust off and ii Power or thrust for level flight 5 The airplane trimmed at 1 3 V sgo with power or thrust off Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 7 30 FR 13117 Oct 15 1965 Amdt 25 108 67 FR 70827 Nov 26 2002 Amdt 25 115 69 FR 40527 July 2 2004 25 177 Static lateral directional stability 25 177 Estabilidade est tica l tero direcional a The static directional stability as shown by the tendency to recover from a skid with the rudder free must be positive for any landing gear and flap position and symmetric power condition at speeds from 1 13 Vsg up to Vre Viz or Vrc Mrc as appropriate for the airplane configuration b The static lateral stability as shown by the tendency to raise the low wing in a sideslip with the aileron controls free for any landing gear and flap position and symmetric power condi tion may not be negative at any airspeed ex a A estabilidade est tica direcional demons trada pela tend ncia de recupera o de uma der rapagem com o leme livre deve ser positiva para qualquer posi o de trem de pouso e flape e condi o sim trica de pot ncia em velocida des desde 1 13 Vsg at Vre Vig ou Vec Mec conforme apropriado para a configura o do avi o b A estabilidade est tica lateral demonstrada pela tend ncia de levantar a asa baixa e
198. R 6 TT 201 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 The criteria used in making the determinations required by this section are set forth in appendix D Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 3 30 FR 6067 Apr 29 1965 25 1525 Kinds of operation The kinds of operation to which the airplane is limited are established by the category in which it is eligible for certification and by the installed equipment 25 1527 Ambient air temperature and operating altitude The extremes of the ambient air temperature and operating altitude for which operation is allowed as limited by flight structural powerplant functional or equipment characteristics must be established Doc No 2000 8511 66 FR 34024 June 26 2001 25 1529 Instructions for Continued Airworthiness The applicant must prepare Instructions for Continued Airworthiness in accordance with appendix H to this part that are acceptable to the Administrator The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first airplane or issuance of a standard certificate of airworthiness whichever occurs later Amdt 25 54 45 FR 60173 Sept 11 1980 25 1531 Maneuvering flight load factors Load factor limitations not exceeding the positive limit load factors determined from the maneuvering diagram in 25 333 b must be established
199. R 55466 Dec 20 1976 25 817 Maximum number of seats abreast On airplanes having only one passenger aisle no more than three seats abreast may be placed on each side of the aisle in any one row Amdt 25 15 32 FR 13265 Sept 20 1967 25 819 Lower deck service compartments including galleys For airplanes with a service compartment located below the main deck which may be occupied during taxi or flight but not during takeoff or landing the following apply Origem SAR 6 ANAG 129 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a There must be at least two emergency evacuation routes one at each end of each lower deck service compartment or two having sufficient separation within each compartment which could be used by each occupant of the lower deck service compartment to rapidly evacuate to the main deck under normal and emergency lighting conditions The routes must provide for the evacuation of incapacitated persons with assistance The use of the evacuation routes may not be dependent on any powered device The routes must be designed to minimize the possibility of blockage which might result from fire mechanical or structural failure or persons standing on top of or against the escape routes In the event the airplane s main power system or compartment main lighting system should fail emergency illumination for each lower deck service compartment must be automatically provided b
200. There must be a means for two way voice communication between the flight deck and each lower deck service compartment which remains available following loss of normal electrical power generating system c There must be an aural emergency alarm system audible during normal and emergency conditions to enable crewmembers on the flight deck and at each required floor level emergency exit to alert occupants of each lower deck service compartment of an emergency situation d There must be a means readily detectable by occupants of each lower deck service compartment that indicates when seat belts should be fastened e If a public address system is installed in the airplane speakers must be provided in each lower deck service compartment f For each occupant permitted in a lower deck service compartment there must be a forward or aft facing seat which meets the requirements of 25 785 d and must be able to withstand maximum flight loads when occupied g For each powered lift system installed between a lower deck service compartment and the main deck for the carriage of persons or equipment or both the system must meet the following requirements 1 Each lift control switch outside the lift except emergency stop buttons must be designed to prevent the activation of the life if the lift door or the hatch required by paragraph g 3 of this section or both are open 2 An emergency stop button that when activated will immediately s
201. Vmca determined under paragraph 25 149 e 2 Vi in terms of calibrated airspeed is select ed by the applicant however V may not be less than Vgr plus the speed gained with critical engine inoperative during the time interval be tween the instant at which the critical engine is failed and the instant at which the pilot recog nizes and reacts to the engine failure as indicat ed by the pilot s initiation of the first action e g applying brakes reducing thrust deploy ing speed brakes to stop the airplane during accelerate stop tests b Vomin in terms of calibrated airspeed may not be less than 1 1 13 Vsg for 1 Two engine and three engine turbopropeller and reciprocating engine powered airplanes and ii Turbojet powered airplanes without provi sions for obtaining a significant reduction in the one engine inoperative power on stall speed 2 1 08 Vsr for 1 Turbopropeller and reciprocating engine powered airplanes with more than three engines and ii Turbojet powered airplanes with provisions for obtaining a significant reduction in the one 25 107 Velocidades de decolagem a A V deve ser estabelecida em rela o Ver como segue 1 Ver a velocidade calibrada na qual se as sume a falha do motor cr tico A Vgr deve ser selecionada pelo requerente mas n o pode ser inferior Vmcg determinada nos termos do pa r grafo 25 149 e 2 A Vi expressa em velocidade calibrada
202. a Each control system must have stops that positively limit the range of motion of each movable aerodynamic surface controlled by the system b Each stop must be located so that wear slackness or take up adjustments will not adversely affect the control characteristics of the airplane because of a change in the range of surface travel c Each stop must be able to withstand any loads corresponding to the design conditions for the control system Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55466 Dec 20 1976 25 677 Trim systems a Trim controls must be designed to prevent inadvertent or abrupt operation and to operate in the plane and with the sense of motion of the airplane b There must be means adjacent to the trim control to indicate the direction of the control movement relative to the airplane motion In addition there must be clearly visible means to indicate the position of the trim device with respect to the range of adjustment The indicator must be clearly marked with the range within which it has been demonstrated that takeoff is safe for all center of gravity positions approved for takeoff c Trim control systems must be designed to prevent creeping in flight Trim tab controls must be irreversible unless the tab is appropriately balanced and shown to be free from flutter d If an irreversible tab control system is used the part from the tab to the attachment of the irreversible un
203. a Except as provided in paragraph e of this section each forward and rear position light must as installed show unbroken light within the dihedral angles described in this section b Dihedral angle L left is formed by two intersecting vertical planes the first parallel to the longitudinal axis of the airplane and the other at 110 degrees to the left of the first as viewed when looking forward along the longitudinal axis c Dihedral angle R right is formed by two intersecting vertical planes the first parallel to the longitudinal axis of the airplane and the other at 110 degrees to the right of the first as viewed when looking forward along the longitudinal axis d Dihedral angle A aft is formed by two intersecting vertical planes making angles of 70 degrees to the right and to the left respectively to a vertical plane passing through the longitudinal axis as viewed when looking aft along the longitudinal axis e If the rear position light when mounted as far aft as practicable in accordance with 25 1385 c cannot show unbroken light within dihedral angle A as defined in paragraph d of this section a solid angle or angles of obstructed visibility totaling not more than 0 04 steradians is allowable within that dihedral angle if such solid angle is within a cone whose apex is at the rear position light and whose elements make an angle of 30 with a vertical line passing through the rear position light Doc No 5066
204. a 2 minute 6 ANAC Origem SAR 269 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 period Determine the flow rate in gallons per hour The fuel flow rate must be 6 0 0 2 gallons per hour 0 378 0 0126 L min e Calibration 1 Position the burner in front of the calorimeter so that it is centered and the vertical plane of the burner cone exit is 4 0 125 inches 102 3 mm from the calorimeter face Ensure that the horizontal centerline of the bumer cone is offset 1 inch below the horizontal centerline of the calorimeter figure 8 Without disturbing the calorimeter position rotate the burner in front of the thermocouple rake such that the middle thermocouple number 4 of 7 is centered on the burner cone r J Ta a Cl 4 e m J c c ms w I gt Zo 7 p c T e f po E los e E Mona amp o D Me a 5 t e C1 nn I T N p Y xo 55 2 P pad cs ae E 5 C c c La o c co 4 on C m e o o 2s o E Q z D M O at c1 C c o c gt j oc 5 z E A 5 amp 5 us x 3 u s c 2 T2 4 Ss Em r T ow c Q gt ec 4 o 3 O a gt gt Jem L DO A i M e T K O LL de os co 7 E ET Z gt a 7 gt c 9 9 S 7 A 2 3 se g OW e wt I 5 O d O 4 c em T z e E S q N E 5 5 e E li m o fm 5 ME E
205. a point in the takeoff at which the airplane is 1 500 feet above the takeoff surface or at which the transition from the takeoff to the en route configuration is completed and Vrro is reached whichever point is higher In addition 1 The takeoff path must be based on the procedures prescribed in 25 101 f 2 The airplane must be accelerated on the ground to V gr at which point the critical engine must be made inoperative and remain inoperative for the rest of the takeoff and 3 After reaching V gr the airplane must be accelerated to V 2 b During the acceleration to speed V 2 the nose gear may be raised off the ground at a speed not less than V g However landing gear retraction may not be begun until the airplane is airborne c During the takeoff path determination in accordance with paragraphs a and b of this section 1 The slope of the airborne part of the takeoff path must be positive at each point 2 The airplane must reach V 2before it is 35 feet above the takeoff surface and must continue at a speed as close as practical to but not less than V 2 until it is 400 feet above the takeoff surface 3 At each point along the takeoff path starting at the point at which the airplane reaches 400 feet above the takeoff surface the available gradient of climb may not be less than 1 1 2 percent for two engine airplanes 11 1 5 percent for three engine airplanes and iii 1 7 percent for four engine airplanes
206. a suitable drip pan lined with aluminum foil dull side up 2 Test Burner The burner to be used in testing must i Be a modified gun type 11 Have an 80 degree spray angle nozzle nominally rated for 2 25 gallons hour at 100 psi 111 Have a 12 inch 305 mm burner cone installed at the end of the draft tube with an opening 6 inches 152 mm high and 11 inches 280 mm wide as shown in Figure 3 and iv Have a burner fuel pressure regulator that is adjusted to deliver a nominal 2 0 gallon hour of 2 Grade kerosene or equivalent required for the test Burner models which have been used successfully in testing are the Lennox Model OB 32 Carlin Model 200 CRD and Park Model DPL 3400 FAA published reports pertinent to this type of burner are 1 Powerplant Enginering Report No 3A Standard Fire Test Apparatus and Procedure for Flexible Hose Assemblies dated March 1978 and 2 Report No DOT FAA RD 76 213 Reevaluation of Burner Characteristics for Fire Resistance Tests dated January 1977 3 Calorimeter 1 The calorimeter to be used in testing must be a 0 15 0 BTU ft sec 0 17 0 W cm calorimeter accurate 3 mounted in a 6 inch by 12 inch 152 by 305 mm by3 4 inch 19 mm thick calcium silicate insulating board which is attached to a steel angle bracket for placement in the test stand during burner calibration as shown in Figure 4 11 Because crumbling of the insulating board with service can result in misalignment of
207. able of carrying as many parallel lines of evacuees as there are required escape routes 4 The assisting means provided for each escape route leading from a Type C exit must be automatically erected within 10 seconds from the time the opening means of the exit is actuated and that provided for the escape route leading from any other exit type must be automatically erected within 10 seconds after actuation of the erection system ANAC Origem SAR 123 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 e If an integral stair is installed in a passenger entry door that is qualified as a passenger emergency exit the stair must be designed so that under the following conditions the effectiveness of passenger emergency egress will not be impaired 1 The door integral stair and operating mechanism have been subjected to the inertia forces specified in 25 561 b 3 acting separately relative to the surrounding structure 2 The airplane is in the normal ground attitude and in each of the attitudes corresponding to collapse of one or more legs of the landing gear Amdt 25 72 55 FR 29782 July 20 1990 as amended by Amdt 25 88 61 FR 57958 Nov 8 1996 62 FR 1817 Jan 13 1997 Amdt 25 114 69 FR 24502 May 3 2004 25 811 Emergency exit marking a Each passenger emergency exit its means of access and its means of opening must be conspicuously marked b The identity and location of each pas
208. able tendency to nose over in any reasonably expected operating condition or when rebound occurs during landing or takeoff In addition 1 Wheel brakes must operate smoothly and may not cause any undue tendency to nose over and 2 If a tail wheel landing gear is used it must be possible during the takeoff ground run on concrete to maintain any attitude up to thrust line level at 75 percent of V SR b For seaplanes and amphibians the most adverse water conditions safe for takeoff taxiing and landing must be established Docket No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 108 67 FR 70828 Nov 26 2002 25 233 Directional stability and control Origem SAR 6 UT 51 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a There may be no uncontrollable ground looping tendency in 90 cross winds up to a wind velocity of 20 knots or 0 2 V SRo whichever is greater except that the wind velocity need not exceed 25 knots at any speed at which the airplane may be expected to be operated on the ground This may be shown while establishing the 90 cross component of wind velocity required by 925 237 b Landplanes must be satisfactorily controllable without exceptional piloting skill or alertness in power off landings at normal landing speed without using brakes or engine power to maintain a straight path This may be shown during power off landings made in conjunction with other test
209. ach ice accretion defined in appendix C for the approach configuration s and 5 The landing ice accretion defined in appendix C for the landing and go around configuration s f The stall warning margin must be sufficient in both non icing and icing conditions to allow the pilot to prevent stalling when the pilot starts a recovery maneuver not less than one second after the onset of stall warning in slow down turns with at least 1 5 g load factor normal to the flight path and airspeed deceleration rates of at least 2 knots per second When demonstrating compliance with this paragraph for icing conditions the pilot must perform the recovery maneuver in the same way as for the airplane in non icing conditions Compliance with this requirement must be demonstrated in flight with 1 The flaps and landing gear in any normal position 2 The airplane trimmed for straight flight at a speed of 1 3 Vsr and 3 The power or thrust necessary to maintain level flight at 1 3 Vsp g Stall warning must also be provided in each abnormal configuration of the high lift devices that is likely to be used in flight following system failures including all configurations covered by Airplane Flight Manual procedures h For flight in icing conditions before the ice protection system has been activated and is performing its intended function with the ice accretion defined in appendix C part II e of this part the stall warning margin in straight and turning
210. ach recorder container must 1 Be either bright orange or bright yellow 2 Have reflective tape affixed to its external surface to facilitate its location under water and 3 Have an underwater locating device when required by the operating rules of this chapter on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact e Any novel or unique design or operational characteristics of the aircraft shall be evaluated to determine if any dedicated parameters must be recorded on flight recorders in addition to or in place of existing requirements Amdt 25 8 31 FR 127 Jan 6 1966 as amended by Amdt 25 25 35 FR 13192 Aug 19 1970 Amdt 25 37 40 FR 2577 Jan 14 1975 Amdt 25 41 42 FR 36971 July 18 1977 Amdt 25 65 53 FR 26144 July 11 1988 Amdt No 25 124 73 FR 12563 Mar 7 2008 25 1461 Equipment containing high energy rotors a Equipment containing high energy rotors must meet paragraph b c or d of this section b High energy rotors contained in equipment must be able to withstand damage caused by malfunctions vibration abnormal speeds and abnormal temperatures In addition 1 Auxiliary rotor cases must be able to contain damage caused by the failure of high energy rotor blades and 2 Equipment control devices systems and instrumentation must reasonably ensure that no operating limitations affecting the integrity of high ene
211. acidade de rolamento adequada para assegurar uma recupera o imediata de uma condi o de perturba o lateral deve estar dis pon vel em qualquer velocidade at a Vpr Mpr 5 Com o avi o compensado na Vmo Mmo a extens o dos freios aerodin micos sobre toda a gama dispon vel de movimentos dos comandos do piloto em todas as velocidades acima da Vwo Muywo mas n o t o alta que a Vpr Mpr seja excedida durante a manobra n o pode resultar em 1 Um fator de carga positivo excessivo quando o piloto n o age para neutralizar os efeitos da extens o ii Buffeting que prejudique a habilidade do piloto em ler os instrumentos ou controlar o avi o para recupera o ou Origem SAR 6 ANAC 54 300 Data da emiss o 7 de fevereiro de 2014 number is the limiting factor Mpc need not ex ceed the Mach number at which effective speed warning occurs c Maximum speed for stability characteristics in icing conditions The maxi mum speed for stability characteristics with the ice accretions defined in appendix C to this RBAC at which the requirements of paragraphs 25 143 g 25 147 f 25 175 b 1 25 177 a through c and 25 181 must be met is the low er of 1 300 knots CAS 2 Vrc or 3 A speed at which it is demonstrated that the airframe will be free of ice accretion due to the effects of increased dynamic pressure RBAC n 25 Emenda n 136 iii Um momento de arfagem a picar a menos que s
212. age of moisture is provided chafing of the tubing and excessive distortion or restriction at bends in the tubing is avoided and the materials used are durable suitable for the purpose intended and protected against corrosion and 9 ANAC Origem SAR 177 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 It is airtight except for the port into the atmosphere A proof test must be conducted to demonstrate the integrity of the static pressure system in the following manner 1 Unpressurized airplanes Evacuate the static pressure system to a pressure differential of approximately 1 inch of mercury or to a reading on the altimeter 1 000 feet above the airplane elevation at the time of the test Without additional pumping for a period of 1 minute the loss of indicated altitude must not exceed 100 feet on the altimeter i Pressurized airplanes Evacuate the static pressure system until a pressure differential equivalent to the maximum cabin pressure differential for which the airplane is type certificated is achieved Without additional pumping for a period of 1 minute the loss of indicated altitude must not exceed 2 percent of the equivalent altitude of the maximum cabin differential pressure or 100 feet whichever is greater d Each pressure altimeter must be approved and must be calibrated to indicate pressure altitude in a standard atmosphere with a minimum practicable calibration error when the corresponding
213. aight length of 25 inch 6 3 mm O D 03 inch 0 8 mm wall stainless steel tubing that is 15 75 inches 400 mm long One end of the tubing must be closed and 14 No 59 drill holes must be drilled into the tubing 50 inch 13 mm apart for gas ports all radiating in the same direction The first hole must be 50 inch 13 mm from the closed end of the tubing The tube must be positioned above the specimen holder so that the holes are placed above the specimen as shown in Figure 1B of this part IV The fuel supplied to the burner must be methane mixed with air in a ratio of approximately 50 50 by volume The total gas flow must be adjusted to produce flame lengths of 1 inch 25 mm When the gas air ratio and the flow rate are properly adjusted approximately 25 inch 6 mm of the flame length appears yellow in color c Calibration of Equipment 1 Heat Release Rate A calibration burner as shown in Figure 4 must be placed over the end of the lower pilot flame tubing using a gas tight connection The flow of gas to the pilot flame must be at least 99 percent methane and must be accurately metered Prior to usage the wet test meter must be properly leveled and filled with distilled water to the tip of the internal pointer while no gas is flowing Ambient temperature and pressure of the water are based on the internal wet test meter temperature A baseline flow rate of approximately 1 liter min must be set and increased to higher preset flows o
214. ail B i TS U S 075 it Y I9 mm i LO lt i Q5 mm Y 0 5 13 mm A E ais All Material 0 125 3 mm Thickness Except Center Vertical Former 0 250 6 mm Thick Figure Burnthrough Test Apparatus Specimen Holder View or download PDF Origem SAR 261 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Test burner The test burner must be a modified gun type such as the Park Model DPL 3400 Flame characteristics are highly dependent on actual burner setup Parameters such as fuel pressure nozzle depth stator position and intake airflow must be properly adjusted to achieve the correct flame output Insulation ES e e S wr Burner Cone Draft Tube Test Frame Jie a TERES feit 4 DO ed Figure 2 Burnthrough Test Apparatus View or download PDF 1 Nozzle A nozzle must maintain the fuel pressure to yield a nominal 6 0 gal hr 0 378 L min fuel flow A Monarch manufactured 80 PL hollow cone nozzle nominally rated at 6 0 gal hr at 100 Ib in 0 71 MPa delivers a proper spray pattern ii Fuel Rail The fuel rail must be adjusted to position the fuel nozzle at a depth of 0 3125 inch 8 mm from the end plane of the exit stator which must be mounted in the end of the draft tube iii Internal Stator The internal stator located in the middle of the draft tube must be positioned at a depth of 3 75 inches 95
215. ailure of the automatic shutoff means prescribed in paragraph b of this section d The airplane pressure fueling system not including fuel tanks and fuel tank vents must withstand an ultimate load that is 2 0 times the load arising from the maximum pressures including surge that is likely to occur during fueling The maximum surge pressure must be established with any combination of tank valves being either intentionally or inadvertently closed e The airplane defueling system not including fuel tanks and fuel tank vents must withstand an ultimate load that is 2 0 times the load arising from the maximum permissible defueling pressure positive or negative at the airplane fueling connection Amdt 25 11 32 FR 6913 May 5 1967 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 72 55 FR 29785 July 20 1990 25 981 Fuel tank ignition prevention a No ignition source may be present at each point in the fuel tank or fuel tank system where catastrophic failure could occur due to ignition of fuel or vapors This must be shown by 1 Determining the highest temperature allowing a safe margin below the lowest expected autoignition temperature of the fuel in the fuel tanks 2 Demonstrating that no temperature at each place inside each fuel tank where fuel ignition is possible will exceed the temperature determined under paragraph a 1 of this section This must be verified under all probable operating failure and malf
216. alidation test 1 The installed engine configuration for which approval is being sought must comply with 33 201 c of this chapter The test engine must be configured with a complete airplane nacelle package including engine mounted equipment except for any configuration differences necessary to accommodate test stand interfaces with the engine nacelle package At the conclusion of the test the propulsion system must be 1 Visually inspected according to the applicant s on wing inspection recommendations and limits and Origem SAR 285 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 11 Completely disassembled and the propulsion system hardware inspected to determine whether it meets the service limits specified in the Instructions for Continued Airworthiness submitted in compliance with 25 1529 2 The applicant must identify track and resolve each cause or potential cause of IFSD loss of thrust control or other power loss encountered during this inspection in accordance with the problem tracking and resolution system specified in section K25 2 2 h of this appendix e New technology testing Technology new to the applicant including substantially new manufacturing techniques must be tested to substantiate its suitability for the airplane design f APU validation test If an APU is needed to comply with this appendix one APU of the type to be certified with the airplane must be tested
217. and torque values g A list of special tools needed H25 4 Airworthiness Limitations section H25 4 Se o de Limita es de a The Instructions for Continued Aeronavegabilidade Airworthiness must contain a section titled a As Instru es de Aeronavegabilidade Airworthiness Limitations that is segregated and clearly distinguishable from the rest of the document This section must set forth 1 Each mandatory modification time replacement time structural inspection interval Continuada devem conter uma se o intitulada Limita es de Aeronavegabilidade que deve ser segregada e claramente distingu vel do resto do documento Essa se o deve ser definida para 1 Cada tempo de modifica o ou substitui o Origem SAR 6 ANAC 276 300 Data da emiss o 7 de fevereiro de 2014 approved under section 25 571 of this RBAC 2 Each mandatory replacement time inspection interval related inspection procedure and all critical design configuration control limitations approved under section 25 981 for the fuel tank system 3 Any mandatory replacement time of EWIS components as defined in section 25 1701 4 A limit of validity of the engineering data that supports the structural maintenance program LOV stated as a total number of accumulated flight cycles or flight hours or both approved under section 25 571 of this RBAC Until the full scale fatigue testing is completed and th
218. and external ambient conditions including precipitation con ditions in which the airplane is intended to be operated d Fixed markers or other guides must be installed at each pilot station to enable the pilots to position themselves in their seats for an optimum combination of outside visibility and instrument scan If lighted markers or guides are used they must comply with the requirements specified in section 25 1381 of this RBAC RBAC n 25 Emenda n 136 para prover a visibilidade requerida pelo par grafo b 1 desta se o pode causar a perda de tal visibilidade para ambos os pilotos nas condi es de precipita o especificadas 3 O primeiro piloto deve ter uma janela que 1 Possa ser aberta sob as condi es prescritas no par grafo b 1 desta se o quando a cabine n o estiver pressurizada 11 Proporcione a visibilidade especificada no par grafo b 1 desta se o e iii Proporcione prote o suficiente contra os elementos que prejudiquem a visibilidade do piloto 4 A janela pass vel de ser aberta especificada no par grafo b 3 desta se o n o precisa ser provida se for demonstrado que uma rea da superf cie transparente ser mantida clara o su ficiente para que ao menos um dos pilotos possa pousar o avi o de maneira segura no caso de 1 Qualquer falha de sistema ou combina o de falhas que n o seja extremamente improv vel de acordo com a se o 25 1309 deste RBAC
219. and moisture on material design values used in an essential component or structure must be considered where these effects are significant within the airplane operating envelope d Reserved e Greater material design values may be used if a premium selection of the material is made in which a specimen of each individual item is tested before use to determine that the actual strength properties of that particular item will equal or exceed those used in design f Other material design values may be used if approved by the Administrator Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 46 43 FR 50595 Oct 30 1978 Amdt 25 72 55 FR 29776 July 20 1990 Amdt 25 112 68 FR 46431 Aug 5 2003 25 619 Special factors The factor of safety prescribed in 25 303 must be multiplied by the highest pertinent special factor of safety prescribed in 25 621 through 25 625 for each part of the structure whose strength is a Uncertain b Likely to deteriorate in service before normal replacement or c Subject to appreciable variability because of uncertainties in manufacturing processes or inspection methods Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5674 Apr 8 1970 25 621 Casting factors a General The factors tests and inspections specified in paragraphs b through d of this section must be applied in addition to those necessary to establish foundry qualit
220. and must be designated by the applicant subject to approval by the Administrator At least one floor level exit must be used q Except as provided in paragraph c of this section all evacuees must leave the airplane by a means provided as part of the airplane s equipment r The applicant s approved procedures must be fully utilized except the flightcrew must take no active role in assisting others inside the cabin during the demonstration s The evacuation time period is completed when the last occupant has evacuated the airplane and is on the ground Provided that the acceptance rate of the stand or ramp is no greater than the acceptance rate of the means available on the airplane for descent from the wing during an actual crash situation evacuees using stands or ramps allowed by paragraph c of this appendix are considered to be on the ground when they are on the stand or ramp Amdt 25 72 55 FR 29788 July 20 1990 as amended by Amdt 25 79 Aug 26 1993 Amdt 25 117 69 FR 67499 Nov 17 2004 Appendix K to Part 25 Extended Operations ETOPS This appendix specifies airworthiness requirements for the approval of an airplane engine combination for extended operations ETOPS For two engine airplanes the applicant must comply with sections K25 1 and K25 2 of this appendix For airplanes with more than two engines the applicant must comply with sections K25 1 and K25 3 of this appendix K25 1 Design requirements K25 1 1 Par
221. and nacelle skin Fire extinguishing systems Fire extinguishing agents Extinguishing agent containers Fire extinguishing system materials Fire detector system Compliance Subpart F Equipment Function and installation Flight and navigation instruments Powerplant instruments Miscellaneous equipment Equipment systems and installations Power source capacity and distribution Electrical and electronic system lightning protection High intensity Radiated Fields HIRF Protection Instruments Installation 25 1321 25 1322 25 1323 25 1325 25 1326 25 1327 Arrangement and visibility Flightcrew alerting Airspeed indicating system Static pressure systems Pitot heat indication systems Magnetic direction indicator Origem SAR 10 300 a Anac Data da emiss o 7 de fevereiro de 2014 RBAC n 25 25 1329 25 1331 25 1333 25 1337 Emenda n 136 Flight guidance system Instruments using a power supply Instrument systems Powerplant instruments Electrical Systems and Equipment 25 1351 25 1353 25 1355 25 1357 25 1360 25 1362 25 1363 25 1365 Lights 25 1381 25 1383 25 1385 25 1387 25 1389 25 1391 25 1393 25 1395 25 1397 25 1399 25 1401 25 1403 General Electrical equipment and installations Distribution system Circuit protective devices Precautions against injury Electr
222. anks general Fuel tank tests Origem SAR 8 300 a ANAC Data da emiss o 7 de fevereiro de 2014 25 967 25 969 25 971 25 973 25 975 25 977 25 979 25 981 Fuel tank installations Fuel tank expansion space Fuel tank sump Fuel tank filler connection Fuel tank vents and carburetor vapor vents Fuel tank outlet Pressure fueling system Fuel tank ignition prevention Fuel System Components 25 991 25 993 25 994 25 995 25 997 25 999 25 1001 Fuel pumps Fuel system lines and fittings Fuel system components Fuel valves Fuel strainer or filter Fuel system drains Fuel jettisoning system Oil System 25 1011 25 1013 25 1015 25 1017 25 1019 25 1021 25 1023 25 1025 25 1027 Cooling 25 1041 25 1043 25 1045 General Oil tanks Oil tank tests Oil lines and fittings Oil strainer or filter Oil system drains Oil radiators Oil valves Propeller feathering system General Cooling tests Cooling test procedures Induction System 25 1091 25 1093 25 1101 25 1103 25 1105 25 1107 Air induction Induction system icing protection Carburetor air preheater design Induction system ducts and air duct systems Induction system screens Inter coolers and after coolers Exhaust System 25 1121 25 1123 25 1125 25 1127 General Exhaust piping Exha
223. anual AFM as limita es de peso e de centro de gravidade estabelecidas nos termos da se o 25 1519 Todas as informa es a seguir incluindo as limita es de distri bui o de peso estabelecidas na se o 25 1519 devem ser apresentadas no AFM ou em um do cumento separado de carregamento e controle de peso e balanceamento que seja incorporado ao AFM por refer ncia 1 A condi o do avi o e os itens inclu dos no peso vazio definidos de acordo com a se o 23 29 2 Instru es de carregamento necess rias para assegurar o carregamento do avi o dentro dos limites de peso e centro de gravidade e para manter o carregamento dentro destes limites du rante o voo O rigem SAR 6 ANAC 206 300 Data da emiss o 7 de fevereiro de 2014 3 If certification for more than one center of gravity range is requested the appropriate limitations with regard to weight and loading procedures for each separate center of gravity range d Flight crew The number and functions of the minimum flight crew determined under section 25 1523 must be furnished e Kinds of operation The kinds of operation approved under section 25 1525 must be fur nished f Ambient air temperatures and operating altitudes The extremes of the ambient air temperatures and operating altitudes estab lished under 25 1527 must be furnished g Reserved h Additional operating limitations The op erating limita
224. applied by the pilot through the control system 2 In determining elevator angles and chordwise load distribution in the maneuvering conditions of paragraphs b and c of this section the effect of corresponding pitching velocities must be taken into account The in trim and out of trim flight conditions specified in 25 255 must be considered b Maneuvering balanced conditions Assuming the airplane to be in equilibrium with zero pitching acceleration the maneuvering conditions A through I on the maneuvering envelope in 25 333 b must be investigated c Pitch maneuver conditions The conditions specified in paragraphs c 1 and 2 of this section must be investigated The movement of the pitch control surfaces may be adjusted to take into account limitations imposed by the maximum pilot effort specified by 25 397 b control system stops and any indirect effect imposed by limitations in the output side of the control system for example stalling torque or maximum rate obtainable by a power control system 1 Maximum pitch control displacement at V 4 The airplane is assumed to be flying in steady level flight point Aj 25 333 b and the cockpit pitch control is suddenly moved to obtain extreme nose up pitching acceleration In defining the tail load the response of the airplane must be taken into account Airplane loads that occur subsequent to the time when normal acceleration at the c g exceeds the positive limit maneuvering loa
225. apply 1 The design flap speed for each flap position established in accordance with 25 697 a must be sufficiently greater than the operating speed recommended for the corresponding stage of flight including balked landings to allow for probable variations in control of airspeed and for transition from one flap position to another 2 If an automatic flap positioning or load limiting device is used the speeds and corresponding flap positions programmed or allowed by the device may be used 3 V Fmay not be less than 1 1 6 V S with the flaps in takeoff position at maximum takeoff weight ii 1 8 V S with the flaps in approach position at maximum landing weight and iii 1 8 V Sowith the flaps in landing position at maximum landing weight f Design drag device speeds V DD The selected design speed for each drag device must be sufficiently greater than the speed recommended for the operation of the device to allow for probable variations in speed control For drag devices intended for use in high speed descents V DDmay not be less than V D When an automatic drag device positioning or load limiting means is used the speeds and corresponding drag device positions programmed or allowed by the automatic means must be used for design Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 86 61 FR 5220 Feb 9 1996 Amdt 25 91 62 FR 40704 July 29 1997 25 337 Limit mane
226. aragraph b of this section f Lateral control all engines operating With the engines operating roll response must allow normal maneuvers such as recovery from upsets produced by gusts and the initiation of evasive maneuvers There must be enough excess lateral control in sideslips up to sideslip angles that might be required in normal operation to allow a limited amount of maneuvering and to correct for gusts Lateral control must be enough at any speed up to V FC M FCto provide a peak roll rate necessary for safety without excessive control forces or travel Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 42 43 FR 2321 Jan 16 1978 Amdt 25 72 55 FR 29774 July 20 1990 Amdt 25 108 67 FR 70827 Nov 26 2002 Amdt 25 115 69 FR 40527 July 2 2004 25 149 Minimum control speed a In establishing the minimum control speeds required by this section the method used to simulate critical engine failure must represent the most critical mode of powerplant failure with respect to controllability expected in service b Vac is the calibrated airspeed at which when the critical engine is suddenly made inoperative it is possible to maintain control of the airplane with that engine still inoperative and maintain straight flight with an angle of bank of not more than 5 degrees c Vmc may not exceed 1 13 V sgwith 1 Maximum available takeoff power or thrust on the engines 2 The most unfavorable cente
227. ard 3 The combination of vertical and drag components considered to be acting at the main wheel axle centerline b For the tail down landing condition for airplanes with tail wheels the main and tail wheels are assumed to contact the ground simultaneously in accordance with figure 3 of appendix A Ground reaction conditions on the tail wheel are assumed to act 1 Vertically and 2 Up and aft through the axle at 45 degrees to the ground line c For the tail down landing condition for airplanes with nose wheels the airplane is assumed to be at an attitude corresponding to either the stalling angle or the maximum angle allowing clearance with the ground by each part of the airplane other than the main wheels in accordance with figure 3 of appendix A whichever is less Docket No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 91 62 FR 40705 July 29 1997 Amdt 25 94 63 FR 8848 Feb 23 1998 25 483 One gear landing conditions For the one gear landing conditions the airplane is assumed to be in the level attitude and to contact the ground on one main landing gear in accordance with Figure 4 of Appendix A of this part In this attitude a The ground reactions must be the same as those obtained on that side under 25 479 d 1 and b Each unbalanced external load must be reacted by airplane inertia in a rational or conservative manner Docket No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 91
228. ard by shifting under the appropriate maximum load factors corresponding to the specified flight and ground load conditions and to the emergency landing conditions of 25 561 b b Each interphone restraint system must be designed so that when subjected to the load factors specified in 25 561 b 3 the interphone will remain in its stowed position ANAC Origem SAR 115 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Amdt 25 32 37 FR 3969 Feb 24 1972 as amended by Amdt 25 46 43 FR 50596 Oct 30 1978 25 791 Passenger information signs and placards a If smoking is to be prohibited there must be at least one placard so stating that is legible to each person seated in the cabin If smoking is to be allowed and if the crew compartment is separated from the passenger compartment there must be at least one sign notifying when smoking is prohibited Signs which notify when smoking is prohibited must be operable by a member of the flightcrew and when illuminated must be legible under all probable conditions of cabin illumination to each person seated in the cabin b Signs that notify when seat belts should be fastened and that are installed to comply with the operating rules of this chapter must be operable by a member of the flightcrew and when illuminated must be legible under all probable conditions of cabin illumination to each person seated in the cabin c A placard must be located
229. at 2 There must be a flight crew warning light which illuminates when power is on in the airplane and the emergency lighting control device is not armed 3 The cockpit control device must have an on off and armed position so that when armed in the cockpit or turned on at either the cockpit or flight attendant station the lights will either light or remain lighted upon interruption except an interruption caused by a transverse vertical separation of the fuselage during crash landing of the airplane s normal electric power There must be a means to safeguard against inadvertent operation of the control device from the armed or on positions g Exterior emergency lighting must be provided as follows 1 At each overwing emergency exit the illumination must be i Not less than 0 03 foot candle measured normal to the direction of the incident light on a 2 square foot area where an evacuee is likely to make his first step outside the cabin 11 Not less than 0 05 foot candle measured normal to the direction of the incident light for a minimum width of 42 inches for a Type A overwing emergency exit and two feet for all other overwing emergency exits along the 30 percent of the slip resistant portion of the escape route required in 25 810 c that is farthest from the exit and 111 Not less than 0 03 foot candle on the ground surface with the landing gear extended measured normal to the direction of the in
230. at could cause wear of the liner unless i Provisions are made for protection of the liner at these points or ii The construction of the liner itself provides that protection b Spaces adjacent to tank surfaces must be ventilated to avoid fume accumulation due to minor leakage If the tank is in a sealed compartment ventilation may be limited to drain holes large enough to prevent excessive pressure resulting from altitude changes c The location of each tank must meet the requirements of 25 1185 a d No engine nacelle skin immediately behind a major air outlet from the engine compartment may act as the wall of an integral tank e Each fuel tank must be isolated from personnel compartments by a fumeproof and fuelproof enclosure 25 969 Fuel tank expansion space Each fuel tank must have an expansion space of not less than 2 percent of the tank capacity It must be impossible to fill the expansion space inadvertently with the airplane in the normal ground attitude For pressure fueling systems compliance with this section may be shown with the means provided to comply with 25 979 b Amdt 25 11 32 FR 6913 May 5 1967 25 971 Fuel tank sump a Each fuel tank must have a sump with an effective capacity in the normal ground attitude of not less than the greater of 0 10 percent of the tank capacity or one sixteenth of a gallon unless operating limitations are established to ensure that the accumulation of water
231. at system or systems and must be considered in showing compliance with the applicable requirements for that system 1 25 773 b 2 Pilot compartment view 2 25 981 Fuel tank ignition prevention 3 25 1165 Engine ignition systems 4 25 1310 Power source capacity and distribution 5 25 1316 System lightning protection 6 25 1331 a 2 Instruments using a power supply ANAC Origem SAR 209 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 7 25 1351 General 8 25 1355 Distribution system 9 25 1360 Precautions against injury 10 25 1362 Electrical supplies for emergency conditions 11 25 1365 Electrical appliances motors and transformers 12 25 1431 c and d Electronic equipment 25 1707 System separation EWIS a Each EWIS must be designed and installed with adequate physical separation from other EWIS and airplane systems so that an EWIS component failure will not create a hazardous condition Unless otherwise stated for the purposes of this section adequate physical separation must be achieved by separation distance or by a barrier that provides protection equivalent to that separation distance b Each EWIS must be designed and installed so that any electrical interference likely to be present in the airplane will not result in hazardous effects upon the airplane or its systems c Wires and cables carrying heavy current and their associated
232. at which the airplane is accelerated in level flight Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 92 63 FR 8320 Feb 18 1998 25 117 Climb general Compliance with the requirements of 25 119 and 25 121 must be shown at each weight altitude and ambient temperature within the operational limits established for the airplane and with the most unfavorable center of gravity for each configuration 25 119 Landing climb All engines operating In the landing configuration the steady gradient of climb may not be less than 3 2 percent with the engines at the power or thrust that is available 8 seconds after initiation of movement of the power or thrust controls from the minimum flight idle to the go around power or thrust setting a In non icing conditions with a climb speed of Vrer determined in accordance with 25 125 b 2 1 and b In icing conditions with the landing ice accretion defined in appendix C and with a climb speed of Vrgrdetermined in accordance with 25 125 b 2 11 Amdt 25 121 72 FR 44666 Aug 8 2007 25 121 Climb One engine inoperative a Takeoff landing gear extended In the critical takeoff configuration existing along the flight path between the points at which the airplane reaches V ror and at which the landing gear is fully retracted and in the configuration used in 25 111 but without ground effect the steady gradient of climb must be positive for two engine air
233. ative condi tion 2 For any given set of conditions such as weight configuration and temperature a sin gle value of Vg obtained in accordance with this paragraph must be used to show compli RBAC n 25 Emenda n 136 com provis es para a obten o de uma redu o significativa na velocidade de estol com pot n cia aplicada e com um motor inoperante e 3 1 10 vezes a Voc estabelecida nos termos da se o 25 149 c A V2 em termos de velocidade calibrada deve ser selecionada pelo requerente para pro ver ao menos o gradiente de subida requerido pelo par grafo 25 121 b mas n o pode ser in ferior a 1 A Vamm 2 A soma da Vg com o acr scimo de velocida de obtido de acordo com o par grafo 25 11 1 c 2 antes de atingir a altura de 35 p s 10 67 m acima da superf cie de decolagem e 3 Uma velocidade que prov a capacidade de manobra especificada no par grafo 25 143 h d Vmu a velocidade calibrada na qual e aci ma da qual o avi o pode levantar se do solo com seguran a e continuar a decolagem Velo cidades Vu devem ser selecionadas pelo reque rente para toda a gama de raz es empuxo peso a ser certificada Estas velocidades podem ser estabelecidas a partir de dados obtidos em voo se estes dados forem confirmados por ensaios de decolagem no solo e A Vr expressa em velocidade calibrada deve ser selecionada de acordo com as condi es dos par grafos e 1 a 4 desta se
234. ative for this fraction of the flight time When a stability augmentation system is included in the analysis the effect of system nonlinearities on loads at the limit load level must be conservatively accounted for d Supplementary design envelope analysis In addition to the limit loads defined by paragraph c of this appendix limit loads must also be determined in accordance with paragraph b of this appendix except that Origem SAR 273 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 In paragraph b 3 1 of this appendix the value of Uo 85 fps true gust velocity is replaced by Uo 60 fps true gust velocity on the interval O to 30 000 ft altitude and is linearly decreased to 25 fps true gust velocity at 80 000 ft altitude and 2 In paragraph b of this appendix the reference to paragraphs b 3 1 through b 3 iii of this appendix is to be understood as referring to the paragraph as modified by paragraph d 1 y AED P VALUES rinnr o View or download PDF Origem SAR 274 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 by AND bz FALUES a M fci POULT View or download PDF Amdt 25 54 45 FR 60173 Sept 11 1980 Appendix H to Part 25 Instructions for Continued Airworthiness H25 1 General a This appendix specifies requirements for preparation of Instructions for Continued Airworthiness as required
235. avatory Oxygen Systems The requirements of RBAC E n 111 also apply to this RBAC Subparte I Regulamentos Brasileiros da Aviac o Civil Especiais 25 1801 RBAC E n 111 Sistemas de Oxig nio dos Lavat rios Os requisitos do RBAC E n 111 tamb m s o aplic veis a este RBAC Origem SAR 6 ANAC 214 300 RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 Appendix A to Part 25 dAl Wash 3504 _ 3dA 1334 11 CYP MOT8GATRTD 7822 irpo opzugt 1 TAAA wv xipesddy dod ba g View or download PDF 215 300 6 ANAC Origem SAR RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 ada 144 M 45H FAAL 33H NY yem Vio C325 H mz SM CIH adi x Vergi BU imi Sch 5n I5 ok Dys Us NM 224 3700 Cf F 8 M La o 4 ET A ezz I TUS Ay alo f 3 F5 i Ion uj lo ML ndm Lo ed gt Virada HM SUP TST GA 0p TTR L SED II SUTPUSI TFT XWDDLI SUA CEI 3524 3441 133HM UYL 71UoJ uut Na Me z0 MINS Caters av Ma RT ER rog Ap ai DE Ny a 0000 my mis r t c dem 7 7 E br m E m a t 7 is A T amp 7 d gt gt Lr o 115401 M P gt iid Le Diei A xu View or download PDF 216 300 6 ANAC Origem SAR Data da emiss o 7 de fevereiro de 2014 THF ARM ANTIKTRT CALA REQUIRED JO 3 sh THF FXTERHAL FORCES Ho fil
236. be established as operating limitations 25 1521 Powerplant limitations a General The powerplant limitations prescribed in this section must be established so that they do not exceed the corresponding limits for which the engines or propellers are type certificated and do not exceed the values on which compliance with any other requirement of this part is based b Reciprocating engine installations Operating limitations relating to the following must be established for reciprocating engine installations 1 Horsepower or torque r p m manifold pressure and time at critical pressure altitude and sea level pressure altitude for 1 Maximum continuous power relating to unsupercharged operation or to operation in each supercharger mode as applicable and ii Takeoff power relating to unsupercharged operation or to operation in each supercharger mode as applicable 2 Fuel grade or specification 3 Cylinder head and oil temperatures 4 Any other parameter for which a limitation has been established as part of the engine type certificate except that a limitation need not be established for a parameter that cannot be exceeded during normal operation due to the design of the installation or to another established limitation c Turbine engine installations Operating limitations relating to the following must be established for turbine engine installations 1 Horsepower torque or thrust r p m gas temperature and time for
237. be used so as to cause excessive wear of brakes or tires and 3 Means other than wheel brakes may be used if that means i Is safe and reliable 11 Is used so that consistent results can be expected in service and iii Is such that exceptional skill is not required to control the airplane d For seaplanes and amphibians the landing distance on water must be determined on smooth water e For skiplanes the landing distance on snow must be determined on smooth dry snow f The landing distance data must include correction factors for not more than 50 percent of the nominal wind components along the landing path opposite to the direction of landing and not less than 150 percent of the nominal wind components along the landing path in the direction of landing g If any device is used that depends on the operation of any engine and if the landing distance would be noticeably increased when a landing is made with that engine inoperative the landing distance must be determined with that engine inoperative unless the use of compensating means will result in a landing distance not more than that with each engine operating Amdt 25 121 72 FR 44666 Aug 8 2007 72 FR 50467 Aug 31 2007 25 129 Controllability and Maneuverability 25 143 General a The airplane must be safely controllable and maneuverable during 1 Takeoff 2 Climb 3 Level flight 4 Descent and 5 Landing b It must be possibl
238. bed symmetrical conditions and those on the other side are carrying not more than 80 percent of that load d The interconnection must be designed for the loads resulting when interconnected flap or slat surfaces on one side of the plane of symmetry are jammed and immovable while the surfaces on the other side are free to move and the full power of the surface actuating system is applied Amdt 25 72 55 FR 29777 July 20 1990 25 703 Takeoff warning system Origem SAR 99 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 A takeoff warning system must be installed and must meet the following requirements a The system must provide to the pilots an aural warning that is automatically activated during the initial portion of the takeoff roll if the airplane is in a configuration including any of the following that would not allow a safe takeoff 1 The wing flaps or leading edge devices are not within the approved range of takeoff positions 2 Wing spoilers except lateral control spoilers meeting the requirements of 25 671 speed brakes or longitudinal trim devices are in a position that would not allow a safe takeoff b The warning required by paragraph a of this section must continue until 1 The configuration is changed to allow a safe takeoff 2 Action is taken by the pilot to terminate the takeoff roll 3 Theairplaneisrotatedfor takeoff or 4 The warning is manually deac
239. before activation and effective operation of the ice protection system in continuous maximum atmospheric icing conditions This ice accretion only applies in showing compliance to 825 143 j and 25 207 h Doc No 4080 29 FR 17955 Dec 18 1964 as amended by Amdt 25 121 72 FR 44669 Aug 8 2007 72 FR 50467 Aug 31 2007 Amdt 25 129 74 FR 38340 Aug 3 2009 Appendix D to Part 25 Criteria for determining minimum flight crew The following are considered by the Agency in determining the minimum flight crew under 25 1523 a Basic workload functions The following basic workload functions are considered 1 Flight path control 2 Collision avoidance 3 Navigation 4 Communications 5 Operation and monitoring of aircraft engines and systems 6 Command decisions b Workload factors The following workload factors are considered significant when analyzing and demonstrating workload for minimum flight crew determination 1 The accessibility ease and simplicity of operation of all necessary flight power and equipment controls including emergency fuel shutoff valves electrical controls electronic controls pressurization system controls and engine controls Origem SAR 226 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 The accessibility and conspicuity of all necessary instruments and failure warning devices such as fire warning electrical system malfunction a
240. ber d For each seat berth safety belt and harness the fitting factor specified in 25 785 f 3 applies Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5674 Apr 8 1970 Amdt 25 72 55 FR 29776 July 20 1990 25 629 Aeroelastic stability requirements a General The aeroelastic stability evaluations required under this section include flutter divergence control reversal and any undue loss of stability and control as a result of structural deformation The aeroelastic evaluation must include whirl modes associated with any propeller or rotating device that contributes significant dynamic forces Compliance with this section must be shown by analyses wind tunnel tests ground vibration tests flight tests or other means found necessary by the Administrator b Aeroelastic stability envelopes The airplane must be designed to be free from aeroelastic instability for all configurations and design conditions within the aeroelastic stability envelopes as follows 1 For normal conditions without failures malfunctions or adverse conditions all combinations of altitudes and speeds encompassed by the Vp Mpversus altitude envelope enlarged at all points by an increase of 15 percent in equivalent airspeed at both constant Mach number and constant altitude In addition a proper margin of stability must exist at all speeds up to Vp Mpand there must be no large and rapid reduction in stability as Vp Mpis appr
241. bolted to the test frame formers vertical such that the expansion of the stringers will not cause the entire structure to warp Use the mounting frame for mounting the two insulation blanket test specimens as shown in figure 2 5 Backface calorimeters Mount two total heat flux Gardon type calorimeters behind the insulation test specimens on the back side cold area of the test specimen mounting frame as shown in figure 6 Position the calorimeters along the same plane as the burner cone centerline at a distance of 4 inches 102 mm from the vertical centerline of the test frame Calorimeter Burner Cone o CA VL ap Draft Tube Figure 6 Position of Backface Calorimeters Relative to Test Specimen Frame View or download PDF Origem SAR 267 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The calorimeters must be a total heat flux foil type Gardon Gage of an appropriate range such as 0 5 Btu ft sec 0 5 7 W cm accurate to 3 of the indicated reading The heat flux calibration method must comply with paragraph VI b 7 of this appendix 6 Instrumentation Provide a recording potentiometer or other suitable calibrated instrument with an appropriate range to measure and record the outputs of the calorimeter and the thermocouples 7 Timing device Provide a stopwatch or other device accurate to 1 to measure the time of application of the burner flame and burnthroug
242. bration and inertia loads to which it would be subjected in operation and c Piping connected to components between which relative motion could exist must have means for flexibility Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15044 Mar 17 1977 25 1125 Exhaust heat exchangers For reciprocating engine powered airplanes the following apply a Each exhaust heat exchanger must be constructed and installed to withstand each vibration inertia and other load to which it would be subjected in operation In addition 1 Each exchanger must be suitable for continued operation at high temperatures and resistant to corrosion from exhaust gases 2 There must be means for the inspection of the critical parts of each exchanger 3 Each exchanger must have cooling provisions wherever it is subject to contact with exhaust gases and 4 No exhaust heat exchanger or muff may have any stagnant areas or liquid traps that would increase the probability of ignition of flammable fluids or vapors that might be present in case of the failure or malfunction of components carrying flammable fluids b If an exhaust heat exchanger is used for heating ventilating air 1 There must be a secondary heat exchanger between the primary exhaust gas heat exchanger and the ventilating air system or 2 Other means must be used to preclude the harmful contamination of the ventilating air Doc No 5066 29 FR 18291 De
243. by 25 1529 25 1729 and applicable provisions of parts 21 and 26 of this chapter b The Instructions for Continued Airworthiness for each airplane must include the Instructions for Continued Airworthiness for each engine and propeller hereinafter designated products for each appliance required by this chapter and any required information relating to the interface of those appliances and products with the airplane If Instructions for Continued Airworthiness are not supplied by the manufacturer of an appliance or product installed in the airplane the Instructions for Continued Airworthiness for the airplane must include the information essential to the continued airworthiness of the airplane c The applicant must submit to the FAA a program to show how changes to the Instructions for Continued Airworthiness made by the applicant or by the manufacturers or products and appliances installed in the airplane will be distributed H25 2 Format a The Instructions for Continued Airworthiness must be in the form of a manual or manuals as appropriate for the quantity of data to be provided b The format of the manual or manuals must provide for a practical arrangement Origem SAR 275 300 6 ANAC RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 H25 3 Content The contents of the manual or manuals must be prepared in the English language The Instructions for Continued Airworthiness must contain the following
244. c 24 1964 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 25 1127 Exhaust driven turbo superchargers a Each exhaust driven turbo supercharger must be approved or shown to be suitable for the particular application It must be installed and supported to ensure safe operation between normal inspections and overhauls In addition there must be provisions for expansion and flexibility between exhaust conduits and the turbine b There must be provisions for lubricating the turbine and for cooling turbine parts where temperatures are critical c If the normal turbo supercharger control system malfunctions the turbine speed may not exceed its maximum allowable value Except for the waste gate operating components the components ANAC 161 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 provided for meeting this requirement must be independent of the normal turbo supercharger controls Powerplant Controls and Accessories 25 1141 Powerplant controls general Each powerplant control must be located arranged and designed under 25 777 through 25 781 and marked under 25 1555 In addition it must meet the following requirements a Each control must be located so that it cannot be inadvertently operated by persons entering leaving or moving normally in the cockpit b Each flexible control must be approved or must be shown to be suitable for the particular application
245. cabin and cargo compartment beyond which only one half the sphere is applied 11 Where compliance with paragraph c 2 1 of this section is impracticable other design precautions must be taken to maximize the survivability of those systems 3 Interior design to facilitate searches Design features must be incorporated that will deter concealment or promote discovery of weapons explosives or other objects from a simple inspection in the following areas of the airplane cabin 1 Areas above the overhead bins must be designed to prevent objects from being hidden from view in a simple search from the aisle Designs that prevent concealment of objects with volumes 20 cubic inches and greater satisfy this requirement ii Toilets must be designed to prevent the passage of solid objects greater than 2 0 inches in diameter 111 Life preservers or their storage locations must be designed so that tampering is evident d Exceptions Airplanes used solely to transport cargo only need to meet the requirements of paragraphs b 1 b 3 and c 2 of this section e Material Incorporated by Reference You must use National Institute of Justice NIJ Standard 0101 04 Ballistic Resistance of Personal Body Armor June 2001 Revision A to establish ballistic resistance as required by paragraph b 3 of this section 1 The Director of the Federal Register approved the incorporation by reference of this document under 5 U S C 552 a and 1 CFR
246. ceptional attention on the part of the pilot is not required to return to and maintain the desired trim speed and altitude Amdt 25 7 30 FR 13117 Oct 15 1965 25 175 Demonstration of static longitudinal stability Static longitudinal stability must be shown as follows a Climb The stick force curve must have a stable slope at speeds between 85 and 115 percent of the speed at which the airplane 1 Is trimmed with 1 Wing flaps retracted ii Landing gear retracted iii Maximum takeoff weight and iv 75 percent of maximum continuous power for reciprocating engines or the maximum power or thrust selected by the applicant as an operating limitation for use during climb for turbine engines and 2 Is trimmed at the speed for best rate of climb except that the speed need not be less than 1 3 Vsri b Cruise Static longitudinal stability must be shown in the cruise condition as follows 1 With the landing gear retracted at high speed the stick force curve must have a stable slope at all speeds within a range which is the greater of 15 percent of the trim speed plus the resulting free return speed range or 50 knots plus the resulting free return speed range above and below the trim speed except that the speed range need not include speeds less than 1 3 V sri nor speeds greater than V rc M rc nor speeds that require a stick force of more than 50 pounds with 1 The wing flaps retracted ii The center
247. certificate in the transport category 1f the applicant complies with all applicable provisions of this SFAR Operations 2 General a The passenger capacity may not exceed 60 If more than 60 passenger seats are installed then 1 If the extra seats are not suitable for occupancy during taxi takeoff and landing each extra seat must be clearly marked e g a placard on the top of an armrest or a placard sewn into the top of the back cushion that the seat is not to be occupied during taxi takeoff and landing 2 If the extra seats are suitable for occupancy during taxi takeoff and landing i e meet all the strength and passenger injury criteria in part 25 then a note must be included in the Limitations Section of the Airplane Flight Manual that there are extra seats installed but that the number of pas sengers on the airplane must not exceed 60 Additionally there must be a placard installed adjacent to each door that can be used as a passenger boarding door that states that the maximum passenger capacity is 60 The placard must be clearly legible to passengers entering the airplane b For airplanes outfitted with interior doors under paragraph 10 of this SFAR the airplane flight manual AFM must include an appropriate limitation that the airplane must be staffed with at least the following number of flight attendants who meet the requirements of 14 CFR 91 533 b 1 The number of flight attendants required by 91 533 a 1 an
248. ches 51 mm below the radiant panel The use of other thermocouples is optional 6 Calorimeter The calorimeter must be a one inch cylindrical water cooled total heat flux density foil type Gardon Gage that has a range of 0 to 5 BTU f second 0 to 5 7 Watts cm 7 Calorimeter calibration specification and procedure 1 Calorimeter specification A Foil diameter must be 0 25 40 005 inches 6 35 0 13 mm B Foil thickness must be 0 0005 20 0001 inches 0 013 0 0025 mm C Foil material must be thermocouple grade Constantan D Temperature measurement must be a Copper Constantan thermocouple E The copper center wire diameter must be 0 0005 inches 0 013 mm F The entire face of the calorimeter must be lightly coated with Black Velvet paint having an emissivity of 96 or greater i1 Calorimeter calibration A The calibration method must be by comparison to a like standardized transducer B The standardized transducer must meet the specifications given in paragraph VI b 6 of this appendix C Calibrate the standard transducer against a primary standard traceable to the National Institute of Standards and Technology NIST D The method of transfer must be a heated graphite plate E The graphite plate must be electrically heated have a clear surface area on each side of the plate of at least 2 by 2 inches 51 by 51 mm and bel 8inch 1 16inch thick 3 2 1 6 mm F Center the 2 transducers on oppo
249. cial tools ANAC Origem SAR 19 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 11 Width of Aisle Compliance is required with 25 815 except that aisle width may be reduced to O inches between passenger seats during in flight operations only provided that the applicant demonstrates that all areas of the cabin are easily accessible by a crew member in the event of an emergency e g in flight fire decompression Additionally instructions must be provided at each passenger seat for restoring the aisle width required by 25 815 Procedures must be established and documented in the AFM to ensure that the required aisle widths are provided during taxi takeoff and landing 12 Materials for Compartment Interiors Compliance is required with the applicable provisions of 25 853 except that compliance with appendix F parts IV and V to part 25 need not be demon strated if it can be shown by test or a combination of test and analysis that the maximum time for evacuation of all occupants does not exceed 45 seconds under the conditions specified in appendix J to part 25 13 Fire Detection For airplanes with a type certificated passenger capacity of 20 or more there must be means that meet the requirements of 25 858 a through d to signal the flightcrew in the event of a fire in any isolated room not occupiable for taxi takeoff and landing which can be closed off from the rest of the cabin by a door The
250. cident light where an evacuee using the established escape route would normally make first contact with the ground 2 At each non overwing emergency exit not required by 25 810 a to have descent assist means the illumination must be not less than 0 03 foot candle measured normal to the direction of the incident light on the ground surface with the landing gear extended where an evacuee is likely to make first contact with the ground outside the cabin h The means required in 25 810 a 1 and d to assist the occupants in descending to the ground must be illuminated so that the erected assist means is visible from the airplane 1 If the assist means is illuminated by exterior emergency lighting it must provide illumination of not less than 0 03 foot candle measured normal to the direction of the incident light at the ground end of the erected assist means where an evacuee using the established escape route would normally make first contact with the ground with the airplane in each of the attitudes corresponding to the collapse of one or more legs of the landing gear Origem SAR 126 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 If the emergency lighting subsystem illuminating the assist means serves no other assist means is independent of the airplane s main emergency lighting system and is automatically activated when the assist means is erected the lighting provisions 1 May not be
251. citated Doc No 24344 55 FR 29777 July 20 1990 as amended by Amdt 25 106 67 FR 2127 Jan 15 2002 25 773 Pilot compartment view a Nonprecipitation conditions For nonprecipi tation conditions the following apply 1 Each pilot compartment must be arranged to give the pilots a sufficiently extensive clear and undistorted view to enable them to safely perform any maneuvers within the operating limitations of the airplane including taxiing takeoff approach and landing 2 Each pilot compartment must be free of glare and reflection that could interfere with the normal duties of the minimum flight crew es tablished under section 25 1523 of this RBAC This must be shown in day and night flight tests under nonprecipitation conditions b Precipitation conditions For precipitation conditions the following apply 1 The airplane must have a means to maintain a clear portion of the windshield during precipi tation conditions sufficient for both pilots to have a sufficiently extensive view along the flight path in normal flight attitudes of the air plane This means must be designed to function without continuous attention on the part of the crew in 1 Heavy rain at speeds up to 1 5 Vsri with lift and drag devices retracted and 11 The icing conditions specified in section 25 1419 of this RBAC if certification for flight in icing conditions is requested 2 No single failure of the systems
252. colagem correspondente a um motor inoperante usando a Vg estabelecida As dist ncias de decolagem devem ser determina das de acordo com o par grafo 25 113 a 1 4 Varia es razoavelmente esperadas em ser vi o aos procedimentos de decolagem estabele cidos para a opera o do avi o tais como rota o tardia do avi o e compensa o errada n o podem resultar em caracter sticas inseguras de voo ou em aumentos not veis nas dist ncias de decolagem previstas estabelecidas de acordo com o par grafo 25 113 a f Vior a velocidade calibrada na qual o avi o come a a voar g A Vrro expressa em velocidade calibrada deve ser selecionada pelo requerente de forma a prover ao menos o gradiente de subida requeri do pelo par grafo 25 121 c mas n o pode ser inferior a 1 1 18 Vg e 2 Uma velocidade que prov a capacidade de manobras especificada no par grafo 25 143 h h Na determina o das velocidades de decolagem V1 Vg e V2 para voo em condi es de forma o de gelo os valores de Vucc Vac e Vmu determinados em condi es sem forma o de gelo podem ser usados Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55466 Dec 20 1976 Amdt 25 42 43 FR 2320 Jan 16 1978 Amdt 25 92 63 FR 8318 Feb 18 1998 Amdt 25 94 63 FR 8848 Feb 23 1998 Amdt 25 108 67 FR 70826 Nov 26 2002 Amdt 25 121 72 FR 44665 Aug 8 2007 Amdt 25 135 76 FR 74654 Dec 1 2011
253. condition In addition 1 Each vent must be arranged to avoid stoppage by dirt or ice formation 2 The vent arrangement must prevent siphoning of fuel during normal operation 3 The venting capacity and vent pressure levels must maintain acceptable differences of pressure between the interior and exterior of the tank during 1 Normal flight operation 11 Maximum rate of ascent and descent and 111 Refueling and defueling where applicable 4 Airspaces of tanks with interconnected outlets must be interconnected 5 There may be no point in any vent line where moisture can accumulate with the airplane in the ground attitude or the level flight attitude unless drainage is provided and 6 No vent or drainage provision may end at any point 1 Where the discharge of fuel from the vent outlet would constitute a fire hazard or 11 From which fumes could enter personnel compartments b Carburetor vapor vents Each carburetor with vapor elimination connections must have a vent line to lead vapors back to one of the fuel tanks In addition 1 Each vent system must have means to avoid stoppage by ice and 2 If there is more than one fuel tank and it is necessary to use the tanks in a definite sequence each vapor vent return line must lead back to the fuel tank used for takeoff and landing 25 977 Fuel tank outlet a There must be a fuel strainer for the fuel tank outlet or for the booster pump This straine
254. condition that would result from the collapse of one or more legs of the landing gear an increase in the passenger seating configuration is permitted as follows 1 For a ventral exit 12 additional passenger seats ii For a tailcone exit incorporating a floor level opening of not less than 20 inches wide by 60 inches high with corner radii not greater than seven inches in the pressure shell and incorporating an approved assist means in accordance with 25 810 a 25 additional passenger seats iii For a tailcone exit incorporating an opening in the pressure shell which is at least equivalent to a Type III emergency exit with respect to dimensions step up and step down distance and with the top of the opening not less than 56 inches from the passenger compartment floor 15 additional passenger seats h Other exits The following exits also must meet the applicable emergency exit requirements of 25 809 through 25 812 and must be readily accessible 1 Each emergency exit in the passenger compartment in excess of the minimum number of required emergency exits Origem SAR 120 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Any other floor level door or exit that is accessible from the passenger compartment and is as large or larger than a Type Il exit but less than 46 inches wide 3 Any other ventral or tail cone passenger exit 1 Ditching emergency exits for passengers Whether or
255. cor dever ser demonstrado o cumprimento com as rected for the difference between the height at se es 25 671 e 25 672 which the wind velocity is measured and the 10 f Ao cumprir os requisitos do par grafo meter height 25 105 d e das se es 25 125 25 233 e g The requirements of this subpart associated 25 237 a velocidade do vento deve ser medida with icing conditions apply only 1f the applicant a uma altura de 10 metros acima da superf cie is seeking certification for flight in icing condi ou corrigida para a diferen a entre a altura em tions que a velocidade do vento medida e a altura 1 Each requirement of this subpart except par de 10 metros agraphs 25 121 a 25 123 c 25 143 b 1 g Os requisitos desta subparte associados and b 2 section 25 149 paragraph com condi es de gelo s o aplic veis somente 25 201 c 2 25 207 c and d section 25 239 se o requerente estiver solicitando a certifica and paragraphs 25 251 b through e must be o para voar em condi es de gelo met in icing conditions Paragraphs 25 207 c 1 Cada requisito desta subparte exceto os and d must be met in the landing configuration par grafos 25 121 a 25 123 c 25 143 b 1 e in icing conditions but need not be met for other b 2 a se o 25 149 os par grafos configurations Compliance must be shown us 25 201 c 2 25 207 c e d a se o 25 239 e ing the ice accretions defined in app
256. cordance with the requirements of 25 1189 25 1729 Instructions for Continued Airworthiness EWIS The applicant must prepare Instructions for Continued Airworthiness applicable to EWIS in accordance with Appendix H sections H25 4 and H25 5 to this part that are approved by the FAA ANAC Origem SAR 212 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 1731 Powerplant and APU fire detector system EWIS a EWIS that are part of each fire or overheat detector system in a fire zone must be fire resistant b No EWIS component of any fire or overheat detector system for any fire zone may pass through another fire zone unless 1 It is protected against the possibility of false warnings resulting from fires in zones through which it passes or 2 Each zone involved is simultaneously protected by the same detector and extinguishing system c EWIS that are part of each fire or overheat detector system in a fire zone must meet the requirements of 25 1203 25 1733 Fire detector systems general EWIS EWIS associated with any installed fire protection system including those required by 25 854 and 25 858 must be considered an integral part of the system in showing compliance with the applicable requirements for that system Origem SAR 213 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Subpart I Special RBAC 25 1801 RBAC E n 111 L
257. cr ratio of root mean square incremental load root mean square gust velocity must be determined by dynamic analysis The power spectral density of the atmospheric turbulence must be as given by the equation 1 5 133910 g Qh o Lix 1 1 339L0 where p power spectral density ft sec rad ft o root mean square gust velocity ft sec Q reduced frequency radians per foot L 2 500 ft 3 The limit loads must be obtained by multiplying the amp Amacr values determined by the dynamic analysis by the following values of the gust velocity Uo 1 At speed Vc Uo 85 fps true gust velocity in the interval O to 30 000 ft altitude and is linearly decreased to 30 fps true gust velocity at 80 000 ft altitude Where the Administrator finds that a design is comparable to a similar design with extensive satisfactory service experience it will be acceptable to select Uoat Vcless than 85 fps but not less than 75 fps with linear decrease from that value at 20 000 feet to 30 fps at 80 000 feet The following factors will be taken into account when assessing comparability to a similar design Origem SAR 6 UTE 272 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The transfer function of the new design should exhibit no unusual characteristics as compared to the similar design which will significantly affect response to turbulence e g coalescence of modal response in the frequency regime which can r
258. critical for the particular flight phase 2 It must be shown that a push force is required throughout a pushover maneuver down to a zero g load factor or the lowest load factor obtainable if limited by elevator power or other design characteristic of the flight control system It must be possible to promptly recover from the maneuver without exceeding a pull control force of 50 pounds and 3 Any changes in force that the pilot must apply to the pitch control to maintain speed with increasing sideslip angle must be steadily increasing with no force reversals unless the change in control force is gradual and easily controllable by the pilot without using exceptional piloting skill alertness or strength j For flight in icing conditions before the ice protection system has been activated and is performing its intended function it must be demonstrated in flight with the ice accretion defined in appendix C part II e of this part that 1 The airplane is controllable in a pull up maneuver up to 1 5 g load factor and 2 There is no pitch control force reversal during a pushover maneuver down to 0 5 g load factor Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 42 43 FR 2321 Jan 16 1978 Amdt 25 84 60 FR 30749 June 9 1995 Amdt 25 108 67 FR 70826 Nov 26 2002 Amdt 25 121 72 FR 44667 Aug 8 2007 Amdt 25 129 74 FR 38339 Aug 3 2009 25 145 Longitudinal control a It must be possible at any point betwe
259. ct on damage tolerance must be further investigated c Fatigue safe life evaluation Compliance with the damage tolerance requirements of paragraph b of this section is not required if the applicant establishes that their application the following RBAC n 25 Emenda n 136 Essa demonstra o deve ser realizada por meio de evid ncias de ensaio de fadiga da estrutura do avi o em escala natural O certificado de tipo CT pode ser emitido antes do t rmino do ensaio de fadiga da estrutura do avi o em escala natural desde que a Autoridade de Avia o Civil tenha aprovado um plano para completar os ensaios necess rios Nesse caso a Se o de Limita es de Aeronavegabilidade das Instru es para Aeronavegabilidade Continuada exigidas pela se o 25 1529 deste RBAC deve informar que nenhum avi o pode ser operado al m do n mero de ciclos igual a 2 do n mero de ciclos acumulados no corpo de prova de fadiga at que o ensaio seja completado A extens o do dano para a avalia o da resist ncia residual em qualquer momento dentro da vida operacional do avi o deve ser consistente com o primeiro instante em que o dano adquire um tamanho detect vel e sua subsequente propaga o sob carregamentos repetitivos A avalia o da resist ncia residual deve demonstrar que a estrutura remanescente capaz de resistir s cargas consideradas como cargas est ticas finais correspondentes s seguintes condi es
260. ct the safety or reliability of the airplane system involved A relevant problem is a problem with an ETOPS group 1 significant system that has or could result in an IFSD or diversion The applicant must include in this assessment relevant problems with similar or identical equipment installed on other types of airplanes to the extent such information is reasonably available c Airplane flight test The applicant must conduct a flight test to validate the flightcrew s ability to safely conduct an ETOPS diversion with an inoperative engine and worst case ETOPS significant system failures and malfunctions that could occur in service The flight test must validate the airplane s flying qualities and performance with the demonstrated failures and malfunctions K25 3 2 Early ETOPS method An applicant for ETOPS type design approval using the Early ETOPS method must comply with the following requirements a Maintenance and operational procedures The applicant must validate all maintenance and operational procedures for ETOPS significant systems The applicant must identify track and resolve any problems found during the validation in accordance with the problem tracking and resolution system specified in section K25 3 2 e of this appendix b New technology testing Technology new to the applicant including substantially new manufacturing techniques must be tested to substantiate its suitability for the airplane design c APU validation test
261. cted of materials that comply with the flammability requirements of part III of appendix F to part 25 This requirement is in addition to the flammability requirements typically required of the materials in these galley surfaces During the selection of these materials consideration must also be given to ensure that the flammability characteristics of the materials will not be adversely affected by the use of cleaning agents and uten sils used to remove cooking stains f The cooktop must be ventilated with a system independent of the airplane cabin and cargo venti lation system Procedures and time intervals must be established to inspect and clean or replace the ventilation system to prevent a fire hazard from the accumulation of flammable oils and be included in the instructions for continued airworthiness The ventilation system ducting must be protected by a flame arrestor Note The applicant may find additional useful information in Society of Automo tive Engineers Aerospace Recommended Practice 85 Rev E entitled Air Conditioning Systems for Subsonic Airplanes dated August 1 1991 g Means must be provided to contain spilled foods or fluids in a manner that will prevent the crea tion of a slipping hazard to occupants and will not lead to the loss of structural strength due to air plane corrosion h Cooktop installations must provide adequate space for the user to immediately escape a hazard ous cooktop condition 1 A m
262. cted so that 1 They cannot be damaged by the movement of cargo in the compartment and 2 Their breakage or failure will not create a fire hazard f There must be means to prevent cargo or baggage from interfering with the functioning of the fire protective features of the compartment g Sources of heat within the compartment must be shielded and insulated to prevent igniting the cargo or baggage h Flight tests must be conducted to show compliance with the provisions of 25 857 concerning 1 Compartment accessibility 9 ANAC Origem SAR 135 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 The entries of hazardous quantities of smoke or extinguishing agent into compartments occupied by the crew or passengers and 3 The dissipation of the extinguishing agent in Class C compartments 1 During the above tests it must be shown that no inadvertent operation of smoke or fire detectors in any compartment would occur as a result of fire contained in any other compartment either during or after extinguishment unless the extinguishing system floods each such compartment simultaneously 3 Cargo or baggage compartment electrical wiring interconnection system components must meet the requirements of 25 1721 Amdt 25 72 55 FR 29784 July 20 1990 as amended by Amdt 25 93 63 FR 8048 Feb 17 1998 Amdt 25 116 69 FR 62788 Oct 27 2004 Amdt 25 123 72 FR 63405 Nov 8 2007 2
263. ctions in the CMP document specified in section K25 1 6 of this appendix that when taken would result in an IFSD rate of 0 02 or less per 1 000 fleet engine hours 2 For type design approval up to and including 180 minutes An IFSD rate of 0 02 or less per 1 000 world fleet engine hours unless otherwise approved by the FAA If the airplane engine combination does not meet this rate by compliance with an existing 120 minute CMP document then new or additional CMP requirements that the applicant has demonstrated would achieve this IFSD rate must be added to the CMP document 3 For type design approval beyond 180 minutes An IFSD rate of 0 01 or less per 1 000 fleet engine hours unless otherwise approved by the FAA If the airplane engine combination does not meet this rate by compliance with an existing 120 minute or 180 minute CMP document then new or additional CMP requirements that the applicant has demonstrated would achieve this IFSD rate must be added to the CMP document c Propulsion system assessment 1 The applicant must conduct a propulsion system assessment based on the following data collected from the world fleet of the airplane engine combination 1 A list of all IFSD s unplanned ground engine shutdowns and occurrences both ground and in flight when an engine was not shut down but engine control or the desired thrust or power level was not achieved including engine flameouts Planned IFSD s performed during flight trainin
264. d 2 of this chapter and 2 At least one flight attendant if the airplane model was originally certified for 75 passengers or more c The AFM must include appropriate limitation s to require a preflight passenger briefing de scribing the appropriate functions to be performed by the passengers and the relevant features of the airplane to ensure the safety of the passengers and crew ANAC Origem SAR 15 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d The airplane may not be offered for common carriage or operated for hire The operating limita tions section of the AFM must be revised to prohibit any operations involving the carriage of per sons or property for compensation or hire The operators may receive remuneration to the extent consistent with parts 125 and 91 subpart F of this chapter e A placard stating that Operations involving the carriage of persons or property for compensa tion or hire are prohibited must be located in the area of the Airworthiness Certificate holder at the entrance to the flightdeck f For passenger capacities of 45 to 60 passengers analysis must be submitted that demonstrates that the airplane can be evacuated in less than 90 seconds under the conditions specified in 25 803 and appendix J to part 25 g In order for any airplane certified under this SFAR to be placed in part 135 or part 121 opera tions the airplane must be brought back into full
265. d 2 remains operative exclusive of those that are directly damaged by the separation and 3 At least one required exterior emergency light for each side of the airplane remains operative exclusive of those that are directly damaged by the separation Amdt 25 15 32 FR 13265 Sept 20 1967 as amended by Amdt 25 28 36 FR 16899 Aug 26 1971 Amdt 25 32 37 FR 3971 Feb 24 1972 Amdt 25 46 43 FR 50597 Oct 30 1978 Amdt 25 58 49 FR 43186 Oct 26 1984 Amdt 25 88 61 FR 57958 Nov 8 1996 Amdt 25 116 69 FR 62788 Oct 27 2004 25 813 Emergency exit access Each required emergency exit must be accessible to the passengers and located where it will afford an effective means of evacuation Emergency exit distribution must be as uniform as practical taking passenger distribution into account however the size and location of exits on both sides of the cabin need not be symmetrical If only one floor level exit per side is prescribed and the airplane does not have a tailcone or ventral emergency exit the floor level exit must be in the rearward part of the passenger compartment unless another location affords a more effective means of passenger evacuation Where more than one floor level exit per side is prescribed at least one floor level exit per side must be located near each end of the cabin except that this provision does not apply to combination cargo passenger configurations In addition a There must be a pa
266. d established under section 25 1507 and statements as applicable to the particular design explaining that i Full application of pitch roll or yaw con 25 1583 Limita es Operacionais a Limita es de velocidade Devem ser forne cidas as seguintes limita es de velocidade e quaisquer outras limita es de velocidade neces s rias para a opera o segura 1 A velocidade limite de opera o m xima Vmo Mmo e uma declara o de que este limite de velocidade n o deve ser deliberadamente exce dido em nenhum regime de voo subida cruzeiro ou descida a menos que uma velocidade mais elevada seja autorizada para ensaio em voo ou treinamento de pilotos 2 Se uma limita o de velocidade for baseada em efeitos de compressibilidade uma declara o deste efeito e informa es sobre quaisquer sin tomas o comportamento prov vel do avi o e os procedimentos de recupera o recomendados 3 A velocidade de manobra estabelecida nos termos da se o 25 1507 e declara es confor me aplic veis ao projeto em an lise explicando que 1 a aplica o total de comandos de arfagem Origem SAR 6 ANAC 205 300 Data da emiss o 7 de fevereiro de 2014 trols should be confined to speeds below the maneuvering speed and ii Rapid and large alternating control inputs especially in combination with large changes in pitch roll or yaw and full control inputs in more than one axis at th
267. d factor at point A in 25 333 b or the resulting tailplane normal load reaches its maximum whichever occurs first need not be considered 2 Specified control displacement A checked maneuver based on a rational pitching control motion vs time profile must be established in which the design limit load factor specified in 25 337 will not be exceeded Unless lesser values cannot be exceeded the airplane response must result in pitching accelerations not less than the following ANAC Origem SAR 58 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 A positive pitching acceleration nose up is assumed to be reached concurrently with the airplane load factor of 1 0 Points A to Di 25 333 b The positive acceleration must be equal to at least Lid n 1 5 Radians sec V where n is the positive load factor at the speed under consideration and V is the airplane equivalent speed in knots ii A negative pitching acceleration nose down is assumed to be reached concurrently with the positive maneuvering load factor points Asto D2 25 333 b This negative pitching acceleration must be equal to at least n 1 5 Radians sec V where n is the positive load factor at the speed under consideration and V is the airplane equivalent speed in knots Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 46 43 FR 50594 Oct
268. d for each occupant who has reached his or her second birthday b Each seat berth safety belt harness and adjacent part of the airplane at each station designated as occupiable during takeoff and landing must be designed so that a person making proper use of these facilities will not suffer serious injury in an emergency landing as a result of the inertia forces specified in 25 561 and 25 562 c Each seat or berth must be approved d Each occupant of a seat that makes more than an 18 degree angle with the vertical plane containing the airplane centerline must be protected from head injury by a safety belt and an energy absorbing rest that will support the arms shoulders head and spine or by a safety belt and shoulder harness that will prevent the head from contacting any injurious object Each occupant of any other seat must be protected from head injury by a safety belt and as appropriate to the type location and angle of facing of each seat by one or more of the following 1 A shoulder harness that will prevent the head from contacting any injurious object 2 The elimination of any injurious object within striking radius of the head 3 An energy absorbing rest that will support the arms shoulders head and spine e Each berth must be designed so that the forward part has a padded end board canvas diaphragm or equivalent means that can withstand the static load reaction of the occupant when subjected to the forward
269. d inward perpendicularly to the plane of symmetry at a point midway between the keel and chine lines c Unsymmetrical landing twin float seaplanes The unsymmetrical loading consists of an upward load at the step of each float of 0 75 and a side load of 0 25 tan at one float times the step landing load reached under 25 527 The side load is directed inboard perpendicularly to the plane of symmetry midway between the keel and chine lines of the float at the same longitudinal station as the upward load 25 531 Hull and main float takeoff condition For the wing and its attachment to the hull or main float a The aerodynamic wing lift is assumed to be zero and b A downward inertia load corresponding to a load factor computed from the following formula must be applied C V m Sr tan 6 Ww where n inertia load factor C TO empirical seaplane operations factor equal to 0 004 V Si seaplane stalling speed knots at the design takeoff weight with the flaps extended in the appropriate takeoff position B angle of dead rise at the main step degrees and W design water takeoff weight in pounds Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 u 25 533 Hull and main float bottom pressures a General The hull and main float structure including frames and bulkheads stringers and bottom plating must be designed under this section b Local pressures For the desi
270. d temperature variations b Each kind and size of pulley must correspond to the cable with which it is used Pulleys and sprockets must have closely fitted guards to prevent the cables and chains from being displaced or fouled Each pulley must lie in the plane passing through the cable so that the cable does not rub against the pulley flange c Fairleads must be installed so that they do not cause a change in cable direction of more than three degrees d Clevis pins subject to load or motion and retained only by cotter pins may not be used in the control system e Turnbuckles must be attached to parts having angular motion in a manner that will positively prevent binding throughout the range of travel f There must be provisions for visual inspection of fairleads pulleys terminals and turnbuckles 25 693 Joints Control system joints in push pull systems that are subject to angular motion except those in ball and roller bearing systems must have a special factor of safety of not less than 3 33 with respect to the ultimate bearing strength of the softest material used as a bearing This factor may be reduced to ANAC Origem SAR 98 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 0 for joints in cable control systems For ball or roller bearings the approved ratings may not be exceeded Amdt 25 72 55 FR 29777 July 20 1990 25 697 Lift and drag devices controls a Each lift
271. d with a slip resistant surface Except where a means for channeling the flow of evacuees is provided 1 The escape route from each Type A or Type B passenger emergency exit or any common escape route from two Type III passenger emergency exits must be at least 42 inches wide that from any other passenger emergency exit must be at least 24 inches wide and 2 The escape route surface must have a reflectance of at least 80 percent and must be defined by markings with a surface to marking contrast ratio of at least 5 1 d Means must be provided to assist evacuees to reach the ground for all Type C exits located over the wing and if the place on the airplane structure at which the escape route required in paragraph c of this section terminates is more than 6 feet from the ground with the airplane on the ground and the landing gear extended for all other exit types 1 If the escape route is over the flap the height of the terminal edge must be measured with the flap in the takeoff or landing position whichever is higher from the ground 2 The assisting means must be usable and self supporting with one or more landing gear legs collapsed and under a 25 knot wind directed from the most critical angle 3 The assisting means provided for each escape route leading from a Type A or B emergency exit must be capable of carrying simultaneously two parallel lines of evacuees and the assisting means leading from any other exit type must be cap
272. device control must be designed so that the pilots can place the device in any takeoff en route approach or landing position established under 25 101 d Lift and drag devices must maintain the selected positions except for movement produced by an automatic positioning or load limiting device without further attention by the pilots b Each lift and drag device control must be designed and located to make inadvertent operation improbable Lift and drag devices intended for ground operation only must have means to prevent the inadvertant operation of their controls in flight if that operation could be hazardous c The rate of motion of the surfaces in response to the operation of the control and the characteristics of the automatic positioning or load limiting device must give satisfactory flight and performance characteristics under steady or changing conditions of airspeed engine power and airplane attitude d The lift device control must be designed to retract the surfaces from the fully extended position during steady flight at maximum continuous engine power at any speed below V F 9 0 knots Amdt 25 23 35 FR 5675 Apr 8 1970 as amended by Amdt 25 46 43 FR 50595 Oct 30 1978 Amdt 25 57 49 FR 6848 Feb 23 1984 25 699 Lift and drag device indicator a There must be means to indicate to the pilots the position of each lift or drag device having a separate control in the cockpit to adjust its position In addition an
273. dicator easily visible to the pilot or to the appropriate crew members as well as necessary devices to actuate the indica tor to indicate without ambiguity that the re tractable units and their associated doors are secured in the extended or retracted position The means must be designed as follows 1 If switches are used they must be located and coupled to the landing gear mechanical sys tems in a manner that prevents an erroneous indication of down and locked if the landing gear is not in a fully extended position or of up and locked if the landing gear is not in the fully retracted position The switches may be located where they are operated by the actual landing gear locking latch or device 2 The flightcrew must be given an aural warn ing that functions continuously or is periodical ly repeated if a landing is attempted when the landing gear is not locked down 3 The warning must be given in sufficient time to allow the landing gear to be locked down or a go around to be made 4 There must not be a manual shut off means readily available to the flightcrew for the warn ing required by paragraph e 2 of this section such that it could be operated instinctively in advertently or by habitual reflexive action 5 The system used to generate the aural warn ing must be designed to minimize false or inap propriate alerts 6 Failures of systems used to inhibit the land ing gear aural warning that would
274. dinates as follows a Aviation red y is not greater than 0 335 and z is not greater than 0 002 b Aviation green x is not greater than 0 440 0 320 y x is not greater than y 0 170 and y is not less than 0 390 0 170 x c Aviation white x is not less than 0 300 and not greater than 0 540 y is not less than x 0 040 or y 90 010 whichever is the smaller and y is not greater than x 0 020 nor 0 636 0 400 x Where y ois the y coordinate of the Planckian radiator for the value of x considered Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 27 36 FR 12972 July 10 1971 25 1399 Riding light Origem SAR 187 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Each riding anchor light required for a seaplane or amphibian must be installed so that it can 1 Show a white light for at least 2 nautical miles at night under clear atmospheric conditions and 2 Show the maximum unbroken light practicable when the airplane is moored or drifting on the water b Externally hung lights may be used 25 1401 Anticollision light system a General The airplane must have an anticollision light system that 1 Consists of one or more approved anticollision lights located so that their light will not impair the crew s vision or detract from the conspicuity of the position lights and 2 Meets the requirements of paragraphs b through f
275. ding of the airplane within the weight and center of gravity limits and to maintain the loading within these limits in flight RBAC n 25 Emenda n 136 rolamento ou guinada deve ser limitada a veloci dades abaixo da velocidade de manobra e 11 Comandos alternados r pidos e consider veis especialmente se combinados com altera es consider veis de arfagem rolamento ou guinada e comandos plenos em mais de um eixo ao mesmo tempo devem ser evitados pois po dem resultar em falhas estruturais em qualquer velocidade inclusive abaixo da velocidade de manobra 4 A velocidade de flape baixado Vr e as posi es de flape pertinentes e pot ncias do motor 5 A s velocidade s de opera o de trem de pouso e uma declara o explicando as velocida des conforme definido no par grafo 25 1515 a 6 A velocidade de trem de pouso baixado Vir se for maior que Vio e uma declara o de que esta a velocidade m xima em que o avi o pode voar com seguran a com o trem de pouso esten dido b Limita es de grupo motopropulsor As se guintes informa es devem ser fornecidas 1 Limita es requeridas pelas se es 25 1521 e 25 1522 2 Explica o das limita es quando apropria do 3 Informa o necess ria para marcar os ins trumentos requerida pelas se es 25 1549 a 25 1553 c Distribui o de peso e de carregamento De vem ser fornecidas no Manual de Voo do avi o Airplane Flight M
276. door below the window to provide access to the movable specimen platform holder The bottom of the test chamber must be a sliding steel platform that has provision for securing the test specimen holder in a fixed and level position The chamber must have an internal chimney with exterior dimensions of 5 1 inches 129 mm wide by 16 2 inches 411 mm deep by 13 inches 330 mm high at the opposite end of the chamber from the radiant energy source The interior dimensions must be 4 5 inches 114 mm wide by 15 6 inches 395 mm deep The chimney must extend to the top of the chamber see figure 2 Origem SAR 251 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 Win 13 mm KaowoolM board 16 gauge 16 in 1 mm aluminum sheet metal vein 3 2 mm angie iron 15 946 in 384 mm n mm 63 AS iain Z 30mm 16 3 18 in 411 mm Figure 2 Internal Chimney View or download PDF 330 mm RBAC n 25 Emenda n 136 2 Radiant heat source Mount the radiant heat energy source in a cast iron frame or equivalent An electric panel must have six 3 inch wide emitter strips The emitter strips must be perpendicular to the length of the panel The panel must have a radiation surface of 127 8by 181 2inches 327 by 470 mm The panel must be capable of operating at temperatures up to 1300 F 704 C An air propane panel must be made of a porous refractory material and have a radiation surface of 12 by
277. draulic components such as actuators control spool housing and valves 2 Any combination of failures not shown to be extremely improbable excluding jamming for example dual electrical or hydraulic system failures or any single failure in combination with any probable hydraulic or electrical failure 3 Any jam in a control position normally encountered during takeoff climb cruise normal turns descent and landing unless the jam is shown to be extremely improbable or can be alleviated A runaway of a flight control to an adverse position and jam must be accounted for if such runaway and subsequent jamming is not extremely improbable d The airplane must be designed so that it is controllable if all engines fail Compliance with this requirement may be shown by analysis where that method has been shown to be reliable Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5674 Apr 8 1970 25 672 Stability augmentation and automatic and power operated systems If the functioning of stability augmentation or other automatic or power operated systems is necessary to show compliance with the flight characteristics requirements of this part such systems must comply with 25 671 and the following a A warning which is clearly distinguishable to the pilot under expected flight conditions without requiring his attention must be provided for any failure in the stability augmentation system or in any other auto
278. e estendido e travado se o trem de pouso n o estiver na posi o com pletamente estendida ou de retraido e trava do se o trem de pouso n o estiver na posi o completamente retra da Os contatores podem estar localizados onde forem acionados pelo trinco de travamento ou dispositivo de trava do trem de pouso 2 A tripula o de voo deve receber um alarme sonoro que funcione continuamente ou de repe ti o peri dica se houver tentativa de pouso quando o trem de pouso n o estiver estendido e travado 3 O alarme deve ser emitido em tempo sufici ente para permitir que o trem de pouso seja es tendido e travado ou que uma arremetida seja executada 4 N o pode existir para a tripula o de voo um meio prontamente dispon vel de desligamento manual do alarme requerido pelo par grafo e 2 desta se o que possa ser operado instin tivamente inadvertidamente ou por a o de reflexo habitual 5 O sistema utilizado para gerar o alarme so noro deve ser projetado para minimizar alarmes Origem SAR 6 ANAC 102 300 Data da emiss o 7 de fevereiro de 2014 the safe operation of the airplane and that is located on the landing gear and in wheel wells must be protected from the damaging effects of 1 A bursting tire 2 A loose tire tread unless it is shown that a loose tire tread cannot cause damage 3 Possible wheel brake temperatures RBAC n 25 Emenda n 136 falsos ou
279. e any of the following 1 Exceptional piloting skill alertness or strength 11 Forces applied by the pilot which are greater than those specified in 25 143 c iii Accelerations or attitudes in the airplane that might result in further hazard to secured or non secured occupants Doc No FAA 2004 18775 71 FR 18191 Apr 11 2006 25 1331 Instruments using a power supply a For each instrument required by 25 1303 b that uses a power supply the following apply 1 Each instrument must have a visual means integral with the instrument to indicate when power adequate to sustain proper instrument performance is not being supplied The power must be measured at or near the point where it enters the instruments For electric instruments the power is considered to be adequate when the voltage is within approved limits 2 Each instrument must in the event of the failure of one power source be supplied by another power source This may be accomplished automatically or by manual means 3 If an instrument presenting navigation data receives information from sources external to that instrument and loss of that information would render the presented data unreliable the instrument must incorporate a visual means to warn the crew when such loss of information occurs that the presented data should not be relied upon b As used in this section instrument includes devices that are physically contained in one unit and devices t
280. e FAA has approved the LOV the number of cycles accumulated by the airplane cannot be greater than 1 2 the number of cycles accumulated on the fatigue test article b If the Instructions for Continued Airworthiness consist of multiple documents the section required by this paragraph must be included in the principal manual This section must contain a legible statement in a prominent location that reads The Airworthiness Limitations section is approved by ANAC and specifies maintenance required under sections 43 16 of RBHA 43 and 91 403 of RBHA 91 or substitute documents unless an alternative program has been approved by ANAC RBAC n 25 Emenda n 136 and related structural inspection procedure mandat ria intervalo de inspe o estrutural e procedimento de inspe o estrutural relacionado aprovado de acordo com a se o 25 571 deste RBAC 2 Cada tempo de substitui o mandat ria intervalo de inspe o e procedimento de inspe o relacionado e todas as limita es de controle de configura o criticas de projeto aprovadas de acordo com a se o 25 981 para o sistema de tanque de combust vel 3 Qualquer tempo de substitui o mandat ria de componentes EWIS como definido na se o 25 1701 e 4 O limite de validade dos dados de engenharia que suportam o programa de manuten o estrutural LOV definido como o numero total acumulado de ciclos de voo ou horas de voo ou ambos aprovados d
281. e acordo com a se o 25 571 deste RBAC At que se complete o ensaio de fadiga em escala natural e a ANAC tenha aprovado o LOV o numero de ciclos acumulado pelo avi o n o pode ser maior que 2 do numero de ciclos acumulados no corpo de prova do ensaio de fadiga b Se as Instru es de Aeronavegabilidade Continuada consistirem em m ltiplos documentos a se o requerida por este par grafo deve ser inclu da no manual principal Esta se o deve conter uma instru o leg vel em um local proeminente onde se l Esta Se o de Limita es de Aeronavegabilidade aprovada pela ANAC e especifica os requisitos de manuten o de acordo com as se es 43 16 do RBHA 43 e 91 403 do RBHA 91 ou documentos que venham a substitu los a menos que um programa alternativo tenha sido aprovado pela ANAC H25 5 Electrical Wiring Interconnection System EWIS Instructions for Continued Airworthiness a The applicant must prepare Instructions for Continued Airworthiness ICA applicable to EWIS as defined by 25 1701 that are approved by the FAA and include the following 1 Maintenance and inspection requirements for the EWIS developed with the use of an enhanced zonal analysis procedure that includes 1 Identification of each zone of the airplane 11 Identification of each zone that contains EWIS 111 Identification of each zone containing EWIS that also contains combustible materials iv Identification of each
282. e applicable values in the following table Angle above or below the horizontal plane Intensity 0 1 00 0 to 5 0 90 5 to 10 0 80 10 to 15 0 70 15 to 20 0 50 20 to 30 0 30 Origem SAR 186 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 30 to 40 0 10 40 to 90 0 05 25 1395 Maximum intensities in overlapping beams of forward and rear position lights No position light intensity may exceed the applicable values in the following table except as provided in 25 1389 b 3 Maximum intensity Overlaps Area A candles Area B candles Green in dihedral angle L 10 Red in dihedral angle R 10 Green in dihedral angle A Red in dihedral angle A Rear white in dihedral angle L m Lm m Cn CA v Rear white in dihedral angle R Where a Area A includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 10 degrees but less than 20 degrees and b Area B includes all directions in the adjacent dihedral angle that pass through the light source and intersect the common boundary plane at more than 20 degrees 25 1397 Color specifications Each position light color must have the applicable International Commission on Illumination chromaticity coor
283. e fevereiro de 2014 RBAC n 25 Emenda n 136 pot ncia apropriado para cada posi o de trem de pouso e flape com todos os motores operan do Amdt 25 135 76 FR 74654 Dec 1 2011 25 181 Dynamic stability a Any short period oscillation not including combined lateral directional oscillations occurring between 1 13 Vsgand maximum allowable speed appropriate to the configuration of the airplane must be heavily damped with the primary controls 1 Free and 2 In a fixed position b Any combined lateral directional oscillations Dutch roll occurring between 1 13 Vsgand maximum allowable speed appropriate to the configuration of the airplane must be positively damped with controls free and must be controllable with normal use of the primary controls without requiring exceptional pilot skill Amdt 25 42 43 FR 2322 Jan 16 1978 as amended by Amdt 25 72 55 FR 29775 July 20 1990 55 FR 37607 Sept 12 1990 Amdt 25 108 67 FR 70827 Nov 26 2002 Stalls 25 201 Stall demonstration a Stalls must be shown in straight flight and in 30 degree banked turns with 1 Power off and 2 The power necessary to maintain level flight at 1 5 VSRI where VSRIcorresponds to the reference stall speed at maximum landing weight with flaps in the approach position and the landing gear retracted b In each condition required by paragraph a of this section it must be possible to meet the applicable req
284. e fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29778 July 20 1990 25 781 Cockpit control knob shape Cockpit control knobs must conform to the general shapes but not necessarily the exact sizes or specific proportions in the following figure FLAP CONTROL KNDB m SUPERCPARGEI C NIRUL KNUE FE22CI LE2 CONTROL KNOB PONCE QR TilgUST KHOI View or download PDF Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29779 July 20 1990 25 783 Fuselage doors a General This section applies to fuselage doors which includes all doors hatches openable windows access panels covers etc on the exterior of the fuselage that do not require the use of tools to open or close This also applies to each door or hatch through a pressure bulkhead including any bulkhead that is specifically designed to function as a secondary bulkhead under the prescribed failure conditions of part 25 These doors must meet the requirements of this section taking into account both pressurized and unpressurized flight and must be designed as follows 1 Each door must have means to safeguard against opening in flight as a result of mechanical failure or failure of any single structural element 2 Each door that could be a hazard if it unlatches must be designed so that unlatching during pressurized and unpressurized flight
285. e included as an additional means of deceleration when determining the accelerate stop distance on a dry runway and 2 May be included as an additional means of deceleration using recommended reverse thrust pro cedures when determining the accelerate stop distance on a wet runway provided the requirements of paragraph e of this section are met g The landing gear must remain extended throughout the accelerate stop distance 6 ANAC Origem SAR 33 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 h If the accelerate stop distance includes a stopway with surface characteristics substantially dif ferent from those of the runway the takeoff data must include operational correction factors for the accelerate stop distance The correction factors must account for the particular surface characteris tics of the stopway and the variations in these characteristics with seasonal weather conditions such as temperature rain snow and ice within the established operational limits 1 A flight test demonstration of the maximum brake kinetic energy accelerate stop distance must be conducted with not more than 10 percent of the allowable brake wear range remaining on each of the airplane wheel brakes Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 42 43 FR 2321 Jan 16 1978 Amdt 25 92 63 FR 8318 Feb 18 1998 25 111 Takeoff path a The takeoff path extends from a standing start to
286. e latching system must include a means to secure the latches in the latched position This means must be independent of the locking system 3 Each door subject to pressurization and for which the initial opening movement is not inward must 1 Have an individual lock for each latch ii Have the lock located as close as practicable to the latch and iii Be designed so that during pressurized flight no single failure in the locking system would prevent the locks from restraining the latches necessary to secure the door 4 Each door for which the initial opening movement is inward and unlatching of the door could result in a hazard must have a locking means to prevent the latches from becoming disengaged The locking means must ensure sufficient latching to prevent opening of the door even with a single failure of the latching mechanism 5 It must not be possible to position the lock in the locked position if the latch and the latching mechanism are not in the latched position 6 It must not be possible to unlatch the latches with the locks in the locked position Locks must be designed to withstand the limit loads resulting from 1 The maximum operator effort when the latches are operated manually ii The powered latch actuators if installed and iii The relative motion between the latch and the structural counterpart 9 ANAC Origem SAR 112 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n
287. e located to face the cabin area for which the flight attendant is responsible 6 Passenger Information Signs Compliance with 25 791 is required except that for 25 791 a when smoking is to be prohibited notification to the passengers may be provided by a single plac ard so stating to be conspicuously located inside the passenger compartment easily visible to all persons entering the cabin in the immediate vicinity of each passenger entry door 7 Distance Between Exits For an airplane that is required to comply with 25 807 f 4 in effect as of July 24 1989 which has more than one passenger emergency exit on each side of the fuselage no passenger emergency exit may be more than 60 feet from any adjacent passenger emergency exit on the same side of the same deck of the fuselage as measured parallel to the airplane s longitudinal axis between the nearest exit edges unless the following conditions are met a Each passenger seat must be located within 30 feet from the nearest exit on each side of the fu selage as measured parallel to the airplane s longitudinal axis between the nearest exit edge and the front of the seat bottom cushion b The number of passenger seats located between two adjacent pairs of emergency exits com monly referred to as a passenger zone or between a pair of exits and a bulkhead or a compartment door commonly referred to as a dead end zone may not exceed the following 1 For zones between
288. e may be no perceptible buffeting condition in the cruise configuration in straight flight at any speed up to V MO M MO except that stall warning buffeting is allowable e For an airplane with Mpgreater than 6 or with a maximum operating altitude greater than 25 000 feet the positive maneuvering load factors at which the onset of perceptible buffeting occurs must be determined with the airplane in the cruise configuration for the ranges of airspeed or Mach number weight and altitude for which the airplane is to be certificated The envelopes of load factor speed altitude and weight must provide a sufficient range of speeds and load factors for normal operations Probable inadvertent excursions beyond the boundaries of the buffet onset envelopes may not result in unsafe conditions Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 72 55 FR 29775 July 20 1990 Amdt 25 77 57 FR 28949 June 29 1992 25 253 High speed characteristics a Speed increase and recovery characteristics The following speed increase and recovery characteristics must be met 1 Operating conditions and characteristics likely to cause inadvertent speed increases in cluding upsets in pitch and roll must be simu lated with the airplane trimmed at any likely cruise speed up to Vmo Mmo These conditions and characteristics include gust upsets inad vertent control movements low stick force gra dien
289. e oil system including the oil tank supports is fireproof f Flexible oil tank liners Each flexible oil tank liner must be approved or must be shown to be suitable for the particular application Doc No 5066 29 FR 18291 Dec 24 as amended by Amdt 25 19 33 FR 15410 Oct 17 1968 Amdt 25 23 35 FR 5677 Apr 8 1970 Amdt 25 36 39 FR 35460 Oct 1 1974 Amdt 25 57 49 FR 6848 Feb 23 1984 Amdt 25 72 55 FR 29785 July 20 1990 25 1015 Oil tank tests Each oil tank must be designed and installed so that a It can withstand without failure each vibration inertia and fluid load that it may be subjected to in operation and b It meets the provisions of 25 965 except 1 The test pressure 1 For pressurized tanks used with a turbine engine may not be less than 5 p s 1 plus the maximum operating pressure of the tank instead of the pressure specified in 25 965 a and ii For all other tanks may not be less than 5 p s i instead of the pressure specified in 25 965 a and 2 The test fluid must be oil at 250 F instead of the fluid specified in 25 965 c Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 36 39 FR 35461 Oct 1 1974 25 1017 Oil lines and fittings a Each oil line must meet the requirements of 25 993 and each oil line and fitting in any designated fire zone must meet the requirements of 25 1183 b Breather lines must be arranged so that 1
290. e or if overwing exits are not provided at least one exit in each side that meets the minimum dimensions of a Type III exit 2 For a passenger seating configuration of more than 9 seats each exit must be a Type III or larger exit 3 For a passenger seating configuration of 10 to 19 seats there must be at least one Type III or larger exit in each side of the fuselage 4 For a passenger seating configuration of 20 to 40 seats there must be at least two exits one of which must be a Type II or larger exit in each side of the fuselage 5 For a passenger seating configuration of 41 to 110 seats there must be at least two exits one of which must be a Type I or larger exit in each side of the fuselage 6 For a passenger seating configuration of more than 110 seats the emergency exits in each side of the fuselage must include at least two Type I or larger exits 7 The combined maximum number of passenger seats permitted for all Type III exits is 70 and the combined maximum number of passenger seats permitted for two Type III exits in each side of the fuselage that are separated by fewer than three passenger seat rows is 65 8 If a Type A Type B or Type C exit is installed there must be at least two Type C or larger exits in each side of the fuselage 9 If a passenger ventral or tailcone exit is installed and that exit provides at least the same rate of egress as a Type III exit with the airplane in the most adverse exit opening
291. e radius of gyration of the load power spectral density function about zero frequency The power spectral density of the atmospheric turbulence must be given by the equation set forth in paragraph b 2 of this appendix 3 For each of the load and stress quantities selected the frequency of exceedance must be determined as a function of load level by means of the equation My tN Py exp elas exp Es 1 b A where t selected time interval y net value of the load or stress Yone g value of the load or stress in one g level flight N y average number of exceedances of the indicated value of the load or stress in unit time x symbol denoting summation over all mission segments No amp Amacr parameters determined by dynamic analysis as defined in paragraph c 2 of this appendix P P5 bi bz parameters defining the probability distributions of root mean square gust velocity to be read from Figures 1 and 2 of this appendix The limit gust loads must be read from the frequency of exceedance curves at a frequency of exceedance of 2x10 5 exceedances per hour Both positive and negative load directions must be considered in determining the limit loads 4 If a stability augmentation system is utilized to reduce the gust loads consideration must be given to the fraction of flight time that the system may be inoperative The flight profiles of paragraph c 1 of this appendix must include flight with the system inoper
292. e reduced under a monitoring procedure consistent with safety in the kinds of operation authorized Loads not required in controlled flight need not be considered for the two engine inoperative condition on airplanes with three or more engines Amdt 25 123 72 FR 63405 Nov 8 2007 25 1316 Electrical and electronic system lightning protection a Each electrical and electronic system that performs a function for which failure would prevent the continued safe flight and landing of the airplane must be designed and installed so that 1 the function is not adversely affected during and after the time the airplane is exposed to lightning and 2 The system automatically recovers normal operation of that function in a timely manner after the airplane is exposed to lightning b Each electrical and electronic system that performs a function for which failure would reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition must be designed and 25 1316 Protec o contra efeitos de descargas atmosf ricas para sistemas el tricos e eletr nicos a Cada sistema el trico e eletr nico que desempenhe uma fun o cuja falha impediria a continua o segura do voo e pouso do avi o deve ser projetado e instalado de modo que 1 A fun o n o seja afetada adversamente durante e ap s o per odo em que o avi o exposto descarga atmosf rica e 2 O
293. e same time should be avoided as they may result in structural failures at any speed including below the maneuvering speed 4 The flap extended speed Vrg and the per tinent flap positions and engine powers 5 The landing gear operating speed or speeds and a statement explaining the speeds as defined in paragraph 25 1515 a 6 The landing gear extended speed Vir if greater than Vio and a statement that this is the maximum speed at which the airplane can be safely flown with the landing gear extend ed b Powerplant limitations The following information must be furnished 1 Limitations required by sections 25 1521 and 25 1522 2 Explanation of the limitations when ap propriate 3 Information necessary for marking the instruments required by sections 25 1549 through 25 1553 c Weight and loading distribution The weight and center of gravity limitations estab lished under section 25 1519 must be fur nished in the Airplane Flight Manual All of the following information including the weight distribution limitations established under section 25 1519 must be presented either in the Airplane Flight Manual or in a separate weight and balance control and load ing document that is incorporated by refer ence in the Airplane Flight Manual 1 The condition of the airplane and the items included in the empty weight as defined in accordance with section 25 29 2 Loading instructions necessary to ensure loa
294. e takeoff to the en route configuration is completed and Vrrois reached whichever is higher Ice accretion is assumed to start at liftoff in the takeoff maximum icing conditions of part I paragraph c of this appendix 3 En route ice is the critical ice accretion on the unprotected surfaces and any ice accretion on the protected surfaces appropriate to normal ice protection system operation during the en route phase 4 Holding ice is the critical ice accretion on the unprotected surfaces and any ice accretion on the protected surfaces appropriate to normal ice protection system operation during the holding flight phase Origem SAR 225 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 5 Approach ice is the critical ice accretion on the unprotected surfaces and any ice accretion on the protected surfaces appropriate to normal ice protection system operation following exit from the holding flight phase and transition to the most critical approach configuration 6 Landing ice is the critical ice accretion on the unprotected surfaces and any ice accretion on the protected surfaces appropriate to normal ice protection system operation following exit from the approach flight phase and transition to the final landing configuration b In order to reduce the number of ice accretions to be considered when demonstrating compliance with the requirements of 25 21 g any of the ice accretions defined in pa
295. e to make a smooth transition from one flight condition to any other flight condition without exceptional piloting skill alertness or strength and without danger of exceeding the airplane limit load factor under any probable operating conditions including 1 The sudden failure of the critical engine 2 For airplanes with three or more engines the sudden failure of the second critical engine when the airplane is in the en route approach or landing configuration and is trimmed with the critical engine inoperative and 3 Configuration changes including deployment or retraction of deceleration devices c The airplane must be shown to be safely controllable and maneuverable with the critical ice accretion appropriate to the phase of flight defined in appendix C and with the critical engine inoperative and its propeller if applicable in the minimum drag position 1 At the minimum V for takeoff 2 During an approach and go around and 3 During an approach and landing Origem SAR 39 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d The following table prescribes for conventional wheel type controls the maximum control forces permitted during the testing required by paragraph a through c of this section Force in pounds applied to the control wheel or rudder pedals Pitch Roll Yaw For short term application for pitch and roll control two hands available for 75
296. e to penetrate the test specimen and or the time required for the heat flux to reach 2 0 Btu ft sec 2 27 W cm on the inboard side at a distance of 12 inches 30 5 cm from the front surface of the insulation blanket test frame whichever is sooner The burnthrough time is measured at the inboard side of each of the insulation blanket specimens Insulation blanket specimen means one of two specimens positioned in either side of the test rig at an angle of 30 with respect to vertical Origem SAR 260 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Specimen set means two insulation blanket specimens Both specimens must represent the same production insulation blanket construction and materials proportioned to correspond to the specimen size b Apparatus 1 The arrangement of the test apparatus is shown in figures 1 and 2 and must include the capability of swinging the burner away from the test specimen during warm up 4 Detail A Y 25 9 4 32 mm A o3 Detail A gt S A 5 xs e E amp 127 mm gt n 4 s 36 914 mm n A 34 864 mm ENS 1 Lr A 4 ho a EA Ta N 4 i 4 A k AS as P d X Y 4 1 b E A eS8 A x E O EN 3 y N i ki x M E j li H q a r H es Detail B X El 610 mum All Horizontal Hat shaped Stringers Bolted to Vertical Formers a Tt ESSE LI SS 5 Det
297. e way in the test specimen ii Insulation material Blankets that utilize more than one variety of insulation composition density etc must have specimen sets constructed that reflect the insulation combination used If however several blanket types use similar insulation combinations it is not necessary to test each combination if it is possible to bracket the various combinations iii Moisture barrier film If a production blanket construction utilizes more than one type of moisture barrier film perform separate tests on each combination For example if a polyimide film is used in conjunction with an insulation in order to enhance the burnthrough capabilities also test the same insulation when used with a polyvinyl fluoride film iv Installation on test frame Attach the blanket test specimens to the test frame using 12 steel spring type clamps as shown in figure 7 Use the clamps to hold the blankets in place in both of the outer vertical formers as well as the center vertical former 4 clamps per former The clamp surfaces should measure 1 inch by 2 inches 25 by 51 mm Place the top and bottom clamps 6 inches 15 2 cm from the top and bottom of the test frame respectively Place the middle clamps 8 inches 20 3 cm from the top and bottom clamps Origem SAR 268 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 ts C ec wi u Z D S zu E m A E J 5 2 g D E En a 5
298. eans There must be means for determining when the airplane is in a level position on the ground Amdt 25 23 35 FR 5676 Apr 8 1970 25 875 Reinforcement near propellers a Each part of the airplane near the propeller tips must be strong and stiff enough to withstand the effects of the induced vibration and of ice thrown from the propeller b No window may be near the propeller tips unless it can withstand the most severe ice impact likely to occur 25 899 Electrical bonding and protection against static electricity a Electrical bonding and protection against static electricity must be designed to minimize accumulation of electrostatic charge that would cause 1 Human injury from electrical shock 2 Ignition of flammable vapors or 3 Interference with installed electrical electronic equipment b Compliance with paragraph a of this section may be shown by 1 Bonding the components properly to the airframe or 2 Incorporating other acceptable means to dissipate the static charge so as not to endanger the airplane personnel or operation of the installed electrical electronic systems Amdt 25 123 72 FR 63405 Nov 8 2007 Subpart E Powerplant General 25 901 Installation a For the purpose of this part the airplane powerplant installation includes each component that 1 Is necessary for propulsion 2 Affects the control of the major propulsive units or 3 Affects the safet
299. eans to shut off power to the cooktop must be provided at the galley containing the cooktop and in the cockpit If additional switches are introduced in the cockpit revisions to smoke or fire emergency procedures of the AFM will be required j If the cooktop is required to have a lid to enclose the cooktop there must be a means to automati cally shut off power to the cooktop when the lid is closed 15 Hand Held Fire Extinguishers a For airplanes that were originally type certificated with more than 60 passengers the number of hand held fire extinguishers must be the greater of 1 That provided in accordance with the requirements of 25 851 or 2 A number equal to the number of originally type certificated exit pairs regardless of whether the exits are deactivated for the proposed configuration b Extinguishers must be evenly distributed throughout the cabin These extinguishers are in addi tion to those required by paragraph 14 of this SFAR unless it can be shown that the cooktop was installed in the immediate vicinity of the original exits Origem SAR 21 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 16 Security The requirements of 25 795 are not applicable to airplanes approved in accordance with this SFAR Doc No FAA 2007 28250 74 FR 21541 May 8 2009 Subpart A General 25 1 Applicability a This part prescribes airworthiness standards for the issue of
300. easonably precludes its malfunctioning 3 A means by which the pressure differential can be rapidly equalized ANAC Origem SAR 132 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 An automatic or manual regulator for controlling the intake or exhaust airflow or both for maintaining the required internal pressures and airflow rates 5 Instruments at the pilot or flight engineer station to show the pressure differential the cabin pressure altitude and the rate of change of the cabin pressure altitude 6 Warning indication at the pilot or flight engineer station to indicate when the safe or preset pressure differential and cabin pressure altitude limits are exceeded Appropriate warning markings on the cabin pressure differential indicator meet the warning requirement for pressure differential limits and an aural or visual signal in addition to cabin altitude indicating means meets the warning requirement for cabin pressure altitude limits if it warns the flight crew when the cabin pressure altitude exceeds 10 000 feet 7 A warning placard at the pilot or flight engineer station if the structure is not designed for pressure differentials up to the maximum relief valve setting in combination with landing loads 8 The pressure sensors necessary to meet the requirements of paragraphs b 5 and b 6 of this section and 25 1447 c must be located and the sensing system designed so that in the even
301. eate a hazardous condition 2 Any hydraulic fluid leakage onto EWIS components will not create a hazardous condition g Except to the extent necessary to provide electrical connection to the oxygen systems components EWIS must be designed and installed with adequate physical separation from oxygen lines and other oxygen system components so that an EWIS component failure will not create a hazardous condition h Except to the extent necessary to provide electrical connection to the water waste systems components EWIS must be designed and installed with adequate physical separation from water waste lines and other water waste system components so that 1 An EWIS component failure will not create a hazardous condition 2 Any water waste leakage onto EWIS components will not create a hazardous condition i EWIS must be designed and installed with adequate physical separation between the EWIS and flight or other mechanical control systems cables and associated system components so that 1 Chafing jamming or other interference are prevented 2 An EWIS component failure will not create a hazardous condition ANAC Origem SAR 210 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 3 Failure of any flight or other mechanical control systems cables or systems components will not damage the EWIS and create a hazardous condition j EWIS must be designed and installed with adequate physical separatio
302. ecimen at the zero point and simultaneously start the timer The pilot burner must be at a 27 angle with the sample and be approximately 1 2inch 12 mm above the sample See figure 7 A stop as shown in figure 8 allows the operator to position the burner correctly each time ANAC Origem SAR 259 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Figure 8 Propane Burner Stop View or download PDF 6 Leave the burner in position for 15 seconds and then remove to a position at least 2 inches 51 mm above the specimen g Report 1 Identify and describe the test specimen 2 Report any shrinkage or melting of the test specimen 3 Report the flame propagation distance If this distance is less than 2 inches report this as a pass no measurement required 4 Report the after flame time h Requirements 1 There must be no flame propagation beyond 2 inches 51 mm to the left of the centerline of the pilot flame application 2 The flame time after removal of the pilot burner may not exceed 3 seconds on any specimen Part VII Test Method To Determine the Burnthrough Resistance of Thermal Acoustic Insulation Materials Use the following test method to evaluate the burnthrough resistance characteristics of aircraft thermal acoustic insulation materials when exposed to a high intensity open flame a Definitions Burnthrough time means the time in seconds for the burner flam
303. ecovery conflicts with other operational or functional requirements of the system and 3 The system is not adversely affected during and after the time the airplane is exposed to HIRF environment II as described in appendix L to this part b Each electrical and electronic system that performs a function whose failure would significantly reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing these functions is exposed to equipment HIRF test level 1 or 2 as described in appendix L to this part c Each electrical and electronic system that performs a function whose failure would reduce the capability of the airplane or the ability of the flightcrew to respond to an adverse operating condition must be designed and installed so the system is not adversely affected when the equipment providing the function is exposed to equipment HIRF test level 3 as described in appendix L to this part d Before December 1 2012 an electrical or electronic system that performs a function whose failure would prevent the continued safe flight and landing of an airplane may be designed and installed without meeting the provisions of paragraph a provided 1 The system has previously been shown to comply with special conditions for HIRF prescribed under 21 16 issued before December 1 2007 2 The
304. ective diameter not less than 20 microns followed by momentary operation at takeoff power or thrust During the 30 minutes of idle operation the engine may be run up periodically to a moderate power or thrust setting in a manner acceptable to the Administrator c Supercharged reciprocating engines For each engine having a supercharger to pressurize the air before it enters the carburetor the heat rise in the air caused by that supercharging at any altitude may be utilized in determining compliance with paragraph a of this section if the heat rise utilized is that which will be available automatically for the applicable altitude and operating condition because of supercharging Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 40 42 FR 15043 Mar 17 1977 Amdt 25 57 49 FR 6849 Feb 23 1984 Amdt 25 72 55 FR 29785 July 20 1990 25 1101 Carburetor air preheater design Each carburetor air preheater must be designed and constructed to a Ensure ventilation of the preheater when the engine is operated in cold air b Allow inspection of the exhaust manifold parts that it surrounds and c Allow inspection of critical parts of the preheater itself 25 1103 Induction system ducts and air duct systems ANAC Origem SAR 159 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Each induction system duct upstream of the first stage
305. ed and arranged with respect to the pilots seats so that there is full and unrestricted movement of each control without interference from the cockpit structure or the clothing of the minimum flight crew established under 25 1523 when any member of this flight crew from 5 2 amp inch to 63 amp inch in height is seated with the seat belt and shoulder harness if provided fastened d Identical powerplant controls for each engine must be located to prevent confusion as to the engines they control e Wing flap controls and other auxiliary lift device controls must be located on top of the pedestal aft of the throttles centrally or to the right of the pedestal centerline and not less than 10 inches aft of the landing gear control 9 ANAC Origem SAR 109 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 f The landing gear control must be located forward of the throttles and must be operable by each pilot when seated with seat belt and shoulder harness if provided fastened g Control knobs must be shaped in accordance with 25 781 In addition the knobs must be of the same color and this color must contrast with the color of control knobs for other purposes and the surrounding cockpit h If a flight engineer is required as part of the minimum flight crew established under 25 1523 the airplane must have a flight engineer station located and arranged so that the flight crewmembers can perform t
306. ed forward 1 0 F TOW 5 Forward gear Aft Swiveled aft do 7 Forward Aft Swiveled 45 0 5 F TOW 9 Forward in plane of wheel from forward Aft in plane of wheel Origem SAR 77 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Swiveled 45 do l1 Forward in plane of wheel from aft Aft in plane of wheel Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 25 511 Ground load unsymmetrical loads on multiple wheel units a General Multiple wheel landing gear units are assumed to be subjected to the limit ground loads prescribed in this subpart under paragraphs b through f of this section In addition 1 A tandem strut gear arrangement is a multiple wheel unit and 2 In determining the total load on a gear unit with respect to the provisions of paragraphs b through f of this section the transverse shift in the load centroid due to unsymmetrical load distribution on the wheels may be neglected b Distribution of limit loads to wheels tires inflated The distribution of the limit loads among the wheels of the landing gear must be established for each landing taxiing and ground handling condition taking into account the effects of the following factors 1 The number of wheels and their physical arrangements For truck type landing gear units the effects of any
307. ed into the sidewall structure of the hull proper but need not be transmitted in a fore and aft direction as shear and bending loads Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 6 ANAC Origem SAR 82 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 535 Auxiliary float loads a General Auxiliary floats and their attachments and supporting structures must be designed for the conditions prescribed in this section In the cases specified in paragraphs b through e of this section the prescribed water loads may be distributed over the float bottom to avoid excessive local loads using bottom pressures not less than those prescribed in paragraph g of this section b Step loading The resultant water load must be applied in the plane of symmetry of the float at a point three fourths of the distance from the bow to the step and must be perpendicular to the keel The resultant limit load is computed as follows except that the value of L need not exceed three times the weight of the displaced water when the float is completely submerged 3 C Va W tan 6 1er where L limit load lbs C 5 0 0053 V So seaplane stalling speed knots with landing flaps extended in the appropriate position and with no slipstream effect W seaplane design landing weight in pounds BS angle of dead rise at a station3 4of the distance from the bow to the step b
308. ed under 25 341 a 5 1 6 The flight profile alleviation factor F must be increased linearly from the sea level value to a value of 1 0 at the maximum operating altitude defined in 25 1527 At sea level the flight profile alleviation factor is determined by the following equation F 0 5 F Foy Where Z FF 1 _ zi 250000 R Pa R Tan 7 A R Maximum Landing Weight o Maximum Take off Weight _ Maximum Zero Fuel Weight Maximum Take off Weight Zmo Maximum operating altitude defined in 25 1527 7 When a stability augmentation system is included in the analysis the effect of any significant system nonlinearities should be accounted for when deriving limit loads from limit gust conditions b Continuous Gust Design Criteria The dynamic response of the airplane to vertical and lateral continuous turbulence must be taken into account The continuous gust design criteria of appendix G of this part must be used to establish the dynamic response unless more rational criteria are shown ANAC Origem SAR 62 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 27902 61 FR 5221 Feb 9 1996 61 FR 9533 Mar 8 1996 25 343 Design fuel and oil loads a The disposable load combinations must include each fuel and oil load in the range from zero fuel and oil to the selected maximum fuel and oil load A structural reserve fuel condition not exceeding 45 minutes of
309. eeds must be designated as V LO EXT and V LO RET respectively b The established landing gear extended speed V LEmay not exceed the speed at which it is safe to fly with the landing gear secured in the fully extended position and that determined under 25 729 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55468 Dec 20 1976 25 1516 Other speed limitations Any other limitation associated with speed must be established Doc No 2000 8511 66 FR 34024 June 26 2001 25 1517 Rough air speed VRA A rough air speed Vg4 for use as the recommended turbulence penetration airspeed in 25 1585 a 8 must be established which 1 Is not greater than the design airspeed for maximum gust intensity selected for Vg and 2 Is not less than the minimum value of Vgspecified in 25 335 d and 3 Is sufficiently less than Vmoto ensure that likely speed variation during rough air encounters will not cause the overspeed warning to operate too frequently In the absence of a rational investigation substantiating the use of other values VgAmust be less than Vmo 35 knots TAS 9 ANAC Origem SAR 200 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 27902 61 FR 5222 Feb 9 1996 25 1519 Weight center of gravity and weight distribution The airplane weight center of gravity and weight distribution limitations determined under 25 23 through 25 27 must
310. eiro de 2014 RBAC n 25 Emenda n 136 25 811 d 1 2 and 3 must have red letters at least 1 inch high on a white background at least 2 inches high These signs may be internally electrically illuminated or self illuminated by other than electrical means with an initial brightness of at least 160 microlamberts The color may be reversed in the case of a sign that is self illuminated by other than electrical means b Floor Proximity Escape Path Marking In lieu of the requirements of 25 812 e 1 for cabin seating compartments that do not have the main cabin aisle entering and exiting the compartment the following are applicable 1 After a passenger leaves any passenger seat in the compartment he she must be able to exit the compartment to the main cabin aisle using only markings and visual features not more that 4 feet above the cabin floor and 2 Proceed to the exits using the marking system necessary to accomplish the actions in 25 812 e 1 and e 2 c Transverse Separation of the Fuselage In the event of a transverse separation of the fuselage compliance must be shown with 25 812 1 except as follows 1 For each airplane type originally type certificated with a maximum passenger seating capacity of 9 or less not more than 50 percent of all electrically illuminated emergency lights required by 25 812 may be rendered inoperative in addition to the lights that are directly damaged by the sepa ration 2
311. eja pequeno b Velocidade m xima para caracter sticas de estabilidade Vgc Mgc Vrc Mrc a m xima velocidade na qual os requisitos dos par grafos 25 143 g 25 147 f 25 175 b 1 25 177 a at c e da se o 25 181 devem ser cumpridos com flapes e trem de pouso recolhidos Exceto conforme descrito no par grafo 25 253 c Vrc Mec n o deve ser inferior velocidade me diana entre Vmo Mmo e Vpr Mpr Contudo para altitudes em que o n mero de Mach o fator limitante Mrc n o precisa exceder o n mero de Mach no qual o alarme de velocidade efetivo ocorre c Velocidade m xima para caracter sticas de estabilidade em condi es de forma o de gelo A velocidade m xima para caracter sticas de estabilidade com ac mulo de gelo definidos no ap ndice C deste RBAC na qual os requisitos dos par grafos 25 143 g 25 147 f 25 175 b 1 25 177 a at c e da se o 25 181 devem ser cumpridos a menor entre 1 300 n s CAS 2 Vrc ou 3 Uma velocidade na qual seja demonstrado que a estrutura do avi o estar livre de ac mulo de gelo devido aos efeitos do aumento da press o din mica Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 54 45 FR 60172 Sept 11 1980 Amdt 25 72 55 FR 29775 July 20 1990 Amdt 25 84 60 FR 30750 June 9 1995 Amdt 25 121 72 FR 44668 Aug 8 2007 Amdt 25 135 76 FR 74654 Dec 1 2011 25 255 Out of
312. el tank or different sections of the tank if the tank is subdivided by baffles or compartments b Flammability Exposure Evaluation Time FEET The time from the start of preparing the airplane for flight through the flight and landing until all payload is unloaded and all passengers and crew have disembarked In the Monte Carlo program the flight time is randomly selected from the Flight Length Distribution Table 2 the pre flight times are provided as a function of the flight time and the post flight time is a constant 30 minutes c Flammable With respect to a fluid or gas flammable means susceptible to igniting readily or to exploding 14 CFR Part 1 Definitions A non flammable ullage is one where the fuel air vapor is too lean or too rich to burn or is inert as defined below For the purposes of this appendix a fuel tank that is not inert is considered flammable when the bulk average fuel temperature within the tank is within the flammable range for the fuel type being used For any fuel tank that is subdivided into sections by baffles or compartments the tank is considered flammable when the bulk average fuel temperature within any section of the tank that is not inert is within the flammable range for the fuel type being used 9 ANAC Origem SAR 293 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d Flash Point The flash point of a flammable fluid means the lowest temperature at which the app
313. elf illuminated with an initial brightness of at least 160 microlamberts or 11 Be conspicuously located and well illuminated by the emergency lighting even in conditions of occupant crowding at the exit 3 Reserved 4 Each Type A Type B Type C Type I or Type II passenger emergency exit with a locking mechanism released by rotary motion of the handle must be marked i With a red arrow with a shaft at least three fourths of an inch wide and a head twice the width of the shaft extending along at least 70 degrees of arc at a radius approximately equal to three fourths of the handle length 11 So that the centerline of the exit handle is within 1 inch of the projected point of the arrow when the handle has reached full travel and has released the locking mechanism and 111 With the word open in red letters 1 inch high placed horizontally near the head of the arrow f Each emergency exit that is required to be openable from the outside and its means of opening must be marked on the outside of the airplane In addition the following apply 1 The outside marking for each passenger emergency exit in the side of the fuselage must include a 2 inch colored band outlining the exit 2 Each outside marking including the band must have color contrast to be readily distinguishable from the surrounding fuselage surface The contrast must be such that if the reflectance of the ANAC 124 300 Origem SAR Data da emiss
314. elocity 4 The prescribed descent velocities may be modified if it is shown that the airplane has design features that make it impossible to develop these velocities b Airplane lift not exceeding airplane weight may be assumed unless the presence of systems or procedures significantly affects the lift c The method of analysis of airplane and landing gear loads must take into account at least the following elements 1 Landing gear dynamic characteristics 2 Spin up and springback 3 Rigid body response 4 Structural dynamic response of the airframe if significant d The landing gear dynamic characteristics must be validated by tests as defined in 25 723 a e The coefficient of friction between the tires and the ground may be established by considering the effects of skidding velocity and tire pressure However this coefficient of friction need not be more than 0 8 Amdt 25 91 62 FR 40705 July 29 1997 Amdt 25 91 62 FR 45481 Aug 27 1997 Amdt 25 103 66 FR 27394 May 16 2001 25 477 Landing gear arrangement Sections 25 479 through 25 485 apply to airplanes with conventional arrangements of main and nose gears or main and tail gears when normal operating techniques are used 25 479 Level landing conditions a In the level attitude the airplane is assumed to contact the ground at forward velocity components ranging from Vito 1 25 Vroparallel to the ground under the conditions prescribed in
315. emonstrate the flightcrew s ability to safely conduct an ETOPS diversion with worst case ETOPS significant system failures or malfunctions that could occur in service v Diversions to airports that represent airports of the types used for ETOPS diversions vi Repeated exposure to humid and inclement weather on the ground followed by a long duration flight at normal cruise altitude 2 The airplane demonstration flight test program must validate the adequacy of the airplane s flying qualities and performance and the flightcrew s ability to safely conduct an ETOPS diversion under the conditions specified in section K25 2 2 g 1 of this appendix 3 During the airplane demonstration flight test program each test airplane must be operated and maintained using the applicant s recommended operating and maintenance procedures 4 At the completion of the airplane demonstration flight test program each ETOPS significant system must undergo an on wing inspection or test in accordance with the tasks defined in the proposed Instructions for Continued Airworthiness to establish its condition for continued safe operation Each engine must also undergo a gas path inspection These inspections must be conducted in a manner to identify abnormal conditions that could result in an IFSD or diversion The applicant must identify track and resolve any abnormal conditions in accordance with the problem tracking and resolution system specified in section K25 2 2 h
316. en Vyo Mmo and Vpr Mpr except that for altitudes where Mach RBAC n 25 Emenda n 136 controle movimento de passageiro nivelamento ap s subida e descida de altitude com limite de Mach para altitude com limite de velocidade aerodin mica 2 Considerando o tempo de rea o do piloto ap s a ocorr ncia do alarme efetivo artificial ou inerente de velocidade deve ser demonstrado que o avi o pode ser recuperado para uma atitu de normal e sua velocidade reduzida para Vmo Mmo sem 1 For a ou habilidade de pilotagem excepcio nal ii Exceder Vp Mp Vpr Mpr ou as limita es estruturais e iii Buffeting que prejudique a habilidade do piloto em ler os instrumentos ou controlar o avi o para recupera o 3 Com o avi o compensado em qualquer velo cidade at Vmo Mmo n o pode haver revers o de resposta entrada de comando em nenhum eixo e em nenhuma velocidade at Vpr Mpr Qualquer tend ncia de arfagem rolamento ou guinada deve ser leve e rapidamente control vel usando t cnicas de pilotagem normais Quando o avi o estiver compensado em Vmo Mmo a inclina o da curva de for a de comando do profundor em fun o da velocidade n o precisa ser est vel em velocidades superiores a Vrc Mrc mas deve haver uma for a no sentido de empurrar em todas as velocidades at Vpr Mpr e n o pode haver redu o excessiva ou abrupta da for a de comando do profundor medida que Vpr Mpr alcan ada 4 Cap
317. en the trim speed prescribed in 25 103 b 6 and stall identification as defined in 25 201 d to pitch the nose downward so that the acceleration to this selected trim speed is prompt with 1 The airplane trimmed at the trim speed prescribed in 25 103 b 6 2 The landing gear extended 3 The wing flaps i retracted and ii extended and 4 Power 1 off and ii at maximum continuous power on the engines b With the landing gear extended no change in trim control or exertion of more than 50 pounds control force representative of the maximum short term force that can be applied readily by one hand may be required for the following maneuvers 1 With power off flaps retracted and the airplane trimmed at 1 3 Vsri1 extend the flaps as rapidly as possible while maintaining the airspeed at approximately 30 percent above the reference stall speed existing at each instant throughout the maneuver 2 Repeat paragraph b 1 except initially extend the flaps and then retract them as rapidly as possible 3 Repeat paragraph b 2 except at the go around power or thrust setting 4 With power off flaps retracted and the airplane trimmed at 1 3 Vspi rapidly set go around power or thrust while maintaining the same airspeed 5 Repeat paragraph b 4 except with flaps extended 6 With power off flaps extended and the airplane trimmed at 1 3 VSR1 obtain and maintain airspeeds between VSWand either 1 6 VSR1or VFE whichev
318. ence other portions of the ICA that contain this information Amdt 25 54 45 FR 60177 Sept 11 1980 as amended by Amdt 25 68 54 FR 34329 Aug 18 1989 Amdt 25 102 66 FR 23130 May 7 2001 Amdt 25 123 72 FR 63408 Nov 8 2007 Amdt 25 132 75 FR 69782 Nov 15 2010 Appendix I to Part 25 Installation of an Automatic Takeoff Thrust Control System ATTCS 125 1 General a This appendix specifies additional requirements for installation of an engine power control system that automatically resets thrust or power on operating engine s in the event of any one engine failure during takeoff b With the ATTCS and associated systems functioning normally as designed all applicable requirements of Part 25 except as provided in this appendix must be met without requiring any action by the crew to increase thrust or power 125 2 Definitions a Automatic Takeoff Thrust Control System ATTCS An ATTCS is defined as the entire automatic system used on takeoff including all devices both mechanical and electrical that sense engine failure transmit signals actuate fuel controls or power levers or increase engine power by other means on operating engines to achieve scheduled thrust or power increases and furnish cockpit information on system operation b Critical Time Interval When conducting an ATTCS takeoff the critical time interval is between V minus 1 second and a point on the minimum performance all engine flight pa
319. endix C of os par grafos 25 251 b ao e deve ser cum this RBAC assuming normal operation of the prido em condi es de gelo Os par grafos airplane and its ice protection system in accord 25 207 c e d devem ser cumpridos para a ance with the operating limitations and operating configura o de pouso em condi es de gelo procedures established by the applicant and pro mas n o precisam ser cumpridos para outras vided in the Airplane Flight Manual configura es O cumprimento deve ser de 2 No changes in the load distribution limits of monstrado utilizando as acumula es de gelo section 25 23 the weight limits of section definidas no ap ndice C deste RBAC conside 25 25 except where limited by performance rando a opera o normal do avi o e de seus requirements of this subpart and the center of sistemas de prote o contra gelo de acordo gravity limits of section 25 27 from those for com as limita es operacionais e os procedi non icing conditions are allowed for flight in mentos operacionais estabelecidos pelo reque icing conditions or with ice accretion rente e fornecidos no Manual de Voo do avi o 2 Nenhuma altera o nos limites de distribui o de carregamento da se o 25 23 nos limi tes de peso da se o 25 25 exceto quando li mitados por requisitos de desempenho desta subparte e nos limites do centro de gravidade da se o 25 27 em rela o aqueles para condi es se
320. er Engines of not more than 1 830 cubic inches displacement and not having a certificated take off rating of more than 1 350 horsepower which necessitate a major modification of redesign of the engine installation may be installed if the engine fire prevention and fire protection are equivalent to that on the prior engine installation d Installation of engines of more than 1 830 cubic inches displacement or having certificated take off rating of more than 1 350 horsepower Engines of more than 1 830 cubic inches displacement or having certificated take off rating of more than 1 350 horsepower may be installed if compliance is shown with the engine installation requirements of Part 4b Provided That where literal compliance with the engine installation requirements of Part 4b is extremely difficult to accomplish and would not contribute materially to the objective sought and the Administrator finds that the experience with the DC 3 or L 18 airplanes justifies it he is authorized to accept such measures of compliance as he finds will effectively accomplish the basic objective 4 Establishment of new maximum certificated weights An applicant for approval of new maximum certificated weights shall apply for an amendment of the airworthiness certificate of the airplane and shall show that the weights sought have been established and the appropriate manual material obtained as provided in this section Note Transport category performance requirements
321. er emergency exit such that the door crosses any egress path including aisles crossaisles and passageways f If it is necessary to pass through a doorway separating any crewmember seat except those seats on the flightdeck occupiable for takeoff and landing from any emergency exit the door must have a means to latch it in the open position The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate inertia forces relative to the surrounding structure listed in 25 561 b Amdt 25 1 30 FR 3204 Mar 9 1965 as amended by Amdt 25 15 32 FR 13265 Sept 20 1967 Amdt 25 32 37 FR 3971 Feb 24 1972 Amdt 25 46 43 FR 50597 Oct 30 1978 Amdt 25 12 55 FR 29783 July 20 1990 Amdt 25 76 57 FR 19244 May 4 1992 Amdt 25 76 57 FR 29120 June 30 1992 Amdt 25 88 61 FR 57958 Nov 8 1996 Amdt 25 116 69 FR 62788 Oct 27 2004 25 815 Width of aisle The passenger aisle width at any point between seats must equal or exceed the values in the following table Minimum passenger aisle width inches Passenger seating capacity Less than 25 in from floor 25 in and more from floor 10 or less 12 15 11 through 19 12 20 20 or more 15 20 A narrower width not less than 9 inches may be approved when substantiated by tests found necessary by the Administrator Amdt 25 15 32 FR 13265 Sept 20 1967 as amended by Amdt 25 38 41 F
322. er is lower Origem SAR 41 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 c It must be possible without exceptional piloting skill to prevent loss of altitude when complete retraction of the high lift devices from any position is begun during steady straight level flight at 1 08 VSR for propeller powered airplanes or 1 13 VSR for turbojet powered airplanes with 1 Simultaneous movement of the power or thrust controls to the go around power or thrust setting 2 The landing gear extended and 3 The critical combinations of landing weights and altitudes d If gated high lift device control positions are provided paragraph c of this section applies to retractions of the high lift devices from any position from the maximum landing position to the first gated position between gated positions and from the last gated position to the fully retracted position The requirements of paragraph c of this section also apply to retractions from each approved landing position to the control position s associated with the high lift device configuration s used to establish the go around procedure s from that landing position In addition the first gated control position from the maximum landing position must correspond with a configuration of the high lift devices used to establish a go around procedure from a landing configuration Each gated control position must require a separate and distinct moti
323. er unit functioning under each likely operating condition including any maneuver for which certification is requested and during which the engine or auxiliary power unit is permitted to be in operation b Each fuel system must be arranged so that any air which is introduced into the system will not result in 1 Power interruption for more than 20 seconds for reciprocating engines or 2 Flameout for turbine engines c Each fuel system for a turbine engine must be capable of sustained operation throughout its flow and pressure range with fuel initially saturated with water at 80 F and having 0 75cc of free water per gallon added and cooled to the most critical condition for icing likely to be encountered in operation d Each fuel system for a turbine engine powered airplane must meet the applicable fuel venting requirements of part 34 of this chapter Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5677 Apr 8 1970 Amdt 25 36 39 FR 35460 Oct 1 1974 Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 73 55 FR 32861 Aug 10 1990 25 952 Fuel system analysis and test 9 ANAC Origem SAR 145 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Proper fuel system functioning under all probable operating conditions must be shown by analysis and those tests found necessary by the Administrator Tests if required must be made using the airplane fuel system or a t
324. ered airplanes 4 Maximum certificated takeoff weights The maximum certificated takeoff weights must be determined at all altitudes and at ambient temperatures if applicable at which performance credit is to be applied and may not exceed the weights established in compliance with paragraphs a and b of this section a The conditions of paragraphs 2 b through d must be met at the maximum certificated takeoff weight Origem SAR 228 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b Without the use of standby power the airplane must meet all of the en route requirements of the applicable airworthiness regulations under which the airplane was originally certificated In addition turbine powered airplanes without the use of standby power must meet the final takeoff climb requirements prescribed in the applicable airworthiness regulations 5 Maximum certificated landing weights a The maximum certificated landing weights one engine inoperative approach and all engine operating landing climb must be determined at all altitudes and at ambient temperatures if applicable at which performance credit is to be applied and must not exceed that established in compliance with paragraph b of this section b The flight path with the engines operating at the power or thrust or both appropriate to the airplane configuration and with standby power in use must lie above the flight path without
325. ered to reach maximum design loads for each part of the seaplane structure Origem SAR 79 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 25 525 Application of loads a Unless otherwise prescribed the seaplane as a whole is assumed to be subjected to the loads corresponding to the load factors specified in 25 527 b In applying the loads resulting from the load factors prescribed in 25 527 the loads may be distributed over the hull or main float bottom in order to avoid excessive local shear loads and bending moments at the location of water load application using pressures not less than those prescribed in 25 533 b c For twin float seaplanes each float must be treated as an equivalent hull on a fictitious seaplane with a weight equal to one half the weight of the twin float seaplane d Except in the takeoff condition of 25 531 the aerodynamic lift on the seaplane during the impact is assumed to be2 3of the weight of the seaplane 25 527 Hull and main float load factors a Water reaction load factors n Wmust be computed in the following manner 1 For the step landing case CY so Tan 6 w 2 For the bow and stern landing cases Cem x K Tata un b The following values are used 1 n W water reaction load factor that is the water reaction divided by
326. erior ambient light level may remain active or illuminated during the actual demonstration There must however be no increase in the exterior ambient light level except for that due to activation of the airplane emergency lighting system b The airplane must be in a normal attitude with landing gear extended c Unless the airplane is equipped with an off wing descent means stands or ramps may be used for descent from the wing to the ground Safety equipment such as mats or inverted life rafts may be placed on the floor or ground to protect participants No other equipment that is not part of the emergency evacuation equipment of the airplane may be used to aid the participants in reaching the ground d Except as provided in paragraph a of this appendix only the airplane s emergency lighting system may provide illumination e All emergency equipment required for the planned operation of the airplane must be installed f Each internal door or curtain must be in the takeoff configuration g Each crewmember must be seated in the normally assigned seat for takeoff and must remain in the seat until receiving the signal for commencement of the demonstration Each crewmember must be a person having knowledge of the operation of exits and emergency equipment and if compliance with 121 291 is also being demonstrated each flight attendant must be a member of a regularly scheduled line crew h A representative passenger load of persons in
327. ero point of the specimen 3 Specimen holding system i The sliding platform serves as the housing for test specimen placement Brackets may be attached via wing nuts to the top lip of the platform in order to accommodate various thicknesses of test specimens Place the test specimens on a sheet of Kaowool M board or 1260 Standard Board manufactured by Thermal Ceramics and available in Europe or equivalent either resting on the bottom lip of the sliding platform or on the base of the brackets It may be necessary to use multiple sheets of material based on the thickness of the test specimen to meet the sample height requirement Typically these non combustible sheets of material are available inl Ainch 6 mm thicknesses See figure 4 A sliding platform that is deeper than the 2 inch 50 8mm platform shown in figure 4 is also acceptable as long as the sample height requirement is met Origem SAR 254 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 E y Pra 4 Fire in F 4 13 16 in FA ee T 43 mm bolts 335 mmi 4 mm En V r eacee f a V tim HN HA f d ey 4 F F emt FS fis 51 mm py o 7 s SS fi r fi Ms A KEA 43 COMES U 2Win TUN ton n 83 5 mm g 414 in 835 mmi thick refractory maternal Figure 4 Sliding Platform View or download PDF 11 Attach al 2inch 13 mm piece of Kaowool
328. ersely affect the simultaneous operation of any other electrical unit or system essential to safe operation Any electrical interference likely to be present in the airplane must not result in hazardous effects on the airplane or its systems b Storage batteries must be designed and installed as follows 1 Safe cell temperatures and pressures must be maintained during any probable charging or discharging condition No uncontrolled increase in cell temperature may result when the battery is recharged after previous complete discharge 1 At maximum regulated voltage or power ii During a flight of maximum duration and 111 Under the most adverse cooling condition likely to occur in service 2 Compliance with paragraph b 1 of this section must be shown by test unless experience with similar batteries and installations has shown that maintaining safe cell temperatures and pressures presents no problem 3 No explosive or toxic gases emitted by any battery in normal operation or as the result of any probable malfunction in the charging system or battery installation may accumulate in hazardous quantities within the airplane 4 No corrosive fluids or gases that may escape from the battery may damage surrounding airplane structures or adjacent essential equipment 5 Each nickel cadmium battery installation must have provisions to prevent any hazardous effect on structure or essential systems that may be caused by the maximum amou
329. es The seven thermocouples to be used for testing must bel 16inch ceramic sheathed type K grounded thermocouples with a nominal 30 American wire gage AWG size conductor The seven thermocouples must be attached to a steel angle bracket to form a thermocouple rake for placement in the test stand during burner calibration as shown in Figure 3 of this part of this appendix 5 Apparatus Arrangement The test burner must be mounted on a suitable stand to position the exit of the burner cone a distance of 8 inches from the ceiling liner panel and 2 inches from the sidewall liner panel The burner stand should have the capability of allowing the burner to be swung away from the test specimen during warm up periods 6 Instrumentation A recording potentiometer or other suitable instrument with an appropriate range must be used to measure and record the outputs of the calorimeter and the thermocouples 7 Timing Device A stopwatch or other device must be used to measure the time of flame application and the time of flame penetration if it occurs e Preparation of Apparatus Before calibration all equipment must be turned on and allowed to stabilize and the burner fuel flow must be adjusted as specified in paragraph d 2 f Calibration To ensure the proper thermal output of the burner the following test must be made 1 Remove the burner extension from the end of the draft tube Turn on the blower portion of the burner without turning the fue
330. es high with corner radii not greater than six inches 9 Type C This type is a floor level exit with a rectangular opening of not less than 30 inches wide by 48 inches high with corner radii not greater than 10 inches b Step down distance Step down distance as used in this section means the actual distance between the bottom of the required opening and a usable foot hold extending out from the fuselage that is large enough to be effective without searching by sight or feel c Over sized exits Openings larger than those specified in this section whether or not of rectangular shape may be used if the specified rectangular opening can be inscribed within the opening and the base of the inscribed rectangular opening meets the specified step up and step down heights d Asymmetry Exits of an exit pair need not be diametrically opposite each other nor of the same size however the number of passenger seats permitted under paragraph g of this section is based on the smaller of the two exits e Uniformity Exits must be distributed as uniformly as practical taking into account passenger seat distribution f Location 1 Each required passenger emergency exit must be accessible to the passengers and located where it will afford the most effective means of passenger evacuation 2 If only one floor level exit per side is prescribed and the airplane does not have a tailcone or ventral emergency exit the floor level exits must be
331. esentation of the landing gear dynamic characteristics that is used in determining the landing loads must be validated by energy absorption tests A range of tests must be conducted to ensure that the analytical representation is valid for the design conditions specified in 25 473 1 The configurations subjected to energy absorption tests at limit design conditions must include at least the design landing weight or the design takeoff weight whichever produces the greater value of landing impact energy 2 The test attitude of the landing gear unit and the application of appropriate drag loads during the test must simulate the airplane landing conditions in a manner consistent with the development of rational or conservative limit loads b The landing gear may not fail in a test demonstrating its reserve energy absorption capacity simulating a descent velocity of 12 f p s at design landing weight assuming airplane lift not greater than airplane weight acting during the landing impact c In lieu of the tests prescribed in this section changes in previously approved design weights and minor changes in design may be substantiated by analyses based on previous tests conducted on the same basic landing gear system that has similar energy absorption characteristics Doc No 1999 5835 66 FR 27394 May 16 2001 Origem SAR 6 UT 100 300 Data da emiss o 7 de fevereiro de 2014 25 725 25 727 Reserved RBAC n 25 Emenda n
332. est article that reproduces the operating characteristics of the portion of the fuel system to be tested b The likely failure of any heat exchanger using fuel as one of its fluids may not result in a hazardous condition Amdt 25 40 42 FR 15043 Mar 17 1977 25 953 Fuel system independence Each fuel system must meet the requirements of 25 903 b by a Allowing the supply of fuel to each engine through a system independent of each part of the system supplying fuel to any other engine or b Any other acceptable method 25 954 Fuel system lightning protection The fuel system must be designed and arranged to prevent the ignition of fuel vapor within the system by a Direct lightning strikes to areas having a high probability of stroke attachment b Swept lightning strokes to areas where swept strokes are highly probable and c Corona and streamering at fuel vent outlets Amdt 25 14 32 FR 11629 Aug 11 1967 25 955 Fuel flow a Each fuel system must provide at least 100 percent of the fuel flow required under each intended operating condition and maneuver Compliance must be shown as follows 1 Fuel must be delivered to each engine at a pressure within the limits specified in the engine type certificate 2 The quantity of fuel in the tank may not exceed the amount established as the unusable fuel supply for that tank under the requirements of 25 959 plus that necessary to show compliance with
333. ests It must be shown by operation tests that when portions of the control system subject to pilot effort loads are loaded to 80 percent of the limit load specified for the system and the powered portions of the control system are loaded to the maximum load expected in normal operation the system is free from a Jamming b Excessive friction and c Excessive deflection Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5675 Apr 8 1970 25 685 Control system details a Each detail of each control system must be designed and installed to prevent jamming chafing and interference from cargo passengers loose objects or the freezing of moisture b There must be means in the cockpit to prevent the entry of foreign objects into places where they would jam the system c There must be means to prevent the slapping of cables or tubes against other parts d Sections 25 689 and 25 693 apply to cable systems and joints Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55466 Dec 20 1976 25 689 Cable systems a Each cable cable fitting turnbuckle splice and pulley must be approved In addition 1 No cable smaller thanl 8inch in diameter may be used in the aileron elevator or rudder systems and 2 Each cable system must be designed so that there will be no hazardous change in cable tension throughout the range of travel under operating conditions an
334. esult in a significant increase of loads 2 The typical mission of the new airplane is substantially equivalent to that of the similar design 3 The similar design should demonstrate the adequacy of the Uoselected ii At speed Vg Uois equal to 1 32 times the values obtained under paragraph b 3 1 of this appendix iii At speed Vp Uois equal tol 2the values obtained under paragraph b 3 1 of this appendix iv At speeds between Vgand V and between Vcand Vp Uois equal to a value obtained by linear interpolation 4 When a stability augmentation system is included in the analysis the effect of system nonlinearities on loads at the limit load level must be realistically or conservatively accounted for c Mission analysis Limit loads must be determined in accordance with the following 1 The expected utilization of the airplane must be represented by one or more flight profiles in which the load distribution and the variation with time of speed altitude gross weight and center of gravity position are defined These profiles must be divided into mission segments or blocks for analysis and average or effective values of the pertinent parameters defined for each segment 2 For each of the mission segments defined under paragraph c 1 of this appendix values of amp Amacr and N must be determined by analysis amp Amacr is defined as the ratio of root mean square incremental load to root mean square gust velocity and Nois th
335. ete evacuation of the airplane h Stored energy systems An indication to the flightcrew of the usable stored energy must be provided if a stored energy system is used to show compliance with paragraph b 1 of this section The available stored energy must be sufficient for 1 At least 6 full applications of the brakes when an antiskid system is not operating and 2 Bringing the airplane to a complete stop when an antiskid system is operating under all runway surface conditions for which the airplane is certificated 1 Brake wear indicators Means must be provided for each brake assembly to indicate when the heat sink is worn to the permissible limit The means must be reliable and readily visible Origem SAR 105 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 j Overtemperature burst prevention Means must be provided in each braked wheel to prevent a wheel failure a tire burst or both that may result from elevated brake temperatures Additionally all wheels must meet the requirements of 25 731 d k Compatibility Compatibility of the wheel and brake assemblies with the airplane and its systems must be substantiated Doc No FAA 1999 6063 67 FR 20420 Apr 24 2002 as amended by Amdt 25 108 67 FR 70827 Nov 26 2002 68 FR 1955 Jan 15 2003 25 737 Skis Each ski must be approved The maximum limit load rating of each ski must equal or exceed the maximum limit load de
336. evel to a height of 1 500 feet above the level of the takeoff surface Part II Airframe Ice Accretions for Showing Compliance With Subpart B a Ice accretions General The most critical ice accretion in terms of airplane performance and handling qualities for each flight phase must be used to show compliance with the applicable airplane performance and handling requirements in icing conditions of subpart B of this part Applicants must demonstrate that the full range of atmospheric icing conditions specified in part I of this appendix have been considered including the mean effective drop diameter liquid water content and temperature appropriate to the flight conditions for example configuration speed angle of attack and altitude The ice accretions for each flight phase are defined as follows 1 Takeoff ice is the most critical ice accretion on unprotected surfaces and any ice accretion on the protected surfaces appropriate to normal ice protection system operation occurring between liftoff and 400 feet above the takeoff surface assuming accretion starts at liftoff in the takeoff maximum icing conditions of part I paragraph c of this appendix 2 Final takeoff ice is the most critical ice accretion on unprotected surfaces and any ice accretion on the protected surfaces appropriate to normal ice protection system operation between 400 feet and either 1 500 feet above the takeoff surface or the height at which the transition from th
337. exceeded in any regime of flight climb cruise or descent unless a higher speed is authorized for flight test or pilot training operations V MO M MOmust be established so that it is not greater than the design cruising speed V Cand so that it is sufficiently below V D M Dor V DF M DF to make it highly improbable that the latter speeds will be inadvertently exceeded in operations The speed margin between V MO M MOand V D M Dor V DF M DFmay not be less than that determined under 25 335 b or found necessary during the flight tests conducted under 25 253 Amdt 25 23 35 FR 5680 Apr 8 1970 25 1507 Maneuvering speed The maneuvering speed must be established so that it does not exceed the design maneuvering speed V Adetermined under 25 335 c 25 1511 Flap extended speed The established flap extended speed V FEmust be established so that it does not exceed the design flap speed V Fchosen under 25 335 e and 25 345 for the corresponding flap positions and engine powers 25 1513 Minimum control speed The minimum control speed V MCdetermined under 25 149 must be established as an operating limitation 25 1515 Landing gear speeds a The established landing gear operating speed or speeds V LO may not exceed the speed at which it is safe both to extend and to retract the landing gear as determined under 25 729 or by flight characteristics If the extension speed is not the same as the retraction speed the two sp
338. except that analysis may be used in place of or to supplement testing where the analysis is shown to be reliable and appropriate All internal and external influences must be taken into account to an extent necessary to evaluate their effects and to assure reliable system and element functioning and integration Failure or unacceptable deficiency of an element or system must be corrected and be sufficiently retested where necessary 1 The system s subsystem s or element s must be subjected to performance fatigue and endurance tests representative of airplane ground and flight operations 2 The complete system must be tested to determine proper functional performance and relation to the other systems including simulation of relevant failure conditions and to support or validate element design 3 The complete hydraulic system s must be functionally tested on the airplane in normal operation over the range of motion of all associated user systems The test must be conducted at the system relief pressure or 1 25 times the DOP if a system pressure relief device is not part of the system design Clearances between hydraulic system elements and other systems or structural elements must remain adequate and there must be no detrimental effects Doc No 28617 66 FR 27402 May 16 2001 25 1438 Pressurization and pneumatic systems a Pressurization system elements must be burst pressure tested to 2 0 times and proof pressure tested to
339. f freedom including rigid body motions 2 The shape of the gust must be Origem SAR 61 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 U Us 1 Cos 2 H for0 lt s lt 2H where s distance penetrated into the gust feet Uas the design gust velocity in equivalent airspeed specified in paragraph a 4 of this section and H the gust gradient which is the distance feet parallel to the airplane s flight path for the gust to reach its peak velocity 3 A sufficient number of gust gradient distances in the range 30 feet to 350 feet must be investigated to find the critical response for each load quantity 4 The design gust velocity must be n Ura FA where Uce the reference gust velocity in equivalent airspeed defined in paragraph a 5 of this section F the flight profile alleviation factor defined in paragraph a 6 of this section 5 The following reference gust velocities apply 1 At the airplane design speed Vc Positive and negative gusts with reference gust velocities of 56 0 ft sec EAS must be considered at sea level The reference gust velocity may be reduced linearly from 56 0 ft sec EAS at sea level to 44 0 ft sec EAS at 15000 feet The reference gust velocity may be further reduced linearly from 44 0 ft sec EAS at 15000 feet to 26 0 ft sec EAS at 50000 feet 11 At the airplane design speed Vp The reference gust velocity must be 0 5 times the value obtain
340. f 4 6 8 6 and 4 liters min Immediately prior to recording methane flow rates a flow rate of 8 liters min must be used for 2 minutes to precondition the chamber This is not recorded as part of calibration The rate must be determined by using a stopwatch to time a complete revolution of the wet test meter for both the baseline and higher flow with the flow returned to baseline before changing to the next higher flow The thermopile baseline voltage must be measured The gas flow to the burner must be increased to the higher preset flow and allowed to burn for 2 0 minutes and the thermopile voltage must be measured The sequence must be repeated until all five values have been determined The average of the five values must be used as the calibration factor The procedure must be repeated if the percent relative standard deviation is greater than 5 percent Calculations are shown in paragraph f of this part IV 2 Flux Uniformity Uniformity of flux over the specimen must be checked periodically and after each heating element change to determine if it is within acceptable limits of plus or minus 5 percent 3 As noted in paragraph b 2 of this part IV thermopile hot junctions must be cleared of soot deposits as needed to maintain the calibrated sensitivity d Preparation of Test Specimens 1 The test specimens must be representative of the aircraft component in regard to materials and construction methods The standard size for the test
341. f Method This method provides a laboratory test procedure for measuring the capability of cargo compartment lining materials to resist flame penetration with a 2 gallon per hour GPH 2 Grade kerosene or equivalent burner fire source Ceiling and sidewall liner panels may be tested individually provided a baffle is used to simulate the missing panel Any specimen that passes the test as a ceiling liner panel may be used as a sidewall liner panel c Test Specimens 1 The specimen to be tested must measure 16 1 8inches 406 3 mm by 24 1 8inches 610 3 mm 2 The specimens must be conditioned at 70 F 5 F 21 C 2 C and 55 5 humidity for at least 24 hours before testing d Test Apparatus The arrangement of the test apparatus which is shown in Figure 3 of Part II and Figures 1 through 3 of this part of appendix F must include the components described in this section Minor details of the apparatus may vary depending on the model of the burner used 1 Specimen Mounting Stand The mounting stand for the test specimens consists of steel angles as shown in Figure 1 2 Test Burner The burner to be used in tesing must ANAC Origem SAR 238 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 Be a modified gun type 11 Use a suitable nozzle and maintain fuel pressure to yield a 2 GPH fuel flow For example an 80 degree nozzle nominally rated at 2 25 GPH and operated at 85 pounds per
342. f similar configuration for which the ditching characteristics are known Scoops flaps projections and any other factor likely to affect the hydrodynamic characteristics of the airplane must be considered d It must be shown that under reasonably probable water conditions the flotation time and trim of the airplane will allow the occupants to leave the airplane and enter the liferafts required by 25 1415 If compliance with this provision is shown by buoyancy and trim computations appropriate allowances must be made for probable structural damage and leakage If the airplane has fuel tanks with fuel jettisoning provisions that can reasonably be expected to withstand a ditching without leakage the jettisonable volume of fuel may be considered as buoyancy volume e Unless the effects of the collapse of external doors and windows are accounted for in the investigation of the probable behavior of the airplane in a water landing as prescribed in paragraphs c and d of this section the external doors and windows must be designed to withstand the probable maximum local pressures Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29781 July 20 1990 25 803 Emergency evacuation a Each crew and passenger area must have emergency means to allow rapid evacuation in crash landings with the landing gear extended as well as with the landing gear retracted considering the possibility of the airplane being on fi
343. f the remains of the seat cushion specimen set left on the mounting stand to the nearest 0 02 pound 9 grams excluding all droppings h Test Report With respect to all specimen sets tested for a particular seat cushion for which testing of compliance is performed the following information must be recorded 1 An identification and description of the specimens being tested 2 The number of specimen sets tested 3 The initial weight and residual weight of each set the calculated percentage weight loss of each set and the calculated average percentage weight loss for the total number of sets tested 4 The burn length for each set tested STTFL oL C Avare SEC PAIRIN att AIRE IC woo ans More TO vivo NRT AL JOINTS ELUEN Fiat 3 Mk NITT WELDED OL MEPSUIE V HAIN INSIT FIGURE 1 View or download PDF Origem SAR 235 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 x uh ux 1 ose AN TO EAA a SEAT CUS A MO SATA ute q l FIGURE 2 View or download PDF Origem SAR 236 300 ANAC Data da emiss o 7 de fevereiro de 2014 ede SC 0 ae MIETTA FTP SSH Tres AP her MIS CETEL we PPNS ee MPT PIANA PER ATTI FIGURE 3 View or download PDF 125 met I DIAMETER HOLE FOR CALGHIWL ILH MONN TING 1524395479 run KY xi wa MARINITE BLOCK De ISS 1 pm m t ZI 54 a i56 m
344. f this section to enable the airplane to meet the climb requirements of 25 119 and 25 121 d assuming that the fuel is jettisoned under ANAC Origem SAR 153 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 the conditions except weight found least favorable during the flight tests prescribed in paragraph c of this section c Fuel jettisoning must be demonstrated beginning at maximum takeoff weight with flaps and landing gear up and in 1 A power off glide at 1 3 Vsri 2 A climb at the one engine inoperative best rate of climb speed with the critical engine inoperative and the remaining engines at maximum continuous power and 3 Level flight at 1 3 Vspi if the results of the tests in the conditions specified in paragraphs c 1 and 2 of this section show that this condition could be critical d During the flight tests prescribed in paragraph c of this section it must be shown that 1 The fuel jettisoning system and its operation are free from fire hazard 2 The fuel discharges clear of any part of the airplane 3 Fuel or fumes do not enter any parts of the airplane and 4 The jettisoning operation does not adversely affect the controllability of the airplane e For reciprocating engine powered airplanes means must be provided to prevent jettisoning the fuel in the tanks used for takeoff and landing below the level allowing 45 minutes flight at 75 percent maximum continuo
345. ficant system that has or could result in an IFSD or diversion The applicant must include in this assessment relevant problems with similar or identical equipment installed on other types of airplanes to the extent such information is reasonably available e Airplane flight test The applicant must conduct a flight test to validate the flightcrew s ability to safely conduct an ETOPS diversion with an inoperative engine and worst case ETOPS Significant System failures and malfunctions that could occur in service The flight test must validate the airplane s flying qualities and performance with the demonstrated failures and malfunctions K25 2 2 Early ETOPS method An applicant for ETOPS type design approval using the Early ETOPS method must comply with the following requirements a Assessment of relevant experience with airplanes previously certificated under part 25 The applicant must identify specific corrective actions taken on the candidate airplane to prevent relevant design manufacturing operational and maintenance problems experienced on airplanes previously certificated under part 25 manufactured by the applicant Specific corrective actions are not required if the nature of a problem is such that the problem would not significantly impact the safety or reliability of the airplane system involved A relevant problem is a problem with an ETOPS group 1 significant system that has or could result in an IFSD or diversion The applicant must
346. flammability exposure analysis is a function of the flash point of the fuel selected by the Monte Carlo for a given flight The flammability envelope for the fuel is defined by the upper flammability limit UFL and lower flammability limit LFL as follows A LFL at sea level flash point temperature of the fuel at sea level minus 10 F LFL decreases from sea level value with increasing altitude at a rate of 1 F per 808 feet B UFL at sea level flash point temperature of the fuel at sea level plus 63 5 F UFL decreases from the sea level value with increasing altitude at a rate of 1 F per 512 feet 4 For each flight analyzed a separate random number must be generated for each of the three parameters ground ambient temperature cruise ambient temperature and fuel flash point using the Gaussian distribution defined in Table 1 of this appendix Table 1 Gaussian Distribution for Ground Ambient Temperature Cruise Ambient Temperature and Fuel Flash Point Temperature in deg F Ground ambient Cruise ambient Fuel flash point Parameter temperature temperature FP Mean Temp 59 95 10 120 Neg 1 std dev 20 14 8 8 Origem SAR 296 300 ANAC Data da emiss o 7 de fevereiro de 2014 Pos 1 std dev 17 28 8 RBAC n 25 Emenda n 136 8 b The Flight Length Distribution defined in Table 2 must be used in the Monte Carlo analysis Table 2 Flight Length Distribution
347. flight must be sufficient to allow the pilot to prevent stalling without encountering any adverse flight characteristics when 1 The speed is reduced at rates not exceeding one knot per second 2 The pilot performs the recovery maneuver in the same way as for flight in non icing conditions and 3 The recovery maneuver is started no earlier than 1 One second after the onset of stall warning if stall warning is provided by the same means as for flight in non icing conditions or 11 Three seconds after the onset of stall warning if stall warning is provided by a different means than for flight in non icing conditions 1 In showing compliance with paragraph h of this section if stall warning is provided by a different means in icing conditions than for non icing conditions compliance with Sec 25 203 must be shown using the accretion defined in appendix C part Il e of this part Compliance with this requirement must be shown using the demonstration prescribed by Sec 25 201 except that the deceleration rates of Sec 25 201 c 2 need not be demonstrated Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 7 30 FR 13118 Oct 15 1965 Amdt 25 42 43 FR 2322 Jan 16 1978 Amdt 25 108 67 FR 70827 Nov 26 2002 Amdt 25 121 72 FR 44668 Aug 8 2007 Amdt 25 129 74 FR 38339 Aug 3 2009 Ground and Water Handling Characteristics 25 231 Longitudinal stability and control a Landplanes may have no uncontroll
348. fluids within the temperature limits established for these components and fluids under ground water and flight operating conditions and after normal engine or auxiliary power unit shutdown or both Amdt 25 38 41 FR 55467 Dec 20 1976 25 1043 Cooling tests a General Compliance with 25 1041 must be shown by tests under critical ground water and flight operating conditions For these tests the following apply 1 If the tests are conducted under conditions deviating from the maximum ambient atmospheric temperature the recorded powerplant temperatures must be corrected under paragraphs c and d of this section 2 No corrected temperatures determined under paragraph a 1 of this section may exceed established limits 3 For reciprocating engines the fuel used during the cooling tests must be the minimum grade approved for the engines and the mixture settings must be those normally used in the flight stages for which the cooling tests are conducted The test procedures must be as prescribed in 25 1045 b Maximum ambient atmospheric temperature A maximum ambient atmospheric temperature corresponding to sea level conditions of at least 100 degrees F must be established The assumed temperature lapse rate is 3 6 degrees F per thousand feet of altitude above sea level until a temperature of 69 7 degrees F is reached above which altitude the temperature is considered constant at 69 7 degrees F However for winter
349. forces may not re verse and increased rudder deflection must be needed for increased angles of sideslip Compli ance with this requirement must be shown using straight steady sideslips unless full lateral con trol input is achieved before reaching either full rudder control input or a rudder control force of 180 pounds a straight steady sideslip need not be maintained after achieving full lateral control input This requirement must be met at all ap proved landing gear and flap positions for the range of operating speeds and power conditions appropriate to each landing gear and flap posi tion with all engines operating RBAC n 25 Emenda n 136 e condi o sim trica de pot ncia n o pode ser negativa em nenhuma velocidade aerodin mica exceto que velocidades maiores do que V pg n o precisam ser consideradas para configura es com flapes estendidos nem velocidades maiores do que Vig para configura es com o trem de pouso estendido nos seguintes intervalos de velocidade aerodin mica 1 De 1 13 Vsn a Vyo Mywo 2 De Vmo Mmo a Vrc Mrc a menos que a diverg ncia seja 1 Gradual 11 Facilmente reconhec vel pelo piloto e 111 Facilmente control vel pelo piloto c O seguinte requisito deve ser cumprido nas configura es e velocidade especificadas no par grafo a desta se o Nas derrapagens esta bilizadas em voo reto no intervalo de ngulos de derrapagem apropriados opera o do avi o
350. fore the burning front reaches the timing zone and the average burn rate must be recorded 6 Forty five degree test A minimum of three specimens must be tested and the results averaged The specimens must be supported at an angle of 45 to a horizontal surface The exposed surface when installed in the aircraft must be face down for the test The specimens must be exposed to a Bunsen or Tirrill burner with a nominal3 8 inch I D tube adjusted to give a flame of 11 2inches in height The minimum flame temperature measured by a calibrated thermocouple pyrometer in the ANAC 231 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 center of the flame must be 1550 F Suitable precautions must be taken to avoid drafts The flame must be applied for 30 seconds with one third contacting the material at the center of the specimen and then removed Flame time glow time and whether the flame penetrates passes through the specimen must be recorded 7 Sixty degree test A minimum of three specimens of each wire specification make and size must be tested The specimen of wire or cable including insulation must be placed at an angle of 60 with the horizontal in the cabinet specified in subparagraph 3 of this paragraph with the cabinet door open during the test or must be placed within a chamber approximately 2 feet high by 1 foot by 1 foot open at the top and at one vertical side front and which allows
351. fragmentation devices to a level equivalent to level IIIa of the National Institute of Justice NIJ Standard 0101 04 b Airplanes with a maximum certificated passenger seating capacity of more than 60 persons or a maximum certificated takeoff gross weight of over 100 000 pounds 45 359 Kilograms must be designed to limit the effects of an explosive or incendiary device as follows 1 Flightdeck smoke protection Means must be provided to limit entry of smoke fumes and noxious gases into the flightdeck 2 Passenger cabin smoke protection Means must be provided to prevent passenger incapacitation in the cabin resulting from smoke fumes and noxious gases as represented by the initial combined volumetric concentrations of 0 59 carbon monoxide and 1 23 carbon dioxide 3 Cargo compartment fire suppression An extinguishing agent must be capable of suppressing a fire All cargo compartment fire suppression systems must be designed to withstand the following effects including support structure displacements or adjacent materials displacing against the distribution system ANAC Origem SAR 116 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 Impact or damage from a 0 5 inch diameter aluminum sphere traveling at 430 feet per second 131 1 meters per second 1 A 15 pound per square inch 103 4 kPa pressure load if the projected surface area of the component is greater than 4 square feet Any single di
352. from the fully closed latched and locked condition is extremely improbable This must be shown by safety analysis 3 Each element of each door operating system must be designed or where impracticable distinctively and permanently marked to minimize the probability of incorrect assembly and adjustment that could result in a malfunction Origem SAR 111 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 All sources of power that could initiate unlocking or unlatching of any door must be automatically isolated from the latching and locking systems prior to flight and it must not be possible to restore power to the door during flight 5 Each removable bolt screw nut pin or other removable fastener must meet the locking requirements of 25 607 6 Certain doors as specified by 25 807 h must also meet the applicable requirements of 25 809 through 25 812 for emergency exits b Opening by persons There must be a means to safeguard each door against opening during flight due to inadvertent action by persons In addition design precautions must be taken to minimize the possibility for a person to open a door intentionally during flight If these precautions include the use of auxiliary devices those devices and their controlling systems must be designed so that 1 No single failure will prevent more than one exit from being opened and 2 Failures that would prevent opening of the exi
353. fuel lines and other fuel system parts subject to cold air must be insulated to simulate insofar as practicable flight in hot weather Amdt 25 11 32 FR 6912 May 5 1967 as amended by Amdt 25 57 49 FR 6848 Feb 23 1984 25 963 Fuel tanks general a Each fuel tank must be able to withstand without failure the vibration inertia fluid and structural loads that it may be subjected to in operation b Flexible fuel tank liners must be approved or must be shown to be suitable for the particular application c Integral fuel tanks must have facilities for interior inspection and repair ANAC Origem SAR 147 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d Fuel tanks within the fuselage contour must be able to resist rupture and to retain fuel under the inertia forces prescribed for the emergency landing conditions in 25 561 In addition these tanks must be in a protected position so that exposure of the tanks to scraping action with the ground is unlikely e Fuel tank access covers must comply with the following criteria in order to avoid loss of hazardous quantities of fuel 1 All covers located in an area where experience or analysis indicates a strike is likely must be shown by analysis or tests to minimize penetration and deformation by tire fragments low energy engine debris or other likely debris 2 All covers must be fire resistant as defined in part 1 of this chapter
354. g need not be included For each item the applicant must provide A Each airplane and engine make model and serial number B Engine configuration and major alteration history C Engine position D Circumstances leading up to the engine shutdown or occurrence E Phase of flight or ground operation F Weather and other environmental conditions and G Cause of engine shutdown or occurrence 11 A history of unscheduled engine removal rates since introduction into service using 6 and 12 month rolling averages with a summary of the major causes for the removals iii A list of all propulsion system events whether or not caused by maintenance or flightcrew error including dispatch delays cancellations aborted takeoffs turnbacks diversions and flights that continue to destination after the event iv The total number of engine hours and cycles the number of hours for the engine with the highest number of hours the number of cycles for the engine with the highest number of cycles and the distribution of hours and cycles v The mean time between failures MTBF of propulsion system components that affect reliability vi A history of the IFSD rates since introduction into service using a 12 month rolling average 2 The cause or potential cause of each item listed in K25 2 1 c 1 1 must have a corrective action or actions that are shown to be effective in preventing future occurrences Each corrective actio
355. g an unplanned ditching f Life preserver stowage provisions The stowage provisions for life preservers described in 25 1415 must accommodate one life preserver for each occupant for which certification for ditching is requested Each life preserver must be within easy reach of each seated occupant g Life line stowage provisions If certification for ditching under 25 801 is requested there must be provisions to store life lines These provisions must 1 Allow one life line to be attached to each side of the fuselage and 2 Be arranged to allow the life lines to be used to enable the occupants to stay on the wing after ditching Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 32 37 FR 3972 Feb 24 1972 Amdt 25 46 43 FR 50598 Oct 30 1978 Amdt 25 53 45 FR 41593 June 19 1980 Amdt 25 70 54 FR 43925 Oct 27 1989 Amdt 25 79 58 FR 45229 Aug 26 1993 Amdt 25 116 69 FR 62789 Oct 27 2004 25 1415 Ditching equipment Origem SAR 189 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Ditching equipment used in airplanes to be certificated for ditching under 25 801 and required by the operating rules of this chapter must meet the requirements of this section b Each liferaft and each life preserver must be approved In addition 1 Unless excess rafts of enough capacity are provided the buoyancy and seating capacity beyond the rated capaci
356. g the maximum allowable r p m c The means used to limit the low pitch position of the propeller blades must be set so that the engine does not exceed 103 percent of the maximum allowable engine rpm or 99 percent of an approved maximum overspeed whichever is greater with 1 The propeller blades at the low pitch limit and governor inoperative 2 The airplane stationary under standard atmospheric conditions with no wind and 3 The engines operating at the takeoff manifold pressure limit for reciprocating engine powered airplanes or the maximum takeoff torque limit for turbopropeller engine powered airplanes Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 57 49 FR 6848 Feb 23 1984 Amdt 25 72 55 FR 29774 July 20 1990 Performance 25 101 General a Unless otherwise prescribed airplanes must meet the applicable performance requirements of this subpart for ambient atmospheric conditions and still air b The performance as affected by engine power or thrust must be based on the following relative humidities 1 For turbine engine powered airplanes a relative humidity of 1 80 percent at and below standard temperatures and 11 34 percent at and above standard temperatures plus 50 F Between these two temperatures the relative humidity must vary linearly 2 For reciprocating engine powered airplanes a relative humidity of 80 percent in a standard atmosphere Engine power corrections
357. ght Manual 25 1581 General 25 1583 Operating limitations 25 1585 Operating procedures 25 1587 Performance information Subpart H Electrical Wiring Interconnection Systems EWIS 25 1701 Definition 25 1703 Function and installation EWIS 25 1705 Systems and functions EWIS Origem SAR 12 300 ANAC Data da emiss o 7 de fevereiro de 2014 25 1707 25 1709 25 1711 25 1713 25 1715 25 1717 25 1719 25 1721 25 1723 25 1725 25 1727 25 1729 25 1731 25 1733 RBAC n 25 Emenda n 136 System separation EWIS System safety EWIS Component identification EWIS Fire protection EWIS Electrical bonding and protection against static electricity EWIS Circuit protective devices EWIS Accessibility provisions EWIS Protection of EWIS Flammable fluid fire protection EWIS Powerplants EWIS Flammable fluid shutoff means EWIS Instructions for Continued Airworthiness EWIS Powerplant and APU fire detector system EWIS Fire detector systems general EWIS Subpart I Special RBAC 25 1801 RBAC E n 111 Lavatory Oxygen Systems Appendix A to Part 25 Appendix B to Part 25 Appendix C to Part 25 Appendix D to Part 25 Appendix E to Part 25 Appendix F to Part 25 Appendix G to Part 25 Continuous Gust Design Criteria Appendix H to Part 25 Instructions for Continued Airworthiness Appendix I to Part 25 Installation of an Automa
358. ght equal to the weight existing when the airplane s landing gear is fully retracted determined under 825 111 2 The requirements of paragraph b 1 of this section must be met 1 In non icing conditions and 11 In icing conditions with the takeoff ice accretion defined in appendix C if in the configuration of 25 121 b with the takeoff ice accretion A The stall speed at maximum takeoff weight exceeds that in non icing conditions by more than the greater of 3 knots CAS or 3 percent of Vsr or B The degradation of the gradient of climb determined in accordance with 25 121 b is greater than one half of the applicable actual to net takeoff flight path gradient reduction defined in 25 115 b c Final takeoff In the en route configuration at the end of the takeoff path determined in accordance with 25 111 1 The steady gradient of climb may not be less than 1 2 percent for two engine airplanes 1 5 percent for three engine airplanes and 1 7 percent for four engine airplanes at Verowith 1 The critical engine inoperative and the remaining engines at the available maximum continuous power or thrust and 11 The weight equal to the weight existing at the end of the takeoff path determined under 25 111 2 The requirements of paragraph c 1 of this section must be met i In non icing conditions and 11 In icing conditions with the final takeoff ice accretion defined in appendix C if in the configuration of
359. gle test The flame may not penetrate pass through the material during application of the flame or subsequent to its removal The average flame time after removal of the flame source may not exceed 15 seconds and the average glow time may not exceed 10 seconds iv Insulation blankets and covers used to protect cargo must be constructed of materials that meet the requirements of paragraph a 1 ii of part I of this appendix Tiedown equipment including containers bins and pallets used in each cargo and baggage compartment must be constructed of materials that meet the requirements of paragraph a 1 v of part I of this appendix 3 Electrical system components Insulation on electrical wire or cable installed in any area of the fuselage must be self extinguishing when subjected to the 60 degree test specified in part I of this appendix The average burn length may not exceed 3 inches and the average flame time after removal of the flame source may not exceed 30 seconds Drippings from the test specimen may not continue to flame for more than an average of 3 seconds after falling b Test Procedures 1 Conditioning Specimens must be conditioned to 70 5 F and at 50 percent 5 percent relative humidity until moisture equilibrium is reached or for 24 hours Each specimen must remain in the conditioning environment until it is subjected to the flame 2 Specimen configuration Except for small parts and electrical wire and cable insulati
360. gn of the bottom plating and stringers and their attachments to the supporting structure the following pressure distributions must be applied 1 For an unflared bottom the pressure at the chine is 0 75 times the pressure at the keel and the pressures between the keel and chine vary linearly in accordance with figure 3 of appendix B The pressure at the keel psi is computed as follows 6 ANAC Origem SAR 81 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 f Ox s tan f where P k pressure p s i at the keel C 0 00213 K hull station weighing factor in accordance with figure 2 of appendix B V Si seaplane stalling speed Knots at the design water takeoff weight with flaps extended in the appropriate takeoff position and Bk angle of dead rise at keel in accordance with figure 1 of appendix B 2 For a flared bottom the pressure at the beginning of the flare is the same as that for an unflared bottom and the pressure between the chine and the beginning of the flare varies linearly in accordance with figure 3 of appendix B The pressure distribution is the same as that prescribed in paragraph b 1 of this section for an unflared bottom except that the pressure at the chine is computed as follows P C xe tan 5 where P ch pressure p s i at the chine C 320 0016 K hull station weighing factor in accordance with figure 2 of appendix B V S zseaplane stalling speed at the de
361. gnated fire zone or engine compartment of any nacelle Amdt 25 23 35 FR 5676 Apr 8 1970 25 869 Fire protection systems a Electrical system components 1 Components of the electrical system must meet the applicable fire and smoke protection requirements of 25 831 c and 25 863 2 Equipment that is located in designated fire zones and is used during emergency procedures must be at least fire resistant 3 EWIS components must meet the requirements of 25 1713 b Each vacuum air system line and fitting on the discharge side of the pump that might contain flammable vapors or fluids must meet the requirements of 25 1183 if the line or fitting is in a designated fire zone Other vacuum air systems components in designated fire zones must be at least fire resistant c Oxygen equipment and lines must 1 Not be located in any designated fire zone 2 Be protected from heat that may be generated in or escape from any designated fire zone and 3 Be installed so that escaping oxygen cannot cause ignition of grease fluid or vapor accumulations that are present in normal operation or as a result of failure or malfunction of any system Origem SAR 139 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Amdt 25 72 55 FR 29784 July 20 1990 as amended by Amdt 25 113 69 FR 12530 Mar 16 2004 Amdt 25 123 72 FR 63405 Nov 8 2007 Miscellaneous 25 871 Leveling m
362. greater of 1 The takeoff distance on a dry runway determined in accordance with paragraph a of this section or 2 The horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 15 feet above the takeoff surface achieved in a manner consistent with the achievement of V before reaching 35 feet above the takeoff surface determined under 25 111 for a wet runway c If the takeoff distance does not include a clearway the takeoff run is equal to the takeoff distance If the takeoff distance includes a clearway 1 The takeoff run on a dry runway is the greater of 1 The horizontal distance along the takeoff path from the start of the takeoff to a point equidistant between the point at which Vror is reached and the point at which the airplane is 35 feet above the takeoff surface as determined under 25 111 for a dry runway or ii 115 percent of the horizontal distance along the takeoff path with all engines operating from the start of the takeoff to a point equidistant between the point at which Vroris reached and the point at which the airplane is 35 feet above the takeoff surface determined by a procedure consistent with 825 111 2 The takeoff run on a wet runway is the greater of 1 The horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 15 feet above the takeoff surface achieved in a manner consistent with
363. h as an interior wall or furnishing that may contact the pelvis upper arm chest or head of an occupant seated next to the structure the structure or a conservative representation of the structure and its stiffness must be included in the tests It is recommended but not required that the contact surface of the actual structure be covered with at least two inches of energy absorbing protective padding foam or equivalent such as Ensolite 6 Shoulder Strap Loads Where upper torso straps shoulder straps are used for sofa occupants the tension loads in individual straps may not exceed 1 750 pounds If dual straps are used for re straining the upper torso the total strap tension loads may not exceed 2 000 pounds 7 Occupant Retention All side facing seats require end closures or other means to prevent the ATD s pelvis from translating beyond the end of the seat at any time during testing 8 Test Parameters 1 All seat positions need to be occupied by ATDs for the longitudinal tests ii A minimum of one longitudinal test conducted in accordance with the conditions specified in 25 562 b 2 is required to assess the injury criteria as follows Note that if a seat is installed aft of structure such as an interior wall or furnishing that does not have a homogeneous surface an addi tional test or tests may be required to demonstrate that the injury criteria are met for the area which an occupant could contact For example diffe
364. h time 8 Test chamber Perform tests in a suitable chamber to reduce or eliminate the possibility of test fluctuation due to air movement The chamber must have a minimum floor area of 10 by 10 feet 305 by 305 cm 1 Ventilation hood Provide the test chamber with an exhaust system capable of removing the products of combustion expelled during tests c Test Specimens 1 Specimen preparation Prepare a minimum of three specimen sets of the same construction and configuration for testing 2 Insulation blanket test specimen 1 For batt type materials such as fiberglass the constructed finished blanket specimen assemblies must be 32 inches wide by 36 inches long 81 3 by 91 4 cm exclusive of heat sealed film edges ii For rigid and other non conforming types of insulation materials the finished test specimens must fit into the test rig in such a manner as to replicate the actual in service installation 3 Construction Make each of the specimens tested using the principal components i e insulation fire barrier material if used and moisture barrier film and assembly processes representative seams and closures i Fire barrier material If the insulation blanket is constructed with a fire barrier material place the fire barrier material in a manner reflective of the installed arrangement For example if the material will be placed on the outboard side of the insulation material inside the moisture film place it the sam
365. hat are composed of two or more physically separate units or components connected together such as a remote indicating gyroscopic direction indicator that includes a magnetic sensing element a gyroscopic unit an amplifier and an indicator connected together Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 41 42 FR 36970 July 18 1977 25 1333 Instrument systems For systems that operate the instruments required by 25 1303 b which are located at each pilot s station a Means must be provided to connect the required instruments at the first pilots station to operating systems which are independent of the operating systems at other flight crew stations or other equipment b The equipment systems and installations must be designed so that one display of the information essential to the safety of flight which is provided by the instruments including attitude direction airspeed and altitude will remain available to the pilots without additional crewmember action after any single failure or combination of failures that is not shown to be extremely improbable and c Additional instruments systems or equipment may not be connected to the operating systems for the required instruments unless provisions are made to ensure the continued normal functioning of the required instruments in the event of any malfunction of the additional instruments systems or equipment which is not shown to be extremely improbable
366. he airplane b The operation of the standby power unit and its control must have proven to be safe and reliable Amdt 25 6 30 FR 8468 July 2 1965 Appendix F to Part 25 Part I Test Criteria and Procedures for Showing Compliance with 25 853 or 25 855 a Material test criteria 1 Interior compartments occupied by crew or passengers 1 Interior ceiling panels interior wall panels partitions galley structure large cabinet walls structural flooring and materials used in the construction of stowage compartments other than underseat stowage compartments and compartments for stowing small items such as magazines and maps must be self extinguishing when tested vertically in accordance with the applicable portions of part I of this appendix The average burn length may not exceed 6 inches and the average flame time after removal of the flame source may not exceed 15 seconds Drippings from the test specimen may not continue to flame for more than an average of 3 seconds after falling ii Floor covering textiles including draperies and upholstery seat cushions padding decorative and nondecorative coated fabrics leather trays and galley furnishings electrical conduit air ducting joint and edge covering liners of Class B and E cargo or baggage compartments floor panels of Class B C D or E cargo or baggage compartments cargo covers and transparencies molded and thermoformed parts air ducting joints and trim strips
367. he airplane centerline which would result in main gear loads not greater than 103 percent of the critical design load for symmetrical loading conditions may be selected without considering the effects of these lateral c g displacements on the loading of the main gear elements or on the airplane structure provided 1 The lateral displacement of the c g results from random passenger or cargo disposition within the fuselage or from random unsymmetrical fuel loading or fuel usage and 2 Appropriate loading instructions for random disposable loads are included under the provisions of 25 1583 c 1 to ensure that the lateral displacement of the center of gravity is maintained within these limits c Landing gear dimension data Figure of appendix A contains the basic landing gear dimension data Amdt 25 23 35 FR 5673 Apr 8 1970 25 473 Landing load conditions and assumptions ANAC Origem SAR 71 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a For the landing conditions specified in 25 479 to 25 485 the airplane is assumed to contact the ground 1 In the attitudes defined in 825 479 and 25 481 2 With a limit descent velocity of 10 fps at the design landing weight the maximum weight for landing conditions at maximum descent velocity and 3 With a limit descent velocity of 6 fps at the design take off weight the maximum weight for landing conditions at a reduced descent v
368. he angular acceleration conditions zero rolling velocity may be assumed in the absence of a rational time history investigation of the maneuver 2 At V A a sudden deflection of the aileron to the stop is assumed 3 At V C the aileron deflection must be that required to produce a rate of roll not less than that obtained in paragraph a 2 of this section 4 At V D the aileron deflection must be that required to produce a rate of roll not less than one third of that in paragraph a 2 of this section b Unsymmetrical gusts The airplane is assumed to be subjected to unsymmetrical vertical gusts in level flight The resulting limit loads must be determined from either the wing maximum airload derived directly from 25 341 a or the wing maximum airload derived indirectly from the vertical load factor calculated from 25 341 a It must be assumed that 100 percent of the wing air load acts on one side of the airplane and 80 percent of the wing air load acts on the other side Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 86 61 FR 5222 Feb 9 1996 Amdt 25 94 63 FR 8848 Feb 23 1998 25 351 Yaw maneuver conditions The airplane must be designed for loads resulting from the yaw maneuver conditions specified in paragraphs a through d of this section at speeds from Vmcto Vp Unbalanced aerodynamic moments about the center of gravity must be reacted in a rational or conser
369. he cloud liquid water content for continuous maximum icing conditions of a horizontal extent other than 17 4 nautical miles is determined by the value of liquid water content of figure 1 multiplied by the appropriate factor from figure 3 of this appendix b Intermittent maximum icing The intermittent maximum intensity of atmospheric icing conditions intermittent maximum icing is defined by the variables of the cloud liquid water content the mean effective diameter of the cloud droplets the ambient air temperature and the interrelationship of these three variables as shown in figure 4 of this appendix The limiting icing envelope in terms of altitude and temperature is given in figure 5 of this appendix The inter relationship of cloud liquid water content with drop diameter and altitude is determined from figures 4 and 5 The cloud liquid water content for intermittent maximum icing conditions of a horizontal extent other than 2 6 nautical miles is determined by the value of cloud liquid water content of figure 4 multiplied by the appropriate factor in figure 6 of this appendix TT FER PO E e zT CELO RR cg cil li t ETERNI HET EF C NTINUOUS MAXIMAM STRATIF RM CLOUCSI ATMLISPHESIC FONG CGNZHTILIKS IAID VS TES CONTEST YS WEAN EFFECTIVE DROP DIAMETER EN 17 aa SY View or download PDF Origem SAR 222 300 ANAC Data da emiss o 7 de fevereiro de 2014 APPENDIX C FIGURE 2 BEER CONTINUOUS MAXIMUM STR
370. he exit provided must not be obstructed and there must be no interference in opening the exit by seats berths or other protrusions including any seatback in the most adverse position for a distance from that exit not less than the width of the narrowest passenger seat installed on the airplane ii For airplanes that have a passenger seating configuration of 19 or fewer there may be minor obstructions in this region if there are compensating factors to maintain the effectiveness of the exit Origem SAR 128 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 3 For each Type III exit regardless of the passenger capacity of the airplane in which it is installed there must be placards that i Are readable by all persons seated adjacent to and facing a passageway to the exit 11 Accurately state or illustrate the proper method of opening the exit including the use of handholds and iii If the exit is a removable hatch state the weight of the hatch and indicate an appropriate location to place the hatch after removal d If it is necessary to pass through a passageway between passenger compartments to reach any required emergency exit from any seat in the passenger cabin the passageway must be unobstructed However curtains may be used if they allow free entry through the passageway e No door may be installed between any passenger seat that is occupiable for takeoff and landing and any passeng
371. he flight crew in the crew compartment 4 There are means to exclude hazardous quantities of smoke flames or noxious gases from the flight crew compartment and 5 The required crew emergency exits are accessible under any cargo loading condition Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 32 37 FR 3972 Feb 24 1972 Amdt 25 60 51 FR 18243 May 16 1986 Amdt 25 93 63 FR 8048 Feb 17 1998 25 858 Cargo or baggage compartment smoke or fire detection systems If certification with cargo or baggage compartment smoke or fire detection provisions is requested the following must be met for each cargo or baggage compartment with those provisions a The detection system must provide a visual indication to the flight crew within one minute after the start of a fire b The system must be capable of detecting a fire at a temperature significantly below that at which the structural integrity of the airplane is substantially decreased c There must be means to allow the crew to check in flight the functioning of each fire detector circuit d The effectiveness of the detection system must be shown for all approved operating configurations and conditions Amdt 25 54 45 FR 60173 Sept 11 1980 as amended by Amdt 25 93 63 FR 8048 Feb 17 1998 25 859 Combustion heater fire protection a Combustion heater fire zones The following combustion heater fire zones must be protected from fire in acco
372. he limit load 3 Examples of these castings are structural attachment fittings parts of flight control systems control surface hinges and balance weight attachments seat berth safety belt and fuel and oil tank supports and attachments and cabin pressure valves d Noncritical castings For each casting other than those specified in paragraph c of this section the following apply 1 Except as provided in paragraphs d 2 and 3 of this section the casting factors and corresponding inspections must meet the following table Casting factor Inspection 2 0 or more 100 percent visual Less than 2 0 but 100 percent visual and magnetic particle or penetrant or equivalent more than 1 5 nondestructive inspection methods 1 25 through 1 50 100 percent visual magnetic particle or penetrant and radiographic or approved equivalent nondestructive inspection methods 2 The percentage of castings inspected by nonvisual methods may be reduced below that specified in paragraph d 1 of this section when an approved quality control procedure is established 3 For castings procured to a specification that guarantees the mechanical properties of the material in the casting and provides for demonstration of these properties by test of coupons cut from the castings on a sampling basis i A casting factor of 1 0 may be used and ii The castings must be inspected as provided in paragraph d 1 of this section
373. he remaining structure is able to withstand loads considered as static ultimate loads corresponding to the following conditions 1 The limit symmetrical maneuvering conditions specified in section 25 337 at all speeds up to Vcand in section 25 345 2 The limit gust conditions specified in section 25 341 at the specified speeds up to Vcand in section 25 345 3 The limit rolling conditions specified in section 25 349 and the limit unsymmetrical conditions specified in section 25 367 and paragraphs 25 427 a through c at speeds up to Vc 4 The limit yaw maneuvering conditions specified in paragraph 25 351 a at the specified speeds up to Vc 5 For pressurized cabins conditions 1 The normal operating differential pressure combined with the expected external aerodynamic pressures applied simultaneously with the flight loading conditions specified in subparagraphs b 1 through 4 of this section if they have a significant effect 11 The maximum value of normal operating differential pressure including the expected external aerodynamic pressures during g level flight multiplied by a factor of 1 15 omitting other loads 6 For landing gear and directly affected airframe structure the limit ground loading conditions specified in sections 25 473 25 491 and 25 493 of this RBAC If significant changes in structural stiffness or geometry or both follow from a structural failure or partial failure the effe
374. he service experience method must comply with section K25 3 1 a of this appendix before conducting the airplane systems assessment specified in K25 3 1 b and the flight test specified in section K25 3 1 c of this appendix a Service experience The world fleet for the airplane engine combination must accumulate a minimum of 250 000 engine hours The FAA may reduce this number of hours if the applicant identifies compensating factors that are acceptable to the FAA The compensating factors may include experience on another airplane but experience on the candidate airplane must make up a significant portion of the total required service experience b Airplane systems assessment The applicant must conduct an airplane systems assessment The applicant must show that the airplane systems comply with the 25 1309 b using available in ANAC Origem SAR 287 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 service reliability data for ETOPS significant systems on the candidate airplane engine combination Each cause or potential cause of a relevant design manufacturing operational or maintenance problem occurring in service must have a corrective action or actions that are shown to be effective in preventing future occurrences Each corrective action must be identified in the CMP document specified in section K25 1 6 of this appendix A corrective action is not required 1f the problem would not significantly impa
375. he voltage and current supplied by each generator c External power If provisions are made for connecting external power to the airplane and that external power can be electrically connected to equipment other than that used for engine starting means must be provided to ensure that no external power supply having a reverse polarity or a reverse phase sequence can supply power to the airplane s electrical system d Operation without normal electrical power It must be shown by analysis tests or both that the airplane can be operated safely in VFR conditions for a period of not less than five minutes with the normal electrical power electrical power sources excluding the battery inoperative with critical type fuel from the standpoint of flameout and restart capability and with the airplane initially at the maximum certificated altitude Parts of the electrical system may remain on if 1 A single malfunction including a wire bundle or junction box fire cannot result in loss of both the part turned off and the part turned on and 2 The parts turned on are electrically and mechanically isolated from the parts turned off Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 41 42 FR 36970 July 18 1977 Amdt 25 72 55 FR 29785 July 20 1990 25 1353 Electrical equipment and installations a Electrical equipment and controls must be installed so that operation of any one unit or system of units will not adv
376. heir functions efficiently and without interfering with each other Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 46 43 FR 50596 Oct 30 1978 25 779 Motion and effect of cockpit controls Cockpit controls must be designed so that they operate in accordance with the following movement and actuation a Aerodynamic controls 1 Primary Controls Motion and effect Aileron Right clockwise for right wing down Elevator Rearward for nose up Rudder Right pedal forward for nose right 2 Secondary Controls Motion and effect Flaps or auxiliary liftForward for flaps up rearward for flaps down devices Trim tabs or equivalent Rotate to produce similar rotation of the airplane about an axis parallel to the axis of the control b Powerplant and auxiliary controls 1 Powerplant Controls Motion and effect Power or thrust Forward to increase forward thrust and rearward to increase rearward thrust Propellers Forward to increase rpm Mixture Forward or upward for rich Carburetor air Forward or upward for cold heat Supercharger Forward or upward for low blower For turbosuperchargers forward upward or clockwise to increase pressure 2 Auxiliary Controls Motion and effect Landing gear Down to extend Origem SAR 110 300 ANAC Data da emiss o 7 d
377. his information if the applicant shows that the item has an exceptionally high degree of complexity requiring specialized maintenance techniques test equipment or expertise The recommended overhaul periods and necessary cross references to the Airworthiness Limitations section of the manual must also be included In addition the applicant must include an inspection program that includes the frequency and extent of the inspections necessary to provide for the continued airworthiness of the airplane 2 Troubleshooting information describing probable malfunctions how to recognize those malfunctions and the remedial action for those malfunctions 3 Information describing the order and method of removing and replacing products and parts with any necessary precautions to be taken 4 Other general procedural instructions including procedures for system testing during ground running symmetry checks weighing and determining the center of gravity lifting and shoring and storage limitations c Diagrams of structural access plates and information needed to gain access for inspections when access plates are not provided d Details for the application of special inspection techniques including radiographic and ultrasonic testing where such processes are specified e Information needed to apply protective treatments to the structure after inspection f All data relative to structural fasteners such as identification discard recommendations
378. his section for any individual heater must 1 Be independent of components serving any other heater whose heat output is essential for safe operation and 11 Keep the heater off until restarted by the crew 3 There must be means to warn the crew when any heater whose heat output is essential for safe operation has been shut off by the automatic means prescribed in paragraph e 1 of this section f Air intakes Each combustion and ventilating air intake must be located so that no flammable fluids or vapors can enter the heater system under any operating condition 1 During normal operation or 2 As a result of the malfunctioning of any other component g Heater exhaust Heater exhaust systems must meet the provisions of 25 1121 and 25 1123 In addition there must be provisions in the design of the heater exhaust system to safely expel the products of combustion to prevent the occurrence of 1 Fuel leakage from the exhaust to surrounding compartments 2 Exhaust gas impingement on surrounding equipment or structure 3 Ignition of flammable fluids by the exhaust if the exhaust is in a compartment containing flammable fluid lines and 4 Restriction by the exhaust of the prompt relief of backfires that if so restricted could cause heater failure h Heater fuel systems Each heater fuel system must meet each powerplant fuel system requirement affecting safe heater operation Each heater fuel system component with
379. hours prior to testing e Apparatus Calibration 1 With the sliding platform out of the chamber install the calorimeter holding frame Push the platform back into the chamber and insert the calorimeter into the first hole zero position See figure 7 Close the bottom door located below the sliding platform The distance from the centerline of the calorimeter to the radiant panel surface at this point must be 7 1 2inches 1 8 191 mm 3 Prior to igniting the radiant panel ensure that the calorimeter face is clean and that there is water running through the calorimeter 2 Ignite the panel Adjust the fuel air mixture to achieve 1 5 BTUs ft second 5 1 7 Watts cm 5 at the zero position If using an electric panel set the power controller to achieve the proper heat flux Allow the unit to reach steady state this may take up to 1 hour The pilot burner must be off and in the down position during this time 3 After steady state conditions have been reached move the calorimeter 2 inches 51 mm from the zero position first hole to position 1 and record the heat flux Move the calorimeter to position 2 and record the heat flux Allow enough time at each position for the calorimeter to stabilize Table 1 depicts typical calibration values at the three positions Table 1 Calibration Table Position BTU s ft sec Watts cm Zero Position 1 3 1 7 Position 1 1 51 1 50 1 49 1 71 1 70 1 69 Position 2
380. hree hole upper burner is used at least two flamelets must remain lighted for the entire duration of the test except that there may be intermittent flame extinguishment of all three flamelets for periods that do not exceed 3 seconds 9 A minimum of three specimens must be tested f Calculations 1 The calibration factor is calculated as follows _ A Fo 2108 22 ka 273 P B mole CHASTP WATT min kw te XXL x x x x x i V V5 mole T 760 22 41 01433keai 1000w a Fo flow of methane at baseline 1pm F higher preset flow of methane 1pm Vo thermopile voltage at baseline mv Vi thermopile voltage at higher flow mv T Ambient temperature K P Ambient pressure mm Hg P Water vapor pressure mm Hg Origem SAR 245 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Heat release rates may be calculated from the reading of the thermopile output voltage at any instant of time as V 9 amp 023239 HRR heat release rate kw m Vy baseline voltage mv Vm measured thermopile voltage mv K calibration factor kw mv HRR 3 The integral of the heat release rate is the total heat release as a function of time and is calculated by multiplying the rate by the data sampling frequency in minutes and summing the time from zero to two minutes g Criteria The total positive heat release over the first
381. ical failure external to the recorder does not disable both the cockpit voice recorder and the flight data recorder and 8 It is in a separate container from the cockpit voice recorder when both are required If used to comply with only the flight data recorder requirements a combination unit may be installed If a ANAC Origem SAR 198 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 combination unit is installed as a cockpit voice recorder to comply with 25 1457 e 2 a combination unit must be used to comply with this flight data recorder requirement b Each nonejectable record container must be located and mounted so as to minimize the probability of container rupture resulting from crash impact and subsequent damage to the record from fire In meeting this requirement the record container must be located as far aft as practicable but need not be aft of the pressurized compartment and may not be where aft mounted engines may crush the container upon impact c A correlation must be established between the flight recorder readings of airspeed altitude and heading and the corresponding readings taking into account correction factors of the first pilot s instruments The correlation must cover the airspeed range over which the airplane is to be operated the range of altitude to which the airplane is limited and 360 degrees of heading Correlation may be established on the ground as appropriate d E
382. ical supplies for emergency conditions Electrical system tests Electrical appliances motors and transformers Instrument lights Landing lights Position light system installation Position light system dihedral angles Position light distribution and intensities Minimum intensities in the horizontal plane of forward and rear position lights Minimum intensities in any vertical plane of forward and rear position lights Maximum intensities in overlapping beams of forward and rear position lights Color specifications Riding light Anticollision light system Wing icing detection lights Safety Equipment 25 1411 25 1415 25 1419 25 1421 25 1423 General Ditching equipment Ice protection Megaphones Public address system Miscellaneous Equipment 25 1431 25 1433 25 1435 25 1438 25 1439 25 1441 25 1443 25 1445 25 1447 25 1449 25 1450 25 1453 25 1455 Electronic equipment Vacuum systems Hydraulic systems Pressurization and pneumatic systems Protective breathing equipment Oxygen equipment and supply Minimum mass flow of supplemental oxygen Equipment standards for the oxygen distributing system Equipment standards for oxygen dispensing units Means for determining use of oxygen Chemical oxygen generators Protection of oxygen equipment from rupture Draining of fluids subject to freezing Origem SAR 11 300 a ANAC Data
383. ide sevenl 8 inch 3 2 mm ceramic packed metal sheathed type K Chromel alumel grounded junction thermocouples with a nominal 24 American Wire Gauge AWG size conductor for calibration Attach the thermocouples to a steel angle bracket to form a thermocouple rake for placement in the calibration rig during burner calibration figure 5 v Air velocity meter Use a vane type air velocity meter to calibrate the velocity of air entering the burner An Omega Engineering Model HH30A is satisfactory Use a suitable adapter to attach the measuring device to the inlet side of the burner to prevent air from entering the burner other than through the measuring device which would produce erroneously low readings Use a flexible duct ANAC Origem SAR 266 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 measuring 4 inches wide 102 mm by 20 feet long 6 1 meters to supply fresh air to the burner intake to prevent damage to the air velocity meter from ingested soot An optional airbox permanently mounted to the burner intake area can effectively house the air velocity meter and provide a mounting port for the flexible intake duct 4 Test specimen mounting frame Make the mounting frame for the test specimens of1 8 inch 3 2 mm thick steel as shown in figure 1 except for the center vertical former which should be1 4 inch 6 4 mm thick to minimize warpage The specimen mounting frame stringers horizontal should be
384. identifying navigation or approach aids introduced into a headset or speaker 5 Voice communications of flight crewmembers using the passenger loudspeaker system if there is such a system and if the fourth channel is available in accordance with the requirements of paragraph c 4 ii of this section 6 If datalink communication equipment is installed all datalink communications using an approved data message set Datalink messages must be recorded as the output signal from the communications unit that translates the signal into usable data b The recording requirements of paragraph a 2 of this section must be met by installing a cockpit mounted area microphone located in the best position for recording voice communications originating at the first and second pilot stations and voice communications of other crewmembers on the flight deck when directed to those stations The microphone must be so located and if necessary the preamplifiers and filters of the recorder must be so adjusted or supplemented that the intelligibility of the recorded communications is as high as practicable when recorded under flight cockpit noise conditions and played back Repeated aural or visual playback of the record may be used in evaluating intelligibility c Each cockpit voice recorder must be installed so that the part of the communication or audio signals specified in paragraph a of this section obtained from each of the following sources is recorded
385. ight to the design maximum weight appropriate to each particular flight load condition and 3 For each required altitude and weight for any practicable distribution of disposable load within the operating limitations recorded in the Airplane Flight Manual c Enough points on and within the boundaries of the design envelope must be investigated to ensure that the maximum load for each part of the airplane structure is obtained d The significant forces acting on the airplane must be placed in equilibrium in a rational or conservative manner The linear inertia forces must be considered in equilibrium with the thrust and all aerodynamic loads while the angular pitching inertia forces must be considered in equilibrium with thrust and all aerodynamic moments including moments due to loads on components such as tail surfaces and nacelles Critical thrust values in the range from zero to maximum continuous thrust must be considered Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 86 61 FR 5220 Feb 9 1996 Flight Maneuver and Gust Conditions 25 331 Symmetric maneuvering conditions a Procedure For the analysis of the maneuvering flight conditions specified in paragraphs b and c of this section the following provisions apply 1 Where sudden displacement of a control is specified the assumed rate of control surface displacement may not be less than the rate that could be
386. ikely to be critical the tank must be rocked about each critical axis for 121 2hours c Except where satisfactory operating experience with a similar tank in a similar installation is shown nonmetallic tanks must withstand the test specified in paragraph b 5 of this section with ANAC 148 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 fuel at a temperature of 110 F During this test a representative specimen of the tank must be installed in a supporting structure simulating the installation in the airplane d For pressurized fuel tanks it must be shown by analysis or tests that the fuel tanks can withstand the maximum pressure likely to occur on the ground or in flight Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 11 32 FR 6913 May 5 1967 Amdt 25 40 42 FR 15043 Mar 17 1977 25 967 Fuel tank installations a Each fuel tank must be supported so that tank loads resulting from the weight of the fuel in the tanks are not concentrated on unsupported tank surfaces In addition 1 There must be pads if necessary to prevent chafing between the tank and its supports 2 Padding must be nonabsorbent or treated to prevent the absorption of fluids 3 If a flexible tank liner is used it must be supported so that it is not required to withstand fluid loads and 4 Each interior surface of the tank compartment must be smooth and free of projections th
387. ilar and fatigue structural design taking due account of differences in operating conditions and procedures may be used in the evaluations required by this section 3 Based on the evaluations required by this section inspections or other procedures must be established as necessary to prevent catastrophic failure and must be included in the Airworthiness Limitations Section of the Avalia o de Fadiga 25 571 Avalia o da estrutura em rela o toler ncia ao dano e fadiga a Geral Uma avalia o da resist ncia das caracter sticas de projeto e da fabrica o deve demonstrar que a ocorr ncia de falha catastr fica devido a fadiga corros o defeitos de manufatura ou dano acidental ser evitada durante toda a vida operacional do avi o Essa avalia o deve ser conduzida de acordo com as disposi es dos par grafos b e e desta se o exceto aquilo que est especificado no par grafo c desta se o para cada parte da estrutura que pode contribuir para a ocorr ncia de falha catastr fica tais como asa empenagem superf cies de comando e seus sistemas fuselagem suportes do motor trem de pouso e suas respectivas fixa es prim rias Para avi es propelidos por turbojato as partes que podem contribuir para a ocorr ncia de falha catastr fica tamb m devem ser avaliadas conforme o par grafo d desta se o Adicionalmente o seguinte aplic vel 1 Cada avalia o re
388. imilar dress covering provided the burn length of the replacement covering as determined by the test specified in 25 853 c does not exceed the corresponding burn length of the dress covering used on the cushion subjected to the oil burner test 4 For at least two thirds of the total number of specimen sets tested the burn length from the burner must not reach the side of the cushion opposite the burner The burn length must not exceed 17 inches Burn length is the perpendicular distance from the inside edge of the seat frame closest to the burner to the farthest evidence of damage to the test specimen due to flame impingement including areas of partial or complete consumption charring or embrittlement but not including Origem SAR 232 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 areas sooted stained warped or discolored or areas where material has shrunk or melted away from the heat source 5 The average percentage weight loss must not exceed 10 percent Also at least two thirds of the total number of specimen sets tested must not exceed 10 percent weight loss All droppings falling from the cushions and mounting stand are to be discarded before the after test weight is determined The percentage weight loss for a specimen set is the weight of the specimen set before testing less the weight of the specimen set after testing expressed as the percentage of the weight before testing b Test Conditi
389. in service will not exceed the sump capacity b Each fuel tank must allow drainage of any hazardous quantity of water from any part of the tank to its sump with the airplane in the ground attitude c Each fuel tank sump must have an accessible drain that 1 Allows complete drainage of the sump on the ground 2 Discharges clear of each part of the airplane and 3 Has manual or automatic means for positive locking in the closed position 25 973 Fueltank filler connection Each fuel tank filler connection must prevent the entrance of fuel into any part of the airplane other than the tank itself In addition a Reserved Origem SAR 149 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b Each recessed filler connection that can retain any appreciable quantity of fuel must have a drain that discharges clear of each part of the airplane c Each filler cap must provide a fuel tight seal and d Each fuel filling point must have a provision for electrically bonding the airplane to ground fueling equipment Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15043 Mar 17 1977 Amdt 25 72 55 FR 29785 July 20 1990 Amdt 25 115 69 FR 40527 July 2 2004 25 975 Fuel tank vents and carburetor vapor vents a Fuel tank vents Each fuel tank must be vented from the top part of the expansion space so that venting is effective under any normal flight
390. in the ventilating airstream must be protected by shrouds so that no leakage from those components can enter the ventilating airstream 1 Drains There must be means to safely drain fuel that might accumulate within the combustion chamber or the heat exchanger In addition 1 Each part of any drain that operates at high temperatures must be protected in the same manner as heater exhausts and 2 Each drain must be protected from hazardous ice accumulation under any operating condition Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 11 32 FR 6912 May 5 1967 Amdt 25 23 35 FR 5676 Apr 8 1970 25 863 Flammable fluid fire protection a In each area where flammable fluids or vapors might escape by leakage of a fluid system there must be means to minimize the probability of ignition of the fluids and vapors and the resultant hazards if ignition does occur Origem SAR 138 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b Compliance with paragraph a of this section must be shown by analysis or tests and the following factors must be considered 1 Possible sources and paths of fluid leakage and means of detecting leakage 2 Flammability characteristics of fluids including effects of any combustible or absorbing materials 3 Possible ignition sources including electrical faults overheating of equipment and malfunctioning of protective devices 4 Mea
391. in the rearward part of the passenger compartment unless another location affords a more effective means of passenger evacuation 3 If more than one floor level exit per side is prescribed and the airplane does not have a combination cargo and passenger configuration at least one floor level exit must be located in each side near each end of the cabin 4 For an airplane that is required to have more than one passenger emergency exit for each side of the fuselage no passenger emergency exit shall be more than 60 feet from any adjacent passenger emergency exit on the same side of the same deck of the fuselage as measured parallel to the airplane s longitudinal axis between the nearest exit edges g Type and number required The maximum number of passenger seats permitted depends on the type and number of exits installed in each side of the fuselage Except as further restricted in ANAC Origem SAR 119 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 paragraphs g 1 through g 9 of this section the maximum number of passenger seats permitted for each exit of a specific type installed in each side of the fuselage is as follows Type A 110 Type B 75 Type C 55 Type I 45 Type II 40 Type HI 35 Type IV 9 1 For a passenger seating configuration of 1 to 9 seats there must be at least one Type IV or larger overwing exit in each side of the fuselag
392. inapropriados 6 Falhas de sistemas utilizados para inibir o alarme sonoro do trem de pouso que possam impedir a opera o do sistema de alarme devem ser improv veis 7 Um alerta tripula o de voo deve ser for necido sempre que a posi o do trem de pouso n o for consistente com a posi o da alavanca seletora do trem de pouso f Prote o de equipamento no trem de pouso e no alojamento do trem de pouso Um equipa mento que seja essencial opera o segura do avi o e que esteja localizado no trem de pouso e no alojamento do trem de pouso deve ser prote gido contra efeitos danosos de 1 Um estouro de pneu 2 Uma banda de rolagem solta a menos que seja demonstrado que a banda de rolagem solta n o possa causar danos 3 Poss veis temperaturas do freio da roda Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5676 Apr 8 1970 Amdt 25 42 43 FR 2323 Jan 16 1978 Amdt 25 72 55 FR 29777 July 20 1990 Amdt 25 15 56 FR 63762 Dec 5 1991 Amdt 25 136 77 FR 1617 Jan 11 2012 Resolu o n 303 de 5 de fevereiro de 2014 publicada no Di rio Oficial da Uni o n 27 Se o 1 p 8 de 07 02 2014 25 731 Wheels a Each main and nose wheel must be approved b The maximum static load rating of each wheel may not be less than the corresponding static ground reaction with 1 Design maximum weight and 2 Critical center of gravity c
393. include in this assessment relevant problems of supplier provided ETOPS group 1 significant systems and similar or identical equipment used on airplanes built by other manufacturers to the extent such information is reasonably available b Propulsion system design 1 The engine used in the applicant s airplane design must be approved as eligible for Early ETOPS in accordance with 33 201 of this chapter 2 The applicant must design the propulsion system to preclude failures or malfunctions that could result in an IFSD The applicant must show compliance with this requirement by analysis test in service experience on other airplanes or other means acceptable to the FAA If analysis is used the applicant must show that the propulsion system design will minimize failures and malfunctions with the objective of achieving the following IFSD rates i An IFSD rate of 0 02 or less per 1 000 world fleet engine hours for type design approval up to and including 180 minutes ii An IFSD rate of 0 01 or less per 1 000 world fleet engine hours for type design approval beyond 180 minutes c Maintenance and operational procedures The applicant must validate all maintenance and operational procedures for ETOPS significant systems The applicant must identify track and resolve any problems found during the validation in accordance with the problem tracking and resolution system specified in section K25 2 2 h of this appendix d Propulsion system v
394. includes personal entertainment devices and laptop computers 3 Fiber optics 25 1703 Function and installation EWIS a Each EWIS component installed in any area of the aircraft must 1 Be of a kind and design appropriate to its intended function 2 Be installed according to limitations specified for the EWIS components 3 Perform the function for which it was intended without degrading the airworthiness of the airplane 4 Be designed and installed in a way that will minimize mechanical strain b Selection of wires must take into account known characteristics of the wire in relation to each installation and application to minimize the risk of wire damage including any arc tracking phenomena c The design and installation of the main power cables including generator cables in the fuselage must allow for a reasonable degree of deformation and stretching without failure d EWIS components located in areas of known moisture accumulation must be protected to minimize any hazardous effects due to moisture 25 1705 Systems and functions EWIS a EWIS associated with any system required for type certification or by operating rules must be considered an integral part of that system and must be considered in showing compliance with the applicable requirements for that system b For systems to which the following rules apply the components of EWIS associated with those systems must be considered an integral part of th
395. indication must identify the compartment where the fire is located This does not apply to lavatories which continue to be governed by 25 854 14 Cooktops Each cooktop must be designed and installed to minimize any potential threat to the airplane passengers and crew Compliance with this requirement must be found in accordance with the following criteria a Means such as conspicuous burner on indicators physical barriers or handholds must be in stalled to minimize the potential for inadvertent personnel contact with hot surfaces of both the cooktop and cookware Conditions of turbulence must be considered b Sufficient design means must be included to restrain cookware while in place on the cooktop as well as representative contents e g soup sauces etc from the effects of flight loads and turbu lence Restraints must be provided to preclude hazardous movement of cookware and contents These restraints must accommodate any cookware that is identified for use with the cooktop Re straints must be designed to be easily utilized and effective in service The cookware restraint sys tem should also be designed so that it will not be easily disabled thus rendering it unusable Plac arding must be installed which prohibits the use of cookware that cannot be accommodated by the restraint system c Placarding must be installed which prohibits the use of cooktops i e power on any burner dur ing taxi takeoff and landing
396. inearly above that altitude 1 Inerting A process where a noncombustible gas is introduced into the ullage of a fuel tank so that the ullage becomes non flammable j Monte Carlo Analysis The analytical method that is specified in this appendix as the compliance means for assessing the fleet average flammability exposure time for a fuel tank k Oxygen evolution occurs when oxygen dissolved in the fuel is released into the ullage as the pressure and temperature in the fuel tank are reduced 1 Standard deviation is a statistical measure of the dispersion or variation in a distribution equal to the square root of the arithmetic mean of the squares of the deviations from the arithmetic means m Transport Effects For purposes of this appendix transport effects are the change in fuel vapor concentration in a fuel tank caused by low fuel conditions and fuel condensation and vaporization n Ullage The volume within the fuel tank not occupied by liquid fuel N25 3 Fuel tank flammability exposure analysis a A flammability exposure analysis must be conducted for the fuel tank under evaluation to determine fleet average flammability exposure for the airplane and fuel types under evaluation For fuel tanks that are subdivided by baffles or compartments an analysis must be performed either for each section of the tank or for the section of the tank having the highest flammability exposure Consideration of transport effects is not allowed in
397. inertia force specified in 25 561 Berths must be free from corners and protuberances likely to cause injury to a person occupying the berth during emergency conditions f Each seat or berth and its supporting structure and each safety belt or harness and its anchorage must be designed for an occupant weight of 170 pounds considering the maximum load factors inertia forces and reactions among the occupant seat safety belt and harness for each relevant flight and ground load condition including the emergency landing conditions prescribed in 825 561 In addition 1 The structural analysis and testing of the seats berths and their supporting structures may be determined by assuming that the critical load in the forward sideward downward upward and rearward directions as determined from the prescribed flight ground and emergency landing conditions acts separately or using selected combinations of loads if the required strength in each specified direction is substantiated The forward load factor need not be applied to safety belts for berths 2 Each pilot seat must be designed for the reactions resulting from the application of the pilot forces prescribed in 25 395 3 The inertia forces specified in 25 561 must be multiplied by a factor of 1 33 instead of the fitting factor prescribed in 25 625 in determining the strength of the attachment of each seat to the structure and each belt or harness to the seat or structure g
398. ing 8 An augmentation liquid quantity indicator appropriate for the manner in which the liquid is to be used in operation for each tank b For reciprocating engine powered airplanes In addition to the powerplant instruments required by paragraph a of this section the following powerplant instruments are required 1 A carburetor air temperature indicator for each engine 2 A cylinder head temperature indicator for each air cooled engine 3 A manifold pressure indicator for each engine 4 A fuel pressure indicator to indicate the pressure at which the fuel is supplied for each engine 5 A fuel flowmeter or fuel mixture indicator for each engine without an automatic altitude mixture control 6 A tachometer for each engine 7 A device that indicates to the flight crew during flight any change in the power output for each engine with 1 An automatic propeller feathering system whose operation is initiated by a power output measuring system or 11 A total engine piston displacement of 2 000 cubic inches or more 8 A means to indicate to the pilot when the propeller is in reverse pitch for each reversing propeller c For turbine engine powered airplanes In addition to the powerplant instruments required by paragraph a of this section the following powerplant instruments are required 1 A gas temperature indicator for each engine 2 A fuel flowmeter indicator for each engine 3 A tachometer
399. ing or reverse flame propagation In addition 1 No combustion air duct may have a common opening with the ventilating airstream unless flames from backfires or reverse burning cannot enter the ventilating airstream under any operating condition including reverse flow or malfunctioning of the heater or its associated components and 9 ANAC Origem SAR 137 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 No combustion air duct may restrict the prompt relief of any backfire that if so restricted could cause heater failure d Heater controls general Provision must be made to prevent the hazardous accumulation of water or ice on or in any heater control component control system tubing or safety control e Heater safety controls For each combustion heater there must be the following safety control means 1 Means independent of the components provided for the normal continuous control of air temperature airflow and fuel flow must be provided for each heater to automatically shut off the ignition and fuel supply to that heater at a point remote from that heater when any of the following occurs i The heat exchanger temperature exceeds safe limits ii The ventilating air temperature exceeds safe limits iii The combustion airflow becomes inadequate for safe operation iv The ventilating airflow becomes inadequate for safe operation 2 The means of complying with paragraph e 1 of t
400. ings and components which are already approved as part of a type certificated engine and ANAC Origem SAR 165 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Vent and drain lines and their fittings whose failure will not result in or add to a fire hazard c All components including ducts within a designated fire zone must be fireproof if when exposed to or damaged by fire they could 1 Result in fire spreading to other regions of the airplane or 2 Cause unintentional operation of or inability to operate essential services or equipment Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 11 32 FR 6913 May 5 1967 Amdt 25 36 39 FR 35461 Oct 1 1974 Amdt 25 57 49 FR 6849 Feb 23 1984 Amdt 25 101 65 FR 79710 Dec 19 2000 25 1185 Flammable fluids a Except for the integral oil sumps specified in 25 1183 a no tank or reservoir that is a part of a system containing flammable fluids or gases may be in a designated fire zone unless the fluid contained the design of the system the materials used in the tank the shut off means and all connections lines and control provide a degree of safety equal to that which would exist if the tank or reservoir were outside such a zone b There must be at least one half inch of clear airspace between each tank or reservoir and each firewall or shroud isolating a designated fire zone c Absorbent materials close
401. ion The airplane flight manual shall contain the applicable performance information prescribed in that part of the regulations under which the new certificated 6 x N AC 14 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 weights were established and such additional information as may be necessary to enable the application of the take off en route and landing limitations prescribed for transport category airplanes in the operating parts of the Civil Air Regulations d Performance operating limitations Each airplane for which new maximum certificated weights are established in accordance with paragraphs a or b of this section shall be considered a transport category airplane for the purpose of complying with the performance operating limitations applicable to the operations in which it is utilized 5 Reference Unless otherwise provided all references in this regulation to Part 4a and Part 4b are those parts of the Civil Air Regulations in effect on September 1 1953 This regulation supersedes Special Civil Air Regulation SR 398 and shall remain effective until superseded or rescinded by the Board 19 FR 5039 Aug 11 1954 Redesignated at 29 FR 19099 Dec 30 1964 Special Federal Aviation Regulation No 109 1 Applicability Contrary provisions of 14 CFR parts 21 25 and 119 of this chapter notwithstand ing an applicant is entitled to an amended type certificate or supplemental type
402. ion equal to the vertical reaction multiplied by a coefficient of friction of 0 8 must be combined with the vertical reaction and applied at the ground contact point of each wheel with brakes The following two attitudes in accordance with figure 6 of appendix A must be considered 6 ANAC Origem SAR 74 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The level attitude with the wheels contacting the ground and the loads distributed between the main and nose gear Zero pitching acceleration is assumed 2 The level attitude with only the main gear contacting the ground and with the pitching moment resisted by angular acceleration c A drag reaction lower than that prescribed in this section may be used if it is substantiated that an effective drag force of 0 8 times the vertical reaction cannot be attained under any likely loading condition d An airplane equipped with a nose gear must be designed to withstand the loads arising from the dynamic pitching motion of the airplane due to sudden application of maximum braking force The airplane is considered to be at design takeoff weight with the nose and main gears in contact with the ground and with a steady state vertical load factor of 1 0 The steady state nose gear reaction must be combined with the maximum incremental nose gear vertical reaction caused by the sudden application of maximum braking force as described in paragraphs b and c of this sectio
403. ion of oxygen flow in minutes for the replaceable generator element and 3 A warning that the replaceable generator element may be hot unless the element construction is such that the surface temperature cannot exceed 100 degrees F Amdt 25 41 42 FR 36971 July 18 1977 25 1453 Protection of oxygen equipment from rupture Oxygen pressure tanks and lines between tanks and the shutoff means must be a Protected from unsafe temperatures and b Located where the probability and hazards of rupture in a crash landing are minimized 25 1455 Draining of fluids subject to freezing If fluids subject to freezing may be drained overboard in flight or during ground operation the drains must be designed and located to prevent the formation of hazardous quantities of ice on the airplane as a result of the drainage Amdt 25 23 35 FR 5680 Apr 8 1970 25 1457 Cockpit voice recorders a Each cockpit voice recorder required by the operating rules of this chapter must be approved and must be installed so that it will record the following 1 Voice communications transmitted from or received in the airplane by radio ANAC Origem SAR 196 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Voice communications of flight crewmembers on the flight deck 3 Voice communications of flight crewmembers on the flight deck using the airplane s interphone system 4 Voice or audio signals
404. ion to disengage Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 15 32 FR 13264 Sept 20 1967 Amdt 25 32 37 FR 3970 Feb 24 1972 Amdt 25 34 37 FR 25355 Nov 30 1972 Amdt 25 46 43 FR 50597 Oct 30 1978 Amdt 25 47 44 FR 61325 Oct 25 1979 Amdt 25 72 55 FR 29782 July 20 1990 Amdt 25 114 69 FR 24502 May 3 2004 Amdt 25 116 69 FR 62788 Oct 27 2004 25 810 Emergency egress assist means and escape routes a Each non over wing Type A Type B or Type C exit and any other non over wing landplane emergency exit more than 6 feet from the ground with the airplane on the ground and the landing gear extended must have an approved means to assist the occupants in descending to the ground 1 The assisting means for each passenger emergency exit must be a self supporting slide or equivalent and in the case of Type A or Type B exits it must be capable of carrying simultaneously two parallel lines of evacuees In addition the assisting means must be designed to meet the following requirements 1 It must be automatically deployed and deployment must begin during the interval between the time the exit opening means is actuated from inside the airplane and the time the exit is fully opened However each passenger emergency exit which is also a passenger entrance door or a service door must be provided with means to prevent deployment of the assisting means when it is opened from either the inside or
405. ion to the normal pressure relief to automatically relieve the pressure in the discharge lines from the vacuum air pump when the delivery temperature of the air becomes unsafe Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29785 July 20 1990 25 1435 Hydraulic systems a Element design Each element of the hydraulic system must be designed to 1 Withstand the proof pressure without permanent deformation that would prevent it from performing its intended functions and the ultimate pressure without rupture The proof and ultimate pressures are defined in terms of the design operating pressure DOP as follows Bienen Proof Ultimate xDOP xDOP 1 Tubes and fittings 1 5 3 0 2 Pressure vessels containing gas High pressure e g accumulators 3 0 4 0 Low pressure e g reservoirs 13 3 0 3 Hoses 2 0 4 0 4 All other elements 1 5 2 0 2 Withstand without deformation that would prevent it from performing its intended function the design operating pressure in combination with limit structural loads that may be imposed 3 Withstand without rupture the design operating pressure multiplied by a factor of 1 5 in combination with ultimate structural load that can reasonably occur simultaneously 4 Withstand the fatigue effects of all cyclic pressures including transients and associated externally induced loads taking into account the consequences of elemen
406. ions 25 613 Material strength properties and material design values 25 619 Special factors 25 621 Casting factors 25 623 Bearing factors 25 625 Fitting factors 25 629 Aeroelastic stability requirements 25 631 Bird strike damage Control Surfaces 25 651 Proof of strength 25 655 Installation 25 657 Hinges Control Systems 25 671 General 25 672 Stability augmentation and automatic and power operated systems 25 675 Stops 25 677 Trim systems 25 679 Control system gust locks 25 681 Limit load static tests 25 683 Operation tests 25 685 Control system details 25 689 Cable systems 25 693 Joints 25 697 Lift and drag devices controls 25 699 Lift and drag device indicator 25 701 Flap and slat interconnection 25 703 Takeoff warning system Landing Gear Origem SAR 6 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 721 General 25 723 Shock absorption tests 25 725 25 727 Reserved 25 729 Retracting mechanism 25 731 Wheels 25 733 Tires 25 735 Brakes and braking systems 25 737 Skis Floats and Hulls 25 751 Main float buoyancy 25 753 Main float design 25 755 Hulls Personnel and Cargo Accommodations 25 771 Pilot compartment 25 772 Pilot compartment doors 25 773 Pilot compartment view 25 775 Windshields and windows 25 777
407. ions in service from the established takeoff procedures for the operation of the airplane such as over rotation of the airplane and out of trim conditions may not result in unsafe flight characteristics or in marked increases in the scheduled takeoff dis tances established in accordance with paragraph 25 113 a f Vior is the calibrated airspeed at which the airplane first becomes airborne g Vero in terms of calibrated airspeed must be selected by the applicant to provide at least the gradient of climb required by paragraph 25 121 c but may not be less than 1 1 18 Vg and 2 A speed that provides the maneuvering ca pability specified in paragraph 25 143 h h In determining the takeoff speeds Vi Vg and V gt for flight in icing conditions the values of Vucc Vac and Vmy determined for non icing conditions may be used RBAC n 25 Emenda n 136 rante 2 Para qualquer conjunto de condi es tais como peso configura o e temperatura um nico valor de Vr obtido em conformidade com este par grafo deve ser utilizado para demons trar cumprimento com as provis es de decola gem tanto com um motor inoperante quanto com todos os motores operando 3 Deve ser demonstrado que a dist ncia de decolagem com um motor inoperante usando uma velocidade de rota o 5 n s 2 6 m s me nor que a Vg estabelecida de acordo com os par grafos e 1 e 2 desta se o n o excede a dist ncia de de
408. ions used are sufficient to cover the effects of these deformations c Where structural flexibility is such that any rate of load application likely to occur in the operating conditions might produce transient stresses appreciably higher than those corresponding to static loads the effects of this rate of application must be considered d Reserved e The airplane must be designed to withstand any vibration and buffeting that might occur in any likely operating condition up to Vp Mp including stall and probable inadvertent excursions beyond the boundaries of the buffet onset envelope This must be shown by analysis flight tests or other tests found necessary by the Administrator f Unless shown to be extremely improbable the airplane must be designed to withstand any forced structural vibration resulting from any failure malfunction or adverse condition in the flight control system These must be considered limit loads and must be investigated at airspeeds up to Vc Mc Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 54 45 FR 60172 Sept 11 1980 Amdt 25 77 57 FR 28949 June 29 1992 Amdt 25 86 61 FR 5220 Feb 9 1996 25 307 Proof of structure a Compliance with the strength and deformation requirements of this subpart must be shown for each critical loading condition Structural analysis may be used only if the structure conforms to that for which experience
409. irewall and each portion of any engine pod attaching structure containing flammable fluid lines must meet each requirement of 25 1103 b 25 1165 d and e 25 1183 25 1185 c 25 1187 25 1189 and 25 1195 through 25 1203 including those concerning designated fire zones However engine pod attaching structures need not contain fire detection or extinguishing means b For each area covered by paragraph a of this section that contains a retractable landing gear compliance with that paragraph need only be shown with the landing gear retracted Amdt 25 11 32 FR 6913 May 5 1967 25 1183 Flammable fluid carrying components a Except as provided in paragraph b of this section each line fitting and other component carrying flammable fluid in any area subject to engine fire conditions and each component which conveys or contains flammable fluid in a designated fire zone must be fire resistant except that flammable fluid tanks and supports in a designated fire zone must be fireproof or be enclosed by a fireproof shield unless damage by fire to any non fireproof part will not cause leakage or spillage of flammable fluid Components must be shielded or located to safeguard against the ignition of leaking flammable fluid An integral oil sump of less than 25 quart capacity on a reciprocating engine need not be fireproof nor be enclosed by a fireproof shield b Paragraph a of this section does not apply to 1 Lines fitt
410. it to the airplane structure must consist of a rigid connection Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5675 Apr 8 1970 Amdt 25 115 69 FR 40527 July 2 2004 25 679 Control system gust locks a There must be a device to prevent damage to the control surfaces including tabs and to the control system from gusts striking the airplane while it is on the ground or water If the device when engaged prevents normal operation of the control surfaces by the pilot it must 1 Automatically disengage when the pilot operates the primary flight controls in a normal manner or 2 Limit the operation of the airplane so that the pilot receives unmistakable warning at the start of takeoff b The device must have means to preclude the possibility of it becoming inadvertently engaged in flight 25 681 Limit load static tests Origem SAR 97 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Compliance with the limit load requirements of this Part must be shown by tests in which 1 The direction of the test loads produces the most severe loading in the control system and 2 Each fitting pulley and bracket used in attaching the system to the main structure is included b Compliance must be shown by analyses or individual load tests with the special factor requirements for control system joints subject to angular motion 25 683 Operation t
411. ith respect to the horizontal plane and with the wings level Peak floor deceleration must occur in not more than 0 08 seconds after impact and must reach a minimum of 14g 2 A change in forward longitudinal velocity A v of not less than 44 feet per second with the airplane s longitudinal axis horizontal and yawed 10 degrees either right or left whichever would cause the greatest likelihood of the upper torso restraint system where installed moving off the occupant s shoulder and with the wings level Peak floor deceleration must occur in not more than 0 09 seconds after impact and must reach a minimum of 16g Where floor rails or floor fittings are used to attach the seating devices to the test fixture the rails or fittings must be misaligned with respect to the adjacent set of rails or fittings by at least 10 degrees vertically i e out of Parallel with one rolled 10 degrees c The following performance measures must not be exceeded during the dynamic tests conducted in accordance with paragraph b of this section 1 Where upper torso straps are used for crewmembers tension loads in individual straps must not exceed 1 750 pounds If dual straps are used for restraining the upper torso the total strap tension loads must not exceed 2 000 pounds 2 The maximum compressive load measured between the pelvis and the lumbar column of the anthropomorphic dummy must not exceed 1 500 pounds 3 The upper torso restraint straps where insta
412. ization installations the applicant may select a maximum ambient atmospheric temperature corresponding to sea level conditions of less than 100 degrees F c Correction factor except cylinder barrels Unless a more rational correction applies temperatures of engine fluids and powerplant components except cylinder barrels for which temperature limits are established must be corrected by adding to them the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum component or fluid temperature recorded during the cooling test d Correction factor for cylinder barrel temperatures Unless a more rational correction applies cylinder barrel temperatures must be corrected by adding to them 0 7 times the difference between the maximum ambient atmospheric temperature and the temperature of the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature recorded during the cooling test Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 42 43 FR 2323 Jan 16 1978 25 1045 Cooling test procedures ANAC Origem SAR 157 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Compliance with 25 1041 must be shown for the takeoff climb en route and landing stages of flight that correspond to the applicable performance requirements The cooling tests must be conducted with
413. l inspection to determine without ambiguity if the door is fully closed latched and locked The provision must be permanent and discernible under operational lighting conditions or by means of a flashlight or equivalent light source g Certain maintenance doors removable emergency exits and access panels Some doors not normally opened except for maintenance purposes or emergency evacuation and some access panels need not comply with certain paragraphs of this section as follows 1 Access panels that are not subject to cabin pressurization and would not be a hazard if open during flight need not comply with paragraphs a through f of this section but must have a means to prevent inadvertent opening during flight 2 Inward opening removable emergency exits that are not normally removed except for maintenance purposes or emergency evacuation and flight deck openable windows need not comply with paragraphs c and f of this section 3 Maintenance doors that meet the conditions of paragraph h of this section and for which a placard is provided limiting use to maintenance access need not comply with paragraphs c and f of this section h Doors that are not a hazard For the purposes of this section a door is considered not to be a hazard in the unlatched condition during flight provided it can be shown to meet all of the following conditions 1 Doors in pressurized compartments would remain in the fully closed position if
414. l or igniters on Measure the air velocity using a hot wire anemometer in the center of the draft tube across the face of the opening Adjust the damper such that the air velocity is in the range of 1550 to 1800 ft min If tabs are being used at the exit of the draft tube they must be removed prior to this measurement Reinstall the draft tube extension cone 2 Place the calorimeter on the test stand as shown in Figure 2 at a distance of 8 inches 203 mm from the exit of the burner cone to simulate the position of the horizontal test specimen 3 Turn on the burner allow it to run for 2 minutes for warm up and adjust the damper to produce a calorimeter reading of 8 0 0 5 BTU per ft sec 9 1 0 6 Watts cm 4 Replace the calorimeter with the thermocouple rake see Figure 3 5 Turn on the burner and ensure that each of the seven thermocouples reads 1700 F 100 F 927 C 38 C to ensure steady state conditions have been achieved If the temperature is out of this range repeat steps 2 through 5 until proper readings are obtained ANAC Origem SAR 239 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 6 Turn off the burner and remove the thermocouple rake 7 Repeat 1 to ensure that the burner is in the correct range g Test Procedure 1 Mount a thermocouple of the same type as that used for calibration at a distance of 4 inches 102 mm above the horizontal ceiling test specime
415. l structure must be designed for a vertical load of 2 0 times the vertical static reaction at each jacking point acting singly and in combination with a horizontal load of 0 33 times the vertical static reaction applied in any direction c Tie down If tie down points are provided the main tie down points and local structure must withstand the limit loads resulting from a 65 knot horizontal wind from any direction Doc No 26129 59 FR 22102 Apr 28 1994 Water Loads 25 521 General a Seaplanes must be designed for the water loads developed during takeoff and landing with the seaplane in any attitude likely to occur in normal operation and at the appropriate forward and sinking velocities under the most severe sea conditions likely to be encountered b Unless a more rational analysis of the water loads is made or the standards in ANC 3 are used 25 523 through 25 537 apply c The requirements of this section and 25 523 through 25 537 apply also to amphibians 25 523 Design weights and center of gravity positions a Design weights The water load requirements must be met at each operating weight up to the design landing weight except that for the takeoff condition prescribed in 25 531 the design water takeoff weight the maximum weight for water taxi and takeoff run must be used b Center of gravity positions The critical centers of gravity within the limits for which certification is requested must be consid
416. la o de voo de que o alerta foi suprimido e Indica es de alerta visual devem 1 Obedecer seguinte conven o de cores 1 Vermelho para indica es de alerta de alar me ii Ambar ou amarelo para indica es de alerta de advert ncia iii Qualquer cor exceto vermelho e verde para indica es de alerta de informa o 2 Usar t cnicas de codifica o visual junto com outros elementos com fun o de alerta na cabine de comando para distinguir entre as indica es de alarme advert ncia e informa o se elas forem apresentadas em displays monocrom ticos que n o s o capazes de obe decer conven o de cores do par grafo e 1 desta se o f O uso das cores vermelho mbar e amarelo na cabine de comando para fun es que n o sejam de alerta para a tripula o de voo deve ser limitado e n o pode afetar adversamente os alertas para a tripula o de voo O rigem SAR 6 ANAC 176 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Amdt 25 131 75 FR 67209 Nov 2 2010 25 1323 Airspeed indicating system For each airspeed indicating system the following apply a Each airspeed indicating instrument must be approved and must be calibrated to indicate true airspeed at sea level with a standard atmosphere with a minimum practicable instrument calibration error when the corresponding pitot and static pressures are applied b Each sys
417. lane with tail wheel landing gear between each propeller and the ground with the landing gear statically deflected and in the level takeoff or taxiing attitude whichever is most critical In addition there must be positive clearance between the propeller and the ground when in the level takeoff attitude with the critical tire s completely deflated and the corresponding landing gear strut bottomed b Water clearance There must be a clearance of at least 18 inches between each propeller and the water unless compliance with 25 239 a can be shown with a lesser clearance c Structural clearance There must be 1 At least one inch radial clearance between the blade tips and the airplane structure plus any additional radial clearance necessary to prevent harmful vibration 2 At least one half inch longitudinal clearance between the propeller blades or cuffs and stationary parts of the airplane and 3 Positive clearance between other rotating parts of the propeller or spinner and stationary parts of the airplane Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29784 July 20 1990 25 929 Propeller deicing a For airplanes intended for use where icing may be expected there must be a means to prevent or remove hazardous ice accumulation on propellers or on accessories where ice accumulation would jeopardize engine performance b If combustible fluid is used for propeller deicing 25 1181 through
418. level The applicant must include any times when oxygen evolution from the fuel in the tank or compartment under evaluation would result in a flammable fuel tank The oxygen evolution rate that must be used is defined in the Fuel Tank Flammability Assessment Method User s Manual dated May 2008 document number DOT FAA AR 05 8 incorporated by reference in 25 5 6 If an inerting system FRM is used the effects of any air that may enter the fuel tank following the last flight of the day due to changes in ambient temperature as defined in Table 4 during a 12 hour overnight period e The applicant must submit to the FAA Oversight Office for approval the fuel tank flammability analysis including the airplane specific parameters identified under paragraph N25 3 c of this appendix and any deviations from the parameters identified in paragraph N25 3 b of this appendix x N AC 295 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 that affect flammability exposure substantiating data and any airworthiness limitations and other conditions assumed in the analysis N25 4 Variables and data tables The following data must be used when conducting a flammability exposure analysis to determine the fleet average flammability exposure Variables used to calculate fleet flammability exposure must include atmospheric ambient temperatures flight length flammability exposure evaluation time fuel flash point
419. lication of a flame to a heated sample causes the vapor to ignite momentarily or flash Table 1 of this appendix provides the flash point for the standard fuel to be used in the analysis e Fleet average flammability exposure is the percentage of the flammability exposure evaluation time FEET each fuel tank ullage is flammable for a fleet of an airplane type operating over the range of flight lengths in a world wide range of environmental conditions and fuel properties as defined in this appendix f Gaussian Distribution is another name for the normal distribution a symmetrical frequency distribution having a precise mathematical formula relating the mean and standard deviation of the samples Gaussian distributions yield bell shaped frequency curves having a preponderance of values around the mean with progressively fewer observations as the curve extends outward g Hazardous atmosphere An atmosphere that may expose maintenance personnel passengers or flight crew to the risk of death incapacitation impairment of ability to self rescue that is escape unaided from a confined space injury or acute illness h Inert For the purpose of this appendix the tank is considered inert when the bulk average oxygen concentration within each compartment of the tank is 12 percent or less from sea level up to 10 000 feet altitude then linearly increasing from 12 percent at 10 000 feet to 14 5 percent at 40 000 feet altitude and extrapolated l
420. ll directions 2 Construction Test specimens must include all materials used in construction of the insulation including batting film scrim tape etc Cut a piece of core material such as foam or fiberglass and cut a piece of film cover material if used large enough to cover the core material Heat sealing is the preferred method of preparing fiberglass samples since they can be made without compressing the fiberglass box sample Cover materials that are not heat sealable may be stapled sewn or taped as long as the cover material is over cut enough to be drawn down the sides without compressing the core material The fastening means should be as continuous as possible along the length of the seams The specimen thickness must be of the same thickness as installed in the airplane 3 Specimen Dimensions To facilitate proper placement of specimens in the sliding platform housing cut non rigid core materials such as fiberglass 121 2inches 318mm wide by 23 inches Origem SAR 258 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 584mm long Cut rigid materials such as foam 111 2 1 4inches 292 mm 6mm wide by 23 inches 584mm long in order to fit properly in the sliding platform housing and provide a flat exposed surface equal to the opening in the housing d Specimen conditioning Condition the test specimens at 70 5 F 21 2 C and 55 10 relative humidity for a minimum of 24
421. lled must remain on the occupant s shoulder during the impact 4 The lap safety belt must remain on the occupant s pelvis during the impact 5 Each occupant must be protected from serious head injury under the conditions prescribed in paragraph b of this section Where head contact with seats or other structure can occur protection must be provided so that the head impact does not exceed a Head Injury Criterion HIC of 1 000 units The level of HIC is defined by the equation 25 1 t HIC 4 1 a t dt t 4 4 max Where tiis the initial integration time tris the final integration time and a t is the total acceleration vs time curve for the head strike and where t is in seconds and a is in units of gravity g 6 Where leg injuries may result from contact with seats or other structure protection must be provided to prevent axially compressive loads exceeding 2 250 pounds in each femur 7 The seat must remain attached at all points of attachment although the structure may have yielded Origem SAR 85 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 8 Seats must not yield under the tests specified in paragraphs b 1 and b 2 of this section to the extent they would impede rapid evacuation of the airplane occupants Amdt 25 64 53 FR 17646 May 17 1988 25 563 Structural ditching provisions Structural strength considerations of ditching p
422. longitudinal axis in square feet and 3 The maximum opening caused by airplane or equipment failures not shown to be extremely improbable f In complying with paragraph e of this section the fail safe features of the design may be considered in determining the probability of failure or penetration and probable size of openings provided that possible improper operation of closure devices and inadvertent door openings are also considered Furthermore the resulting differential pressure loads must be combined in a rational and conservative manner with l g level flight loads and any loads arising from emergency depressurization conditions These loads may be considered as ultimate conditions however any deformations associated with these conditions must not interfere with continued safe flight and landing The pressure relief provided by intercompartment venting may also be considered g Bulkheads floors and partitions in pressurized compartments for occupants must be designed to withstand the conditions specified in paragraph e of this section In addition reasonable design precautions must be taken to minimize the probability of parts becoming detached and injuring occupants while in their seats Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 54 45 FR 60172 Sept 11 1980 Amdt 25 71 55 FR 13477 Apr 10 1990 Amdt 25 72 55 FR 29776 July 20 1990 Amdt 25 87 61 FR 28695 June 5 1996 25 367 Unsymme
423. m each wheel must be fitted with a suitable tire of proper fit with a speed rating approved by the Administrator that is not exceeded under critical conditions and with a load rating approved by the Administrator that is not exceeded by 1 The loads on each main wheel tire corresponding to the most critical combination of airplane weight up to maximum weight and center of gravity position when multiplied by a factor of 1 07 and 2 Loads specified in paragraphs a 2 b 1 b 2 and b 3 of this section on each nose wheel tire d Each tire installed on a retractable landing gear system must at the maximum size of the tire type expected in service have a clearance to surrounding structure and systems that is adequate to prevent unintended contact between the tire and any part of the structure or systems e For an airplane with a maximum certificated takeoff weight of more than 75 000 pounds tires mounted on braked wheels must be inflated with dry nitrogen or other gases shown to be inert so that the gas mixture in the tire does not contain oxygen in excess of 5 percent by volume unless it can be shown that the tire liner material will not produce a volatile gas when heated or that means are provided to prevent tire temperatures from reaching unsafe levels Amdt 25 48 44 FR 68752 Nov 29 1979 Amdt 25 72 55 FR 29777 July 20 1990 as amended by Amdt 25 78 58 FR 11781 Feb 26 1993 25 735 Brakes and braking sys
424. m 1 3 V sri to V mo Mmo with the landing gear and flaps retracted and from 1 3 V sr to V LEwith the landing gear extended d Longitudinal directional and lateral trim The airplane must maintain longitudinal directional and lateral trim and for the lateral trim the angle of bank may not exceed five degrees at 1 3 Vsriduring climbing flight with 1 The critical engine inoperative 2 The remaining engines at maximum continuous power and 3 The landing gear and flaps retracted e Airplanes with four or more engines Each airplane with four or more engines must also maintain trim in rectilinear flight with the most unfavorable center of gravity and at the climb speed configuration and power required by 25 123 a for the purpose of establishing the en route flight paths with two engines inoperative Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 38 41 FR 55466 Dec 20 1976 Amdt 25 108 67 FR 70827 Nov 26 2002 Amdt 25 115 69 FR 40527 July 2 2004 Stability 25 171 General The airplane must be longitudinally directionally and laterally stable in accordance with the provisions of 25 173 through 25 177 In addition suitable stability and control feel static stability is required in any condition normally encountered in service if flight tests show it is necessary for safe operation Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 2
425. m fluids or vapors which may be present during normal operation or as a result of spillage if such damage or contamination could create a hazardous condition d Unless compliance with 25 1309 b is provided by the circuit protective device required by 25 1357 a electric motors and transformers including those installed in domestic systems must have a suitable thermal protection device to prevent overheating under normal operation and failure conditions if overheating could create a smoke or fire hazard Amdt 25 123 72 FR 63406 Nov 8 2007 Lights 25 1381 Instrument lights a The instrument lights must 1 Provide sufficient illumination to make each instrument switch and other device necessary for safe operation easily readable unless sufficient illumination is available from another source and 2 Be installed so that i Their direct rays are shielded from the pilot s eyes and ii No objectionable reflections are visible to the pilot b Unless undimmed instrument lights are satisfactory under each expected flight condition there must be a means to control the intensity of illumination ANAC Origem SAR 184 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29785 July 20 1990 25 1383 Landing lights a Each landing light must be approved and must be installed so that 1 No objecti
426. m gelo permitida para voar em condi es de gelo ou com acumula o de gelo Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 42 43 FR 2320 Jan 16 1978 Amdt 25 72 55 FR 29774 July 20 1990 Amdt 25 121 72 FR 44665 Aug 8 2007 Amdt 25 135 76 FR 74654 Dec 1 2011 Origem SAR 6 TTE 24 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 23 Load distribution limits a Ranges of weights and centers of gravity within which the airplane may be safely operated must be established If a weight and center of gravity combination is allowable only within certain load distribution limits such as spanwise that could be inadvertently exceeded these limits and the corresponding weight and center of gravity combinations must be established b The load distribution limits may not exceed 1 The selected limits 2 The limits at which the structure is proven or 3 The limits at which compliance with each applicable flight requirement of this subpart is shown 25 25 Weight limits a Maximum weights Maximum weights corresponding to the airplane operating conditions such as ramp ground or water taxi takeoff en route and landing environmental conditions such as altitude and temperature and loading conditions such as zero fuel weight center of gravity position and weight distribution must be established so
427. m uma derrapagem com os controles de aileron livres para qualquer posi o de trem de pouso e flape Origem SAR 6 ANAC 47 300 Data da emiss o 7 de fevereiro de 2014 cept that speeds higher than Vpg need not be considered for flaps extended configurations nor speeds higher than Vrg for landing gear extend ed configurations in the following airspeed ranges 1 From 1 13 Vsr to Vmo Myo 2 From Vyo Myo to Vgc Myc unless the di vergence is 1 Gradual 11 Easily recognizable by the pilot and 111 Easily controllable by the pilot c The following requirement must be met for the configurations and speed specified in para graph a of this section In straight steady side slips over the range of sideslip angles appropri ate to the operation of the airplane the aileron and rudder control movements and forces must be substantially proportional to the angle of sideslip in a stable sense This factor of propor tionality must lie between limits found neces sary for safe operation The range of sideslip angles evaluated must include those sideslip angles resulting from the lesser of 1 One half of the available rudder control in put and 2 A rudder control force of 180 pounds d For sideslip angles greater than those pre scribed by paragraph c of this section up to the angle at which full rudder control is used or a rudder control force of 180 pounds is ob tained the rudder control
428. m zero up to the maximum allowed during landing d The airplane structure must be designed to be able to withstand the pressure differential loads corresponding to the maximum relief valve setting multiplied by a factor of 1 33 for airplanes to be approved for operation to 45 000 feet or by a factor of 1 67 for airplanes to be approved for operation above 45 000 feet omitting other loads ANAC Origem SAR 65 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 e Any structure component or part inside or outside a pressurized compartment the failure of which could interfere with continued safe flight and landing must be designed to withstand the effects of a sudden release of pressure through an opening in any compartment at any operating altitude resulting from each of the following conditions 1 The penetration of the compartment by a portion of an engine following an engine disintegration 2 Any opening in any pressurized compartment up to the size Hoin square feet however small compartments may be combined with an adjacent pressurized compartment and both considered as a single compartment for openings that cannot reasonably be expected to be confined to the small compartment The size Homust be computed by the following formula H PA where Ho Maximum opening in square feet need not exceed 20 square feet P A 6240 024 A Maximum cross sectional area of the pressurized shell normal to the
429. matic or power operated system which could result in an unsafe condition if the pilot were not aware of the failure Warning systems must not activate the control systems b The design of the stability augmentation system or of any other automatic or power operated system must permit initial counteraction of failures of the type specified in 25 671 c without ANAC Origem SAR 96 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 requiring exceptional pilot skill or strength by either the deactivation of the system or a failed portion thereof or by overriding the failure by movement of the flight controls in the normal sense c It must be shown that after any single failure of the stability augmentation system or any other automatic or power operated system 1 The airplane is safely controllable when the failure or malfunction occurs at any speed or altitude within the approved operating limitations that is critical for the type of failure being considered 2 The controllability and maneuverability requirements of this part are met within a practical operational flight envelope for example speed altitude normal acceleration and airplane configurations which is described in the Airplane Flight Manual and 3 The trim stability and stall characteristics are not impaired below a level needed to permit continued safe flight and landing Amdt 25 23 35 FR 5675 Apr 8 1970 25 675 Stops
430. me position if retractable landing gear is used 25 1557 Miscellaneous markings and placards a Baggage and cargo compartments and ballast location Each baggage and cargo compartment and each ballast location must have a placard stating any limitations on contents including weight that are necessary under the loading requirements However underseat compartments designed for the storage of carry on articles weighing not more than 20 pounds need not have a loading limitation placard b Powerplant fluid filler openings The following apply 1 Fuel filler openings must be marked at or near the filler cover with 1 The word fuel 11 For reciprocating engine powered airplanes the minimum fuel grade iii For turbine engine powered airplanes the permissible fuel designations and iv For pressure fueling systems the maximum permissible fueling supply pressure and the maximum permissible defueling pressure 2 Oil filler openings must be marked at or near the filler cover with the word oil 3 Augmentation fluid filler openings must be marked at or near the filler cover to identify the required fluid c Emergency exit placards Each emergency exit placard must meet the requirements of 25 811 d Doors Each door that must be used in order to reach any required emergency exit must have a suitable placard stating that the door is to be latched in the open position during takeoff and landing Doc No 5066 29
431. means to shut off or otherwise prevent hazardous quantities of fuel oil deicer and other flammable fluids from flowing into within or through any designated fire zone except that shutoff means are not required for 1 Lines fittings and components forming an integral part of an engine and 2 Oil systems for turbine engine installations in which all components of the system in a designated fire zone including oil tanks are fireproof or located in areas not subject to engine fire conditions b The closing of any fuel shutoff valve for any engine may not make fuel unavailable to the remaining engines Origem SAR 166 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 c Operation of any shutoff may not interfere with the later emergency operation of other equipment such as the means for feathering the propeller d Each flammable fluid shutoff means and control must be fireproof or must be located and protected so that any fire in a fire zone will not affect its operation e No hazardous quantity of flammable fluid may drain into any designated fire zone after shutoff f There must be means to guard against inadvertent operation of the shutoff means and to make it possible for the crew to reopen the shutoff means in flight after it has been closed g Each tank to engine shutoff valve must be located so that the operation of the valve will not be affected by powerplant or engine mount str
432. mension greater than 4 feet 1 22 meters may be assumed to be 4 feet 1 22 meters in length and iii A 6 inch 0 152 meters displacement except where limited by the fuselage contour from a single point force applied anywhere along the distribution system where relative movement between the system and its attachment can occur iv Paragraphs b 3 1 through iii of this section do not apply to components that are redundant and separated in accordance with paragraph c 2 of this section or are installed remotely from the cargo compartment c An airplane with a maximum certificated passenger seating capacity of more than 60 persons or a maximum certificated takeoff gross weight of over 100 000 pounds 45 359 Kilograms must comply with the following 1 Least risk bomb location An airplane must be designed with a designated location where a bomb or other explosive device could be placed to best protect flight critical structures and systems from damage in the case of detonation 2 Survivability of systems 1 Except where impracticable redundant airplane systems necessary for continued safe flight and landing must be physically separated at a minimum by an amount equal to a sphere of diameter D 2 H 7 where Hois defined under 25 365 e 2 of this part and D need not exceed 5 05 feet 1 54 meters The sphere is applied everywhere within the fuselage limited by the forward bulkhead and the aft bulkhead of the passenger
433. ment 25 1351 General a Electrical system capacity The required generating capacity and number and kinds of power sources must 1 Be determined by an electrical load analysis and 2 Meet the requirements of 25 1309 b Generating system The generating system includes electrical power sources main power busses transmission cables and associated control regulation and protective devices It must be designed so that 1 Power sources function properly when independent and when connected in combination 2 No failure or malfunction of any power source can create a hazard or impair the ability of remaining sources to supply essential loads Origem SAR 181 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 3 The system voltage and frequency as applicable at the terminals of all essential load equipment can be maintained within the limits for which the equipment is designed during any probable operating condition and 4 System transients due to switching fault clearing or other causes do not make essential loads inoperative and do not cause a smoke or fire hazard 5 There are means accessible in flight to appropriate crewmembers for the individual and collective disconnection of the electrical power sources from the system 6 There are means to indicate to appropriate crewmembers the generating system quantities essential for the safe operation of the system such as t
434. mergency and the main lighting systems if the power supply to the emergency lighting system is independent of the power supply to the main lighting system The emergency lighting system must include 1 Illuminated emergency exit marking and locating signs sources of general cabin illumination interior lighting in emergency exit areas and floor proximity escape path marking 2 Exterior emergency lighting b Emergency exit signs 1 For airplanes that have a passenger seating configuration excluding pilot seats of 10 seats or more must meet the following requirements 1 Each passenger emergency exit locator sign required by 25 811 d 1 and each passenger emergency exit marking sign required by 25 811 d 2 must have red letters at least 11 2inches high on an illuminated white background and must have an area of at least 21 square inches excluding the letters The lighted background to letter contrast must be at least 10 1 The letter height to stroke width ratio may not be more than 7 1 nor less than 6 1 These signs must be internally electrically illuminated with a background brightness of at least 25 foot lamberts and a high to low background contrast no greater than 3 1 11 Each passenger emergency exit sign required by 25 811 d 3 must have red letters at least 11 2inches high on a white background having an area of at least 21 square inches excluding the letters These signs must be internally electrically illuminated or
435. meter testing that the wheel brake and tire assembly is capable of absorbing not less than this level of kinetic energy throughout the defined wear range of the brake The energy absorption rate derived from the airplane manufacturer s braking requirements must be achieved The mean deceleration must not be less than 6 fps i 3 Most severe landing stop The most severe landing stop is a stop at the most critical combination of airplane landing weight and speed The most severe landing stop brake kinetic energy absorption requirement of each wheel brake and tire assembly must be determined It must be substantiated by dynamometer testing that at the declared fully worn limit s of the brake heat sink the wheel brake and tire assembly is capable of absorbing not less than this level of kinetic energy The most severe landing stop need not be considered for extremely improbable failure conditions or if the maximum kinetic energy accelerate stop energy is more severe g Brake condition after high kinetic energy dynamometer stop s Following the high kinetic energy stop demonstration s required by paragraph f of this section with the parking brake promptly and fully applied for at least 3 minutes it must be demonstrated that for at least 5 minutes from application of the parking brake no condition occurs or has occurred during the stop including fire associated with the tire or wheel and brake assembly that could prejudice the safe and compl
436. miss o 7 de fevereiro de 2014 iii Calorimeter mounting Mount the calorimeter in a 6 by 12 0 125 inch 152 by 305 3 mm by 0 75 0 125 inch 19 mm 3 mm thick insulating block which is attached to the heat flux calibration rig during calibration figure 4 Monitor the insulating block for deterioration and replace it when necessary Adjust the mounting as necessary to ensure that the calorimeter face is parallel to the exit plane of the test burner cone 6 in x 12 in x 3 4 in l in 25 mm 152 x 305 x 19 mm dia hole for Marinite block q calorimeter mounting lim A 25 mm 6 LX in Y 152 3 mm A 3418 in A 76 3 mm 305 3 mm Side View mE 54 n Burner Cone 19 mm 4 wis Y o Y l in 25 mm dia T 8 in 102 3 mm A Water cooled calorimeter Steel angle IxIx WS in RG 5 x 3 Rack mounts to O5 x 25 x 3 mm test rame Top View Figure 4 Calorimeter Position Relative to Burner Cone View or download PDF 265 300 Origem SAR 6 A pA Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 lin Seven 25 mm thermocouple wires Y Y GG A 34 Lin 76 3 mm Side View Burner Cone 4 L8 in 102 3 mm Lin 25 mm Steel angle 1x ix 1 in 25 x 25 x 3mm Rack mounts to test rame Top View Figure 5 Thermocouple Rake Position Relative to Burner Cone View or download PDF iv Thermocouples Prov
437. mitations required by 25 1583 a must be easily read and understood by the flight crew 25 1547 Magnetic direction indicator a A placard meeting the requirements of this section must be installed on or near the magnetic direction indicator b The placard must show the calibration of the instrument in level flight with the engines operating c The placard must state whether the calibration was made with radio receivers on or off d Each calibration reading must be in terms of magnetic heading in not more than 45 degree increments 25 1549 Powerplant and auxiliary power unit instruments For each required powerplant and auxiliary power unit instrument as appropriate to the type of instrument a Each maximum and if applicable minimum safe operating limit must be marked with a red radial or a red line b Each normal operating range must be marked with a green arc or green line not extending beyond the maximum and minimum safe limits c Each takeoff and precautionary range must be marked with a yellow arc or a yellow line and d Each engine auxiliary power unit or propeller speed range that is restricted because of excessive vibration stresses must be marked with red arcs or red lines Amdt 25 40 42 FR 15044 Mar 17 1977 25 1551 Oil quantity indication Each oil quantity indicating means must be marked to indicate the quantity of oil readily and accurately Amdt 25 72 55 FR 29786 July 20 19
438. mme diate flightcrew awareness and subsequent flightcrew response 3 Advisory For conditions that require flight crew awareness and may require subsequent flightcrew response c Warning and caution alerts must 1 Be prioritized within each category when 25 1322 Alertas para a tripula o de voo a Os alertas para a tripula o de voo devem 1 Prover a tripula o de voo informa es necess rias para 1 Identificar opera o anormal ou condi es anormais dos sistemas do avi o e ii Determinar as a es apropriadas se existi rem 2 Ser prontamente e facilmente detect veis e intelig veis sob todas as condi es operacionais previs veis incluindo condi es em que m lti plos alertas s o providos 3 Ser removidos quando as condi es de aler ta n o mais existirem b Os alertas devem obedecer seguinte hie rarquia de prioriza o baseada na urg ncia da aten o e da resposta da tripula o de voo 1 Alarme para condi es que requeiram aten o e resposta imediatas da tripula o de voo 2 Advert ncia para condi es que requeiram aten o imediata e resposta subsequente da tripula o de voo 3 Informa o para condi es que requeiram aten o e podem requerer resposta subsequente da tripula o de voo c Alertas de alarme e advert ncia devem 1 Ser priorizados dentro de cada categoria quando necess rio Origem SAR necessary 17
439. mne 4 48 0 65 mm hith D B 0 002 in 1D 38 2 05 ram tick er cone Cox D002 In 1078 05 mm thick hiner wre 12 20 9 26 ir 6453 0 008 in sie zt mm x 13 0 0 25 ii SS 6mm s10 05n 707 42mm i air esirbubon wat with 4406 28 mm d 0 25 In Air dstr bution plac with 2 no 4 holes ES c a en 049 0 002 In 1 24 x Q CSmm thick p Thnrmapua aie How Fiqure 14 Rate of Heat Release Apparatus i View or download PDF Origem SAR 247 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 INLE 074 E 09 Ms ey Lm ey rinan erin H 1390 40m np BTS LI Trem MOETEN Ee a o 6 E emm d Figues Le beta OF Xart tajan dpquratos View or download PDF Top IR 1 Unigss denoted otharwise all dimensions are In millimeters Figure 2A Giobar Radiant Panel View or download PDF Origem SAR 248 300 ANAC Data da emiss o 7 de fevereiro de 2014 Yn f feherar acius Yope 102 and bellom dor Ligier raal flas EA sompia ata M mai 19 Guugo Pa 1 20 Mcchihe Screw 73h m3 EL Tables tanna cinenwisc all dimersara ace a Ol neers Fitts 2R Gegen Do an Pnl bz m View or download PDF Slarilses HTF INK inan ream Slect hne w ve deni e tunless eroted athenelse a ell demem tar are in esl lis
440. mum ground idle thrust on any or all other engine s is applied The control must be suitably located or be adequately protected to prevent inadvertent operation There must be indication in the cockpit when the parking brake is not fully released e Antiskid system If an antiskid system is installed 1 It must operate satisfactorily over the range of expected runway conditions without external adjustment 2 It must at all times have priority over the automatic braking system if installed f Kinetic energy capacity 1 Design landing stop The design landing stop is an operational landing stop at maximum landing weight The design landing stop brake kinetic energy absorption requirement of each wheel brake and tire assembly must be determined It must be substantiated by dynamometer testing that the wheel brake and tire assembly is capable of absorbing not less than this level of kinetic energy throughout the defined wear range of the brake The energy absorption rate derived from the airplane manufacturer s braking requirements must be achieved The mean deceleration must not be less than 10 fps i 2 Maximum kinetic energy accelerate stop The maximum kinetic energy accelerate stop is a rejected takeoff for the most critical combination of airplane takeoff weight and speed The accelerate stop brake kinetic energy absorption requirement of each wheel brake and tire assembly must be determined It must be substantiated by dynamo
441. must validate that the FRM meets the requirements of paragraph M25 1 of this appendix with any airplane or engine configuration affecting the performance of the FRM for which approval is sought M25 3 Reliability indications and maintenance access a Reliability indications must be provided to identify failures of the FRM that would otherwise be latent and whose identification is necessary to ensure the fuel tank with an FRM meets the fleet average flammability exposure requirements listed in paragraph M25 1 of this appendix including when the FRM is inoperative b Sufficient accessibility to FRM reliability indications must be provided for maintenance personnel or the flightcrew c The access doors and panels to the fuel tanks with FRMs including any tanks that communicate with a tank via a vent system and to any other confined spaces or enclosed areas that could contain hazardous atmosphere under normal conditions or failure conditions must be permanently stenciled marked or placarded to warn maintenance personnel of the possible presence of a potentially hazardous atmosphere M25 4 Airworthiness limitations and procedures a If FRM is used to comply with paragraph M25 1 of this appendix Airworthiness Limitations must be identified for all maintenance or inspection tasks required to identify failures of components within the FRM that are needed to meet paragraph M25 1 of this appendix b Maintenance procedures must be developed
442. n e In the absence of a more rational analysis the nose gear vertical reaction prescribed in paragraph d of this section must be calculated according to the following formula E preto A B A B uE Where VwzNose gear vertical reaction W Design takeoff weight A Horizontal distance between the c g of the airplane and the nose wheel B Horizontal distance between the c g of the airplane and the line joining the centers of the main wheels E Vertical height of the c g of the airplane above the ground in the 1 0 g static condition u Coefficient of friction of 0 80 f Dynamic response factor 2 0 is to be used unless a lower factor is substantiated In the absence of other information the dynamic response factor f may be defined by the equation f ees S Where amp is the effective critical damping ratio of the rigid body pitching mode about the main landing gear effective ground contact point Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 Amdt 25 97 63 FR 29072 May 27 1998 25 495 Turning In the static position in accordance with figure 7 of appendix A the airplane is assumed to execute a steady turn by nose gear steering or by application of sufficient differential power so that the limit load factors applied at the center of gravity are 1 0 vertically and 0 5 laterally The side ground reaction of each wheel must be 0 5 of the vertical reaction 25 497
443. n The thermocouple should be centered over the burner cone 2 Mount the test specimen on the test stand shown in Figure 1 in either the horizontal or vertical position Mount the insulating material in the other position 3 Position the burner so that flames will not impinge on the specimen turn the burner on and allow it to run for 2 minutes Rotate the burner to apply the flame to the specimen and simultaneously start the timing device 4 Expose the test specimen to the flame for 5 minutes and then turn off the burner The test may be terminated earlier if flame penetration is observed 5 When testing ceiling liner panels record the peak temperature measured 4 inches above the sample 6 Record the time at which flame penetration occurs if applicable h Test Report The test report must include the following 1 A complete description of the materials tested including type manufacturer thickness and other appropriate data 2 Observations of the behavior of the test specimens during flame exposure such as delamination resin ignition smoke ect including the time of such occurrence 3 The time at which flame penetration occurs if applicable for each of the three specimens tested 4 Panel orientation ceiling or sidewall Sy ve ede ACER DE PE X AKL Lote w y Ut C8 SPA Al EX S i NUS NS NNN IN NS SDF AT TAN ih vila a7 FA d Tea art ES ADOTE SATIS TA View or download PDF Origem SAR 240 300
444. n must be identified in the CMP document specified in section K25 1 6 A corrective action is not required 1 For an item where the manufacturer is unable to determine a cause or potential cause ii For an event where it is technically unfeasible to develop a corrective action iii If the world fleet IFSD rate A Is at or below 0 02 per 1 000 world fleet engine hours for approval up to and including 180 minute ETOPS or B Is at or below 0 01 per 1 000 world fleet engine hours for approval greater than 180 minute ETOPS d Airplane systems assessment The applicant must conduct an airplane systems assessment The applicant must show that the airplane systems comply with 25 1309 b using available in service reliability data for ETOPS significant systems on the candidate airplane engine combination Each 9 x N AC 284 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 cause or potential cause of a relevant design manufacturing operational and maintenance problem occurring in service must have a corrective action or actions that are shown to be effective in preventing future occurrences Each corrective action must be identified in the CMP document specified in section K25 1 6 of this appendix A corrective action is not required if the problem would not significantly impact the safety or reliability of the airplane system involved A relevant problem is a problem with an ETOPS group 1 signi
445. n an IFSD or diversion The applicant must identify track and resolve any abnormal conditions in accordance with the problem tracking and resolution system specified in section K25 3 2 e of this appendix e Problem tracking and resolution system 1 The applicant must establish and maintain a problem tracking and resolution system The system must 1 Contain a process for prompt reporting to the responsible FAA aircraft certification office of each occurrence reportable under 21 4 a 6 encountered during the phases of airplane and engine development used to assess Early ETOPS eligibility ii Contain a process for notifying the responsible FAA aircraft certification office of each proposed corrective action that the applicant determines necessary for each problem identified from the occurrences reported under section K25 3 2 h 1 1 of this appendix The timing of the notification must permit appropriate FAA review before taking the proposed corrective action 2 If the applicant is seeking ETOPS type design approval of a change to an airplane engine combination previously approved for ETOPS the problem tracking and resolution system need only address those problems specified in the following table provided the applicant obtains prior authorization from the FAA If the change does not require a new Then the Problem Tracking and Resolution System airplane type certificate and must address 1 Requires a new engine type
446. n between the EWIS components and heated equipment hot air ducts and lines so that 1 An EWIS component failure will not create a hazardous condition 2 Any hot air leakage or heat generated onto EWIS components will not create a hazardous condition k For systems for which redundancy is required by certification rules by operating rules or as a result of the assessment required by 25 1709 EWIS components associated with those systems must be designed and installed with adequate physical separation 1 Each EWIS must be designed and installed so there is adequate physical separation between it and other aircraft components and aircraft structure and so that the EWIS is protected from sharp edges and corners to minimize potential for abrasion chafing vibration damage and other types of mechanical damage 25 1709 System safety EWIS Each EWIS must be designed and installed so that a Each catastrophic failure condition 1 Is extremely improbable and 2 Does not result from a single failure b Each hazardous failure condition is extremely remote 25 1711 Component identification EWIS a EWIS components must be labeled or otherwise identified using a consistent method that facilitates identification of the EWIS component its function and its design limitations if any b For systems for which redundancy is required by certification rules by operating rules or as a result of the assessment required by
447. n for the tire corresponding to the most critical combination of airplane weight up to maximum ramp weight and center of gravity position with a force of 1 0g acting downward at the center of gravity This load may not exceed the load rating of the tire 2 The ground reaction of the tire corresponding to the most critical combination of airplane weight up to maximum landing weight and center of gravity position combined with forces of 1 0g downward and 0 31g forward acting at the center of gravity The reactions in this case must be distributed to the nose and main wheels by the principles of statics with a drag reaction equal to 0 31 times the vertical load at each wheel with brakes capable of producing this ground reaction This nose tire load may not exceed 1 5 times the load rating of the tire 3 The ground reaction of the tire corresponding to the most critical combination of airplane weight up to maximum ramp weight and center of gravity position combined with forces of 1 0g downward and 0 20g forward acting at the center of gravity The reactions in this case must be distributed to the nose and main wheels by the principles of statics with a drag reaction equal to 0 20 times the vertical load at each wheel with brakes capable of producing this ground reaction This nose tire load may not exceed 1 5 times the load rating of the tire c When a landing gear axle is fitted with more than one wheel and tire assembly such as dual or dual tande
448. n of failures or malfunction of the system will result in unwanted reverse thrust under any expected operating condition Failure of structural elements need not be considered if this kind of failure is extremely remote ANAC Origem SAR 143 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Compliance with this section may be shown by failure analysis or testing or both for propeller systems that allow propeller blades to move from the flight low pitch position to a position that is substantially less than that at the normal flight low pitch position The analysis may include or be supported by the analysis made to show compliance with the requirements of 35 21 of this chapter for the propeller and associated installation components Amdt 25 72 55 FR 29784 July 20 1990 25 934 Turbojet engine thrust reverser system tests Thrust reversers installed on turbojet engines must meet the requirements of 33 97 of this chapter Amdt 25 23 35 FR 5677 Apr 8 1970 25 937 Turbopropeller drag limiting systems Turbopropeller power airplane propeller drag limiting systems must be designed so that no single failure or malfunction of any of the systems during normal or emergency operation results in propeller drag in excess of that for which the airplane was designed under 25 367 Failure of structural elements of the drag limiting systems need not be considered if the probability of this kind of failure
449. n producing the required load factor it must be shown at Vpp Mprthat the longitudinal trim can be actuated in the airplane nose up direction with the primary surface loaded to correspond to the least of the following airplane nose up control forces 1 The maximum control forces expected in service as specified in 25 301 and 25 397 2 The control force required to produce 1 5 g 3 The control force corresponding to buffeting or other phenomena of such intensity that it is a strong deterrent to further application of primary longitudinal control force Amdt No 25 42 43 FR 2322 Jan 16 1978 Subpart C Structure General 25 301 Loads a Strength requirements are specified in terms of limit loads the maximum loads to be expected in service and ultimate loads limit loads multiplied by prescribed factors of safety Unless otherwise provided prescribed loads are limit loads b Unless otherwise provided the specified air ground and water loads must be placed in equilibrium with inertia forces considering each item of mass in the airplane These loads must be distributed to conservatively approximate or closely represent actual conditions Methods used to determine load intensities and distribution must be validated by flight load measurement unless the methods used for determining those loading conditions are shown to be reliable c If deflections under load would significantly change the distribution of external or inte
450. n stored or installed in excess of the time limit established by the manufacturer of the rocket engine usually stenciled on the engine casing or ii The rocket engine fuel has been expended or discharged b The currently approved maximum takeoff and landing weights at which an airplane is certificated without a standby power rocket engine installation may be increased by an amount that does not exceed any of the following 1 An amount equal in pounds to 0 014 IN where I is the maximum usable impulse in pounds seconds available from each standby power rocket engine and N is the number of rocket engines installed Origem SAR 227 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 An amount equal to 5 percent of the maximum certificated weight approved in accordance with the applicable airworthiness regulations without standby power rocket engines installed 3 An amount equal to the weight of the rocket engine installation 4 An amount that together with the currently approved maximum weight would equal the maximum structural weight established for the airplane without standby rocket engines installed II Performance Credit for Transport Category Airplanes Equipped With Standby Power The Administrator may grant performance credit for the use of standby power on transport category airplanes However the performance credit applies only to the maximum certificated takeoff and landing weights the
451. n system duct must be constructed of materials that will not absorb or trap hazardous quantities of flammable fluids that could be ignited in the event of a surge or reverse flow condition Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 46 43 FR 50597 Oct 30 1978 25 1105 Induction system screens If induction system screens are used a Each screen must be upstream of the carburetor b No screen may be in any part of the induction system that is the only passage through which air can reach the engine unless it can be deiced by heated air c No screen may be deiced by alcohol alone and d It must be impossible for fuel to strike any screen 25 1107 Inter coolers and after coolers Each inter cooler and after cooler must be able to withstand any vibration inertia and air pressure load to which it would be subjected in operation Exhaust System 25 1121 General For powerplant and auxiliary power unit installations the following apply a Each exhaust system must ensure safe disposal of exhaust gases without fire hazard or carbon monoxide contamination in any personnel compartment For test purposes any acceptable carbon monoxide detection method may be used to show the absence of carbon monoxide b Each exhaust system part with a surface hot enough to ignite flammable fluids or vapors must be located or shielded so that leakage from any system carrying flammable fluids or vapors will not res
452. nal resistance of 1 4 ohms and be capable of generating a flux up to 100 kW m The silicone carbide elements must be mounted in the stainless steel panel box by inserting them through 63 inch 16 mm holes in 03 inch 1 mm thick ceramic fiber or calcium silicate millboard Locations of the holes in the pads and stainless steel cover plates are shown in Figure 2B of this part IV The truncated diamond shaped mask of 042 002 inch 1 07 05mm stainless steel must be added to provide uniform heat flux density over the area occupied by the vertical sample 4 Air Distribution System The air entering the environmental chamber must be distributed by a 25 inch 6 3 mm thick aluminum plate having eight No 4 drill holes located 2 inches 51 mm from sides on 4 inch 102 mm centers mounted at the base of the environmental chamber A second plate of 18 guage stainless steel having 120 evenly spaced No 28 drill holes must be mounted 6 inches 152 mm above the aluminum plate A well regulated air supply is required The air supply manifold at the base of the pyramidal section must have 48 evenly spaced No 26 drill holes located 38 inch 10 mm from the inner edge of the manifold resulting in an airflow split of approximately three to one within the apparatus 5 Exhaust Stack An exhaust stack 5 25x2 75 inches 133x70 mm in cross section and 10 inches 254 mm long fabricated from 28 guage stainless steel must be mounted on the outlet of the
453. nce with 25 121 c is shown whichever point is at a higher altitude The airplane must be in the following configuration 1 Landing gear retracted 2 Wing flaps in the most favorable position 3 Cowl flaps or other means of controlling the engine cooling supply in the position that provides adequate cooling in the hot day condition 4 Critical engine inoperative and its propeller stopped 5 Remaining engines at the maximum continuous power available for the altitude e For hull seaplanes and amphibians cooling must be shown during taxiing downwind for 10 minutes at five knots above step speed Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 57 49 FR 6848 Feb 23 1984 Induction System 25 1091 Air induction a The air induction system for each engine and auxiliary power unit must supply 1 The air required by that engine and auxiliary power unit under each operating condition for which certification is requested and 2 The air for proper fuel metering and mixture distribution with the induction system valves in any position b Each reciprocating engine must have an alternate air source that prevents the entry of rain ice or any other foreign matter c Air intakes may not open within the cowling unless 1 That part of the cowling is isolated from the engine accessory section by means of a fireproof diaphragm or 2 For reciprocating engines there are means to prevent the eme
454. nces 1 The accelerate stop distance on a dry runway determined in accordance with paragraph a of this section or 2 The accelerate stop distance determined in accordance with paragraph a of this section except that the runway is wet and the corresponding wet runway values of Vgrand Vare used In determining the wet runway accelerate stop distance the stopping force from the wheel brakes may never exceed 1 The wheel brakes stopping force determined in meeting the requirements of 25 101 1 and paragraph a of this section and ii The force resulting from the wet runway braking coefficient of friction determined in accordance with paragraphs c or d of this section as applicable taking into account the distribution of the normal load between braked and unbraked wheels at the most adverse center of gravity position approved for takeoff c The wet runway braking coefficient of friction for a smooth wet runway is defined as a curve of friction coefficient versus ground speed and must be computed as follows 1 The maximum tire to ground wet runway braking coefficient of friction is defined as Tiri Pressure psi lire lo urpurn 5n o losa ET aanif ross gt J m fu ros eh via M tvs Pte Li i00 100 a V 100 T Bui TIRS 0805 y p 119804 r E y 200 0331 E 0 252 Lo pesa EL Li yy vY 200 Hj pim E oen hosu iex 100 7 atj View or download PDF Where Tire Pressure maximum airplane o
455. ncy exits to the flightcrew area does not offer a convenient and readily accessible means of evacuation of the flightcrew and for all airplanes having a passenger seating capacity greater than 20 flightcrew exits shall be located in the flightcrew area Such exits shall be of sufficient size and so located as to permit rapid evacuation by the crew One exit shall be provided on each side of the airplane or alternatively a top hatch shall be provided Each exit must encompass an unobstructed rectangular opening of at least 19 by 20 inches unless satisfactory exit utility can be demonstrated by a typical crewmember Amdt 25 72 55 FR 29781 July 20 1990 as amended by Amdt 25 88 61 FR 57956 Nov 8 1996 62 FR 1817 Jan 13 1997 Amdt 25 94 63 FR 8848 Feb 23 1998 63 FR 12862 Mar 16 1998 Amdt 25 114 69 FR 24502 May 3 2004 25 809 Emergency exit arrangement a Each emergency exit including each flightcrew emergency exit must be a moveable door or hatch in the external walls of the fuselage allowing an unobstructed opening to the outside In addition each emergency exit must have means to permit viewing of the conditions outside the exit when the exit is closed The viewing means may be on or adjacent to the exit provided no obstructions exist between the exit and the viewing means Means must also be provided to permit viewing of the likely areas of evacuee ground contact The likely areas of evacuee ground contact must be
456. nd other failure or caution indicators The extent to which such instruments or devices direct the proper corrective action is also considered 3 The number urgency and complexity of operating procedures with particular consideration given to the specific fuel management schedule imposed by center of gravity structural or other considerations of an airworthiness nature and to the ability of each engine to operate at all times from a single tank or source which is automatically replenished if fuel is also stored in other tanks 4 The degree and duration of concentrated mental and physical effort involved in normal operation and in diagnosing and coping with malfunctions and emergencies 5 The extent of required monitoring of the fuel hydraulic pressurization electrical electronic deicing and other systems while en route 6 The actions requiring a crewmember to be unavailable at his assigned duty station including observation of systems emergency operation of any control and emergencies in any compartment 7 The degree of automation provided in the aircraft systems to afford after failures or malfunctions automatic crossover or isolation of difficulties to minimize the need for flight crew action to guard against loss of hydraulic or electric power to flight controls or to other essential systems 8 The communications and navigation workload 9 The possibility of increased workload associated with any emergency that may lead t
457. nda n 136 Data da emiss o 7 de fevereiro de 2014 Doc No FAA 2002 6717 72 FR 1873 Jan 16 2007 25 5 Incorporations by reference a The materials listed in this section are incorporated by reference in the corresponding sections noted These incorporations by reference were approved by the Director of the Federal Register in accordance with 5 U S C 552 a and 1 CFR part 51 These materials are incorporated as they exist on the date of the approval and notice of any change in these materials will be published in theFederal Register The materials are available for purchase at the corresponding addresses noted below and all are available for inspection at the National Archives and Records Administration NARA and at FAA Transport Airplane Directorate Aircraft Certification Service 1601 Lind Avenue SW Renton Washington 98057 3356 For information on the availability of this material at NARA call 202 741 6030 or go to http www archives gov federal_register code_of_federal_regulations ibr_locations html b The following materials are available for purchase from the following address The National Technical Information Services NTIS Springfield Virginia 22166 1 Fuel Tank Flammability Assessment Method User s Manual dated May 2008 document number DOT FAA AR 05 8 IBR approved for 25 981 and Appendix N It can also be obtained at the following Web site http www fire tc faa gov systems fueltank FTFAM stm
458. nders respectively Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 46 43 FR 50595 Oct 30 1978 Amdt 25 72 55 FR 29776 July 20 1990 25 363 Side load on engine and auxiliary power unit mounts a Each engine and auxiliary power unit mount and its supporting structure must be designed for a limit load factor in lateral direction for the side load on the engine and auxiliary power unit mount at least equal to the maximum load factor obtained in the yawing conditions but not less than 1 1 33 or 2 One third of the limit load factor for flight condition A as prescribed in 25 333 b b The side load prescribed in paragraph a of this section may be assumed to be independent of other flight conditions Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 Amdt 25 91 62 FR 40704 July 29 1997 25 365 Pressurized compartment loads For airplanes with one or more pressurized compartments the following apply a The airplane structure must be strong enough to withstand the flight loads combined with pressure differential loads from zero up to the maximum relief valve setting b The external pressure distribution in flight and stress concentrations and fatigue effects must be accounted for c If landings may be made with the compartment pressurized landing loads must be combined with pressure differential loads fro
459. nditions by more than the greater of 3 knots CAS or 3 percent Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 84 60 FR 30749 June 9 1995 Amdt 25 108 67 FR 70826 Nov 26 2002 Amdt 25 121 72 FR 44666 Aug 8 2007 25 123 En route flight paths Origem SAR 37 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a For the en route configuration the flight paths prescribed in paragraph b and c of this section must be determined at each weight altitude and ambient temperature within the operating limits established for the airplane The variation of weight along the flight path accounting for the progressive consumption of fuel and oil by the operating engines may be included in the computation The flight paths must be determined at a speed not less than Vero with 1 The most unfavorable center of gravity 2 The critical engines inoperative 3 The remaining engines at the available maximum continuous power or thrust and 4 The means for controlling the engine cooling air supply in the position that provides adequate cooling in the hot day condition b The one engine inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of 1 1 percent for two engine airplanes 1 4 percent for three engine airplanes and 1 6 percent for four engine airplanes 1 In non icing conditions and 2 In icing conditio
460. ne of the methods described in section K25 2 1 K25 2 2 or K25 2 3 of this appendix K25 2 1 Service experience method An applicant for ETOPS type design approval using the service experience method must comply with sections K25 2 1 a and K25 2 1 b of this appendix before conducting the assessments specified in sections K25 2 1 c and K25 2 1 d of this appendix and the flight test specified in section K25 2 1 e of this appendix a Service experience The world fleet for the airplane engine combination must accumulate a minimum of 250 000 engine hours The FAA may reduce this number of hours if the applicant identifies compensating factors that are acceptable to the FAA The compensating factors may include experience on another airplane but experience on the candidate airplane must make up a significant portion of the total service experience b In flight shutdown IFSD rates The demonstrated 12 month rolling average IFSD rate for the world fleet of the airplane engine combination must be commensurate with the level of ETOPS approval being sought 1 For type design approval up to and including 120 minutes An IFSD rate of 0 05 or less per 1 000 world fleet engine hours unless otherwise approved by the FAA Unless the IFSD rate is 0 02 or less per 1 000 world fleet engine hours the applicant must provide a list of corrective x N AC 283 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a
461. nertia forces specified in 25 561 b 3 Amdt 25 41 42 FR 36970 July 18 1977 25 1423 Public address system A public address system required by this chapter must a Be powerable when the aircraft is in flight or stopped on the ground after the shutdown or failure of all engines and auxiliary power units or the disconnection or failure of all power sources dependent on their continued operation for 1 A time duration of at least 10 minutes including an aggregate time duration of at least 5 minutes of announcements made by flight and cabin crewmembers considering all other loads which may remain powered by the same source when all other power sources are inoperative and 2 An additional time duration in its standby state appropriate or required for any other loads that are powered by the same source and that are essential to safety of flight or required during emergency conditions b Be capable of operation within 3 seconds from the time a microphone is removed from its stowage c Be intelligible at all passenger seats lavatories and flight attendant seats and work stations d Be designed so that no unused unstowed microphone will render the system inoperative e Be capable of functioning independently of any required crewmember interphone system f Be accessible for immediate use from each of two flight crewmember stations in the pilot compartment g For each required floor level passenger emergency exit
462. ng must cover the frequency band of 10 kHz to 8 GHz e Equipment HIRF Test Level 3 1 From 10 kHz to 400 MHz use conducted susceptibility tests starting at a minimum of 0 15 mA at 10 kHz increasing 20 dB per frequency decade to a minimum of 7 5 mA at 500 kHz 2 From 500 kHz to 40 MHz use conducted susceptibility tests at a minimum of 7 5 mA 3 From 40 MHz to 400 MHz use conducted susceptibility tests starting at a minimum of 7 5 mA at 40 MHz decreasing 20 dB per frequency decade to a minimum of 0 75 mA at 400 MHz 4 From 100 MHz to 8 GHz use radiated susceptibility tests at a minimum of 5 V m Doc No FAA 2006 23657 72 FR 44026 Aug 6 2007 Appendix M to Part 25 Fuel Tank System Flammability Reduction Means M25 1 Fuel tank flammability exposure requirements a The Fleet Average Flammability Exposure of each fuel tank as determined in accordance with Appendix N of this part may not exceed 3 percent of the Flammability Exposure Evaluation Time FEET as defined in Appendix N of this part As a portion of this 3 percent if flammability 9 ANAC Origem SAR 291 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 reduction means FRM are used each of the following time periods may not exceed 1 8 percent of the FEET 1 When any FRM is operational but the fuel tank is not inert and the tank is flammable and 2 When any FRM is inoperative and the tank is flammable b The Fleet Ave
463. ng and maintenance requirements hardware life limits MMEL constraints and ETOPS approval in a CMP document K25 1 7 Airplane flight manual The airplane flight manual must contain the following information applicable to the ETOPS type design approval a Special limitations including any limitation associated with operation of the airplane up to the maximum diversion time being approved b Required markings or placards c The airborne equipment required for extended operations and flightcrew operating procedures for this equipment d The system time capability for the following 1 The most limiting fire suppression system for Class C cargo or baggage compartments 2 The most limiting ETOPS significant system other than fire suppression systems for Class C cargo or baggage compartments e This statement The type design reliability and performance of this airplane engine combination has been evaluated under 14 CFR 25 1535 and found suitable for identify maximum approved diversion time extended operations ETOPS when the configuration maintenance and procedures standard contained in identify the CMP document are met The actual maximum approved diversion time for this airplane may be less based on its most limiting system time capability This finding does not constitute operational approval to conduct ETOPS K25 2 Two engine airplanes An applicant for ETOPS type design approval of a two engine airplane must use o
464. ng anomalies and to demonstrate that the ice protection system and its components are effective the airplane or its components must be flight tested in the various operational configurations in measured natural atmospheric icing conditions and as found necessary by one or more of the following means 1 Laboratory dry air or simulated icing tests or a combination of both of the components or models of the components 2 Flight dry air tests of the ice protection system as a whole or of its individual components 3 Flight tests of the airplane or its components in measured simulated icing conditions c Caution information such as an amber caution light or equivalent must be provided to alert the flightcrew when the anti ice or de ice system is not functioning normally d For turbine engine powered airplanes the ice protection provisions of this section are considered to be applicable primarily to the airframe For the powerplant installation certain additional provisions of subpart E of this part may be found applicable e One of the following methods of icing detection and activation of the airframe ice protection system must be provided 1 A primary ice detection system that automatically activates or alerts the flightcrew to activate the airframe ice protection system 2 A definition of visual cues for recognition of the first sign of ice accretion on a specified surface combined with an advisory ice detection system tha
465. nimized Amdt 25 123 72 FR 63406 Nov 8 2007 25 1363 Electrical system tests a When laboratory tests of the electrical system are conducted 1 The tests must be performed on a mock up using the same generating equipment used in the airplane 2 The equipment must simulate the electrical characteristics of the distribution wiring and connected loads to the extent necessary for valid test results and 3 Laboratory generator drives must simulate the actual prime movers on the airplane with respect to their reaction to generator loading including loading due to faults b For each flight condition that cannot be simulated adequately in the laboratory or by ground tests on the airplane flight tests must be made 25 1365 Electrical appliances motors and transformers a Domestic appliances must be designed and installed so that in the event of failures of the electrical supply or control system the requirements of 25 1309 b c and d will be satisfied Domestic appliances are items such as cooktops ovens coffee makers water heaters refrigerators and toilet flush systems that are placed on the airplane to provide service amenities to passengers b Galleys and cooking appliances must be installed in a way that minimizes risk of overheat or fire c Domestic appliances particularly those in galley areas must be installed or protected so as to prevent damage or contamination of other equipment or systems fro
466. normal health must be used as follows 1 At least 40 percent of the passenger load must be female 2 At least 35 percent of the passenger load must be over 50 years of age 3 At least 15 percent of the passenger load must be female and over 50 years of age 4 Three life size dolls not included as part of the total passenger load must be carried by passengers to simulate live infants 2 years old or younger ANAC Origem SAR 280 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 5 Crewmembers mechanics and training personnel who maintain or operate the airplane in the normal course of their duties may not be used as passengers 1 No passenger may be assigned a specific seat except as the Administrator may require Except as required by subparagraph g of this paragraph no employee of the applicant may be seated next to an emergency exit 3 Seat belts and shoulder harnesses as required must be fastened k Before the start of the demonstration approximately one half of the total average amount of carry on baggage blankets pillows and other similar articles must be distributed at several locations in aisles and emergency exit access ways to create minor obstructions 1 No prior indication may be given to any crewmember or passenger of the particular exits to be used in the demonstration m The applicant may not practice rehearse or describe the demonstration for the participants nor
467. ns available for controlling or extinguishing a fire such as stopping flow of fluids shutting down equipment fireproof containment or use of extinguishing agents 5 Ability of airplane components that are critical to safety of flight to withstand fire and heat c If action by the flight crew is required to prevent or counteract a fluid fire e g equipment shutdown or actuation of a fire extinguisher quick acting means must be provided to alert the crew d Each area where flammable fluids or vapors might escape by leakage of a fluid system must be identified and defined Amdt 25 23 35 FR 5676 Apr 8 1970 as amended by Amdt 25 46 43 FR 50597 Oct 30 1978 25 865 Fire protection of flight controls engine mounts and other flight structure Essential flight controls engine mounts and other flight structures located in designated fire zones or in adjacent areas which would be subjected to the effects of fire in the fire zone must be constructed of fireproof material or shielded so that they are capable of withstanding the effects of fire Amdt 25 23 35 FR 5676 Apr 8 1970 25 867 Fire protection other components a Surfaces to the rear of the nacelles within one nacelle diameter of the nacelle centerline must be at least fire resistant b Paragraph a of this section does not apply to tail surfaces to the rear of the nacelles that could not be readily affected by heat flames or sparks coming from a desi
468. ns with the en route ice accretion defined in appendix C if 1 A speed of 1 18 Vsrowith the en route ice accretion exceeds the en route speed selected for non icing conditions by more than the greater of 3 knots CAS or 3 percent of Vsg or 11 The degradation of the gradient of climb is greater than one half of the applicable actual to net flight path reduction defined in paragraph b of this section c For three or four engine airplanes the two engine inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of 0 3 percent for three engine airplanes and 0 5 percent for four engine airplanes Docket No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 121 72 FR 44666 Aug 8 2007 25 125 Landing a The horizontal distance necessary to land and to come to a complete stop or to a speed of approximately 3 knots for water landings from a point 50 feet above the landing surface must be determined for standard temperatures at each weight altitude and wind within the operational limits established by the applicant for the airplane 1 In non icing conditions and 2 In icing conditions with the landing ice accretion defined in appendix C if Vrer for icing conditions exceeds Vrgr for non icing conditions by more than 5 knots CAS at the maximum landing weight b In determining the distance in paragraph a of this section 1 The airplane must be in the landing
469. nsistency each test should be calibrated After consistency has been confirmed several tests may be conducted with the pre test calibration before and a calibration check after the series g Test Procedure The flammability of each set of specimens must be tested as follows 1 Record the weight of each set of seat bottom and seat back cushion specimens to be tested to the nearest 0 02 pound 9 grams 2 Mount the seat bottom and seat back cushion test specimens on the test stand as shown in Figure 2 securing the seat back cushion specimen to the test stand at the top 3 Swing the burner into position and ensure that the distance from the exit of the burner cone to the side of the seat bottom cushion specimen is 4 1 8inches 102 3 mm 4 Swing the burner away from the test position Turn on the burner and allow it to run for 2 minutes to provide adequate warmup of the burner cone and flame stabilization 5 To begin the test swing the burner into the test position and simultaneously start the timing device 6 Expose the seat bottom cushion specimen to the burner flame for 2 minutes and then turn off the burner Immediately swing the burner away from the test position Terminate test 7 minutes after initiating cushion exposure to the flame by use of a gaseous extinguishing agent i e Halon or CO Origem SAR 234 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 7 Determine the weight o
470. nstrar que a falha do caminho de carga falha parcial ou reten o de trinca ser detectada e reparada durante a manuten o inspe o ou opera o normal de um avi o antes da falha da estrutura remanescente b Avalia o de toler ncia ao dano A avalia o deve incluir uma determina o das prov veis localiza es e modos de falha devido a fadiga corros o ou dano acidental Tamb m se devem incorporar na avalia o an lises de carga repetitiva e an lises est ticas baseadas em evid ncias de ensaio e se dispon vel experi ncia em servi o Deve se dar cuidado especial em rela o ao dano generalizado por fadiga widespread fatigue damage WED aos locais onde o projeto tal que esse tipo de dano possa ocorrer Deve ser estabelecido um LOV que corresponda ao per odo de tempo declarado como o n mero total de ciclos ou horas de voo acumulados ou ambos durante o qual demonstrado que n o ocorrer dano generalizado por fadiga na estrutura do avi o Origem SAR 6 ANAC 87 300 Data da emiss o 7 de fevereiro de 2014 a number of cycles equal to the number of cycles accumulated on the fatigue test article until such testing is completed The extent of damage for residual strength evaluation at any time within the operational life of the airplane must be consistent with the initial detectability and subsequent growth under repeated loads The residual strength evaluation must show that t
471. nt conditions other means may be used to increase the thrust or power in the event of an ATTCS failure provided the means is located on or forward of the power levers is easily identified and operated under all operating conditions by a single action of either pilot with the hand that is normally used to actuate the power levers and meets the requirements of 825 777 a b and c 3 Provide a means to verify to the flightcrew before takeoff that the ATTCS is in a condition to operate and 4 Provide a means for the flightcrew to deactivate the automatic function This means must be designed to prevent inadvertent deactivation D5 6 Powerplant Instruments In addition to the requirements of 25 1305 a A means must be provided to indicate when the ATTCS is in the armed or ready condition and b If the inherent flight characteristics of the airplane do not provide adequate warning that an engine has failed a warning system that is independent of the ATTCS must be provided to give the pilot a clear warning of any engine failure during takeoff Amdt 25 62 52 FR 43156 Nov 9 1987 Appendix J to Part 25 Emergency Evacuation The following test criteria and procedures must be used for showing compliance with 25 803 a The emergency evacuation must be conducted with exterior ambient light levels of no greater than 0 3 foot candles prior to the activation of the airplane emergency lighting system The source s of the initial ext
472. nt of heat the battery can generate during a short circuit of the battery or of individual cells 6 Nickel cadmium battery installations must have ANAC Origem SAR 182 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 A system to control the charging rate of the battery automatically so as to prevent battery overheating ii A battery temperature sensing and over temperature warning system with a means for disconnecting the battery from its charging source in the event of an over temperature condition or iii A battery failure sensing and warning system with a means for disconnecting the battery from its charging source in the event of battery failure c Electrical bonding must provide an adequate electrical return path under both normal and fault conditions on airplanes having grounded electrical systems Amdt 25 123 72 FR 63405 Nov 8 2007 25 1355 Distribution system a The distribution system includes the distribution busses their associated feeders and each control and protective device b Reserved c If two independent sources of electrical power for particular equipment or systems are required by this chapter in the event of the failure of one power source for such equipment or system another power source including its separate feeder must be automatically provided or be manually selectable to maintain equipment or system operation Doc No 5066 29 FR 18291 Dec
473. ntrols a If there are mixture controls each engine must have a separate control The controls must be grouped and arranged to allow 1 Separate control of each engine and 2 Simultaneous control of all engines b Each intermediate position of the mixture controls that corresponds to a normal operating setting must be identifiable by feel and sight c The mixture controls must be accessible to both pilots However if there is a separate flight engineer station with a control panel the controls need be accessible only to the flight engineer 25 1149 Propeller speed and pitch controls a There must be a separate propeller speed and pitch control for each propeller b The controls must be grouped and arranged to allow 1 Separate control of each propeller and 2 Simultaneous control of all propellers c The controls must allow synchronization of all propellers d The propeller speed and pitch controls must be to the right of and at least one inch below the pilot s throttle controls 25 1153 Propeller feathering controls a There must be a separate propeller feathering control for each propeller The control must have means to prevent its inadvertent operation b If feathering is accomplished by movement of the propeller pitch or speed control lever there must be means to prevent the inadvertent movement of this lever to the feathering position during normal operation Doc No 5066 29 FR 18291
474. o 1 A Vg n o pode ser inferior a Gi A Vi ii 105 porcento da Vac iii A velocidade determinada de acordo com o par grafo 25 11 1 c 2 que permita atingir a V2 antes de alcan ar uma altura de 35 p s 10 67 m acima da superf cie de decolagem ou 1v Uma velocidade que se a rota o do avi o ocorrer em sua m xima raz o poss vel resultar em uma Vror n o inferior a A 110 porcento da Vmu na condi o em que todos os motores estejam operando e 105 por cento da Vmu determinada com a raz o empu xo peso correspondente condi o de um motor inoperante ou B Se a atitude na Vmy for limitada geometri camente ex contato da cauda com a pista 108 porcento da Vmu na condi o em que todos os motores estejam operando e 104 porcento da Vwu determinada com a raz o empuxo peso correspondente condi o de um motor inope Origem SAR 6 ANAC 30 300 Data da emiss o 7 de fevereiro de 2014 ance with both the one engine inoperative and the all engines operating takeoff provisions 3 It must be shown that the one engine inoperative takeoff distance using a rotation speed of 5 knots less than Vg established in ac cordance with paragraphs e 1 and 2 of this section does not exceed the corresponding one engine inoperative takeoff distance using the established Vg The takeoff distances must be determined in accordance with paragraph 25 113 a 1 4 Reasonably expected variat
475. o A e ENDS a F SINGLE WIICCL LOAD Ni FIOM 2 WIEC LEVEL LANE ING CONDITION NOSE OR TAM WHEEL TYPE Frame 5 Laberal drift Jandinz Ve Vy um amo i imita VET Ta laws ITA CANLE PLA OUP CT I TAB LUI SIUE DA DR ROSE BEAR SACUS2 REALTCK G NOSE OR TAIL WHEEL TYPE AIRPLANC IN LEVEL ALTITUDE View or download PDF RBAC n 25 Emenda n 136 Origem SAR 217 300 RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 reL SIJ Ws mar oyo so S DIM 13 HA AMI 4 ac ID A M4 VIT OBI dita Jo UNTO Ae SMC ae WILA ST LAM AHL Burn pnag shat 344 TWh 3204 dds TIHA Ties M do diae BRAZ 3J E Hows MAM E MEC cocus MAS DEMO im F Le Da E Mos A IMAW mae TOP Mo ac wi AT CATIA MA was DI HT DE 2 wat wom Jn WE ae es MA tibia uo EX CI ANUE IDA DIad 01 Tia sam ew PA ox SPU 71 49 SL 79 M Hp DIIS 24M TIS manj Toa paqnagy o aaua LF View or download PDF 218 300 6 ANAC Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 iust S Pientr po nose av sil ulus car l po CENTER DE ROTATION Z ald Fy we At PNE ORPO dos Wi alheel epe Ihi ainplane de iz Ikie Uie guia asine Pleorny is tested Tu laar vlece gbos one min Isuvlina guur uni Eg pu g nz pus We b Teh B ee i Wu Vy Vu View or download PDF Origem SAR 219 300 ANAC Data da emiss o 7 de fevereiro
476. o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 darker color is 15 percent or less the reflectance of the lighter color must be at least 45 percent Reflectance is the ratio of the luminous flux reflected by a body to the luminous flux it receives When the reflectance of the darker color is greater than 15 percent at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided 3 In the case of exists other than those in the side of the fuselage such as ventral or tailcone exists the external means of opening including instructions if applicable must be conspicuously marked in red or bright chrome yellow if the background color is such that red is inconspicuous When the opening means is located on only one side of the fuselage a conspicuous marking to that effect must be provided on the other side g Each sign required by paragraph d of this section may use the word exit in its legend in place of the term emergency exit Amdt 25 15 32 FR 13264 Sept 20 1967 as amended by Amdt 25 32 37 FR 3970 Feb 24 1972 Amdt 25 46 43 FR 50597 Oct 30 1978 43 FR 52495 Nov 13 1978 Amdt 25 79 58 FR 45229 Aug 26 1993 Amdt 25 88 61 FR 57958 Nov 8 1996 25 812 Emergency lighting a An emergency lighting system independent of the main lighting system must be installed However the sources of general cabin illumination may be common to both the e
477. o minimize the probability that occupants would suffer injury by being struck by items dislodged from service areas stowage compartments or service equipment 5 Either forward or rearward facing with an energy absorbing rest that is designed to support the arms shoulders head and spine 6 Equipped with a restraint system consisting of a combined safety belt and shoulder harness unit with a single point release There must be means to secure each restraint system when not in use to prevent interference with rapid egress in an emergency i Each safety belt must be equipped with a metal to metal latching device j If the seat backs do not provide a firm handhold there must be a handgrip or rail along each aisle to enable persons to steady themselves while using the aisles in moderately rough air k Each projecting object that would injure persons seated or moving about the airplane in normal flight must be padded 1 Each forward observer s seat required by the operating rules must be shown to be suitable for use in conducting the necessary enroute inspection Amdt 25 72 55 FR 29780 July 20 1990 as amended by Amdt 25 88 61 FR 57956 Nov 8 1996 25 787 Stowage compartments a Each compartment for the stowage of cargo baggage carry on articles and equipment such as life rafts and any other stowage compartment must be designed for its placarded maximum weight of contents and for the critical load distribution at the
478. o other emergencies 10 Incapacitation of a flight crewmember whenever the applicable operating rule requires a minimum flight crew of at least two pilots c Kind of operation authorized The determination of the kind of operation authorized requires consideration of the operating rules under which the airplane will be operated Unless an applicant desires approval for a more limited kind of operation It is assumed that each airplane certificated under this Part will operate under IFR conditions Amdt 25 3 30 FR 6067 Apr 29 1965 Appendix E to Part 25 I Limited Weight Credit For Airplanes Equipped With Standby Power a Each applicant for an increase in the maximum certificated takeoff and landing weights of an airplane equipped with a type certificated standby power rocket engine may obtain an increase as specified in paragraph b if 1 The installation of the rocket engine has been approved and it has been established by flight test that the rocket engine and its controls can be operated safely and reliably at the increase in maximum weight and 2 The Airplane Flight Manual or the placard markings or manuals required in place thereof set forth in addition to any other operating limitations the Administrator may require the increased weight approved under this regulation and a prohibition against the operation of the airplane at the approved increased weight when 1 The installed standby power rocket engines have bee
479. oached The enlarged envelope may be limited to Mach 1 0 when Mpis less than 1 0 at all design altitudes and 2 For the conditions described in 25 629 d below for all approved altitudes any airspeed up to the greater airspeed defined by i The Vp Mpenvelope determined by 25 335 b or ii An altitude airspeed envelope defined by a 15 percent increase in equivalent airspeed above Vcat constant altitude from sea level to the altitude of the intersection of 1 15 Vcwith the extension of the constant cruise Mach number line Mc then a linear variation in equivalent airspeed to Mc 05 at the altitude of the lowest Vc Mcintersection then at higher altitudes up to the maximum flight altitude the boundary defined by a 05 Mach increase in Mcat constant altitude c Balance weights If concentrated balance weights are used their effectiveness and strength including supporting structure must be substantiated d Failures malfunctions and adverse conditions The failures malfunctions and adverse conditions which must be considered in showing compliance with this section are 1 Any critical fuel loading conditions not shown to be extremely improbable which may result from mismanagement of fuel 2 Any single failure in any flutter damper system 3 For airplanes not approved for operation in icing conditions the maximum likely ice accumulation expected as a result of an inadvertent encounter 4 Failure of any single element
480. of gases or vapors In meeting this requirement the following apply 1 Carbon monoxide concentrations in excess of 1 part in 20 000 parts of air are considered hazardous For test purposes any acceptable carbon monoxide detection method may be used 2 Carbon dioxide concentration during flight must be shown not to exceed 0 5 percent by volume sea level equivalent in compartments normally occupied by passengers or crewmembers c There must be provisions made to ensure that the conditions prescribed in paragraph b of this section are met after reasonably probable failures or malfunctioning of the ventilating heating pressurization or other systems and equipment d If accumulation of hazardous quantities of smoke in the cockpit area is reasonably probable smoke evacuation must be readily accomplished starting with full pressurization and without depressurizing beyond safe limits e Except as provided in paragraph f of this section means must be provided to enable the occupants of the following compartments and areas to control the temperature and quantity of ventilating air supplied to their compartment or area independently of the temperature and quantity of air supplied to other compartments and areas 1 The flight crew compartment 2 Crewmember compartments and areas other than the flight crew compartment unless the crewmember compartment or area is ventilated by air interchange with other compartments or areas under all o
481. of the wire specimens is not considered a failure 8 Burn length Burn length is the distance from the original edge to the farthest evidence of damage to the test specimen due to flame impingement including areas of partial or complete consumption charring or embrittlement but not including areas sooted stained warped or discolored nor areas where material has shrunk or melted away from the heat source Part II Flammability of Seat Cushions a Criteria for Acceptance Each seat cushion must meet the following criteria 1 At least three sets of seat bottom and seat back cushion specimens must be tested 2 If the cushion is constructed with a fire blocking material the fire blocking material must completely enclose the cushion foam core material 3 Each specimen tested must be fabricated using the principal components i e foam core flotation material fire blocking material if used and dress covering and assembly processes representative seams and closures intended for use in the production articles If a different material combination is used for the back cushion than for the bottom cushion both material combinations must be tested as complete specimen sets each set consisting of a back cushion specimen and a bottom cushion specimen If a cushion including outer dress covering is demonstrated to meet the requirements of this appendix using the oil burner test the dress covering of that cushion may be replaced with a s
482. of gravity in the most adverse position see 25 27 iii The most critical weight between the maximum takeoff and maximum landing weights iv 75 percent of maximum continuous power for reciprocating engines or for turbine engines the maximum cruising power selected by the applicant as an operating limitation see 25 1521 except that the power need not exceed that required at V mo M mo and v The airplane trimmed for level flight with the power required in paragraph b 1 iv of this section 2 With the landing gear retracted at low speed the stick force curve must have a stable slope at all speeds within a range which is the greater of 15 percent of the trim speed plus the resulting free return speed range or 50 knots plus the resulting free return speed range above and below the trim speed except that the speed range need not include speeds less than 1 3 V SR nor speeds greater O ANAC Origem SAR 46 300 RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 than the minimum speed of the applicable speed range prescribed in paragraph b 1 nor speeds that require a stick force of more than 50 pounds with 1 Wing flaps center of gravity position and weight as specified in paragraph b 1 of this section ii Power required for level flight at a speed equal to Vmo 1 3 V sg1 2 and iii The airplane trimmed for level flight with the power required in paragraph b 2 ii of this section
483. of the structure supporting any engine independently mounted propeller shaft large auxiliary power unit or large externally mounted aerodynamic body such as an external fuel tank 5 For airplanes with engines that have propellers or large rotating devices capable of significant dynamic forces any single failure of the engine structure that would reduce the rigidity of the rotational axis ANAC Origem SAR 94 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 6 The absence of aerodynamic or gyroscopic forces resulting from the most adverse combination of feathered propellers or other rotating devices capable of significant dynamic forces In addition the effect of a single feathered propeller or rotating device must be coupled with the failures of paragraphs d 4 and d 5 of this section 7 Any single propeller or rotating device capable of significant dynamic forces rotating at the highest likely overspeed 8 Any damage or failure condition required or selected for investigation by 25 571 The single structural failures described in paragraphs d 4 and d 5 of this section need not be considered in showing compliance with this section if i The structural element could not fail due to discrete source damage resulting from the conditions described in 25 571 e and 11 A damage tolerance investigation in accordance with 25 571 b shows that the maximum extent of damage assumed for the
484. ombined with critical aerodynamic pressure and temperature effects after any single failure in the installation or associated systems It may be assumed that after a single failure that is obvious to the flight crew established under 25 1523 the cabin pressure differential is reduced from the maximum in accordance with appropriate operating limitations to allow continued safe flight of the airplane with a cabin pressure altitude of not more than 15 000 feet e The windshield panels in front of the pilots must be arranged so that assuming the loss of vision through any one panel one or more panels remain available for use by a pilot seated at a pilot station to permit continued safe flight and landing Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5676 Apr 8 1970 Amdt 25 38 41 FR 55466 Dec 20 1976 25 777 Cockpit controls a Each cockpit control must be located to provide convenient operation and to prevent confusion and inadvertent operation b The direction of movement of cockpit controls must meet the requirements of 25 779 Wherever practicable the sense of motion involved in the operation of other controls must correspond to the sense of the effect of the operation upon the airplane or upon the part operated Controls of a variable nature using a rotary motion must move clockwise from the off position through an increasing range to the full on position c The controls must be locat
485. on materials must be tested either as section cut from a fabricated part as installed in the airplane or as a specimen simulating a cut section such as a specimen cut from a flat sheet of the material or a N AC 230 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 model of the fabricated part The specimen may be cut from any location in a fabricated part however fabricated units such as sandwich panels may not be separated for test Except as noted below the specimen thickness must be no thicker than the minimum thickness to be qualified for use in the airplane Test specimens of thick foam parts such as seat cushions must be1 2 inch in thickness Test specimens of materials that must meet the requirements of paragraph a 1 v of part I of this appendix must be no more thanl 8 inch in thickness Electrical wire and cable specimens must be the same size as used in the airplane In the case of fabrics both the warp and fill direction of the weave must be tested to determine the most critical flammability condition Specimens must be mounted in a metal frame so that the two long edges and the upper edge are held securely during the vertical test prescribed in subparagraph 4 of this paragraph and the two long edges and the edge away from the flame are held securely during the horizontal test prescribed in subparagraph 5 of this paragraph The exposed area of the specimen must be at least 2 inches
486. on during flight must be shown not to exceed 1 0 25 parts per million by volume sea level equivalent at any time above flight level 320 and 2 0 1 parts per million by volume sea level equivalent time weighted average during any 3 hour interval above flight level 270 b For the purpose of this section sea level equivalent refers to conditions of 25 C and 760 millimeters of mercury pressure c Compliance with this section must be shown by analysis or tests based on airplane operational procedures and performance limitations that demonstrate that either 1 The airplane cannot be operated at an altitude which would result in cabin ozone concentrations exceeding the limits prescribed by paragraph a of this section or 2 The airplane ventilation system including any ozone control equipment will maintain cabin ozone concentrations at or below the limits prescribed by paragraph a of this section Amdt 25 50 45 FR 3883 Jan 1 1980 as amended by Amdt 25 56 47 FR 58489 Dec 30 1982 Amdt 25 94 63 FR 8848 Feb 23 1998 25 833 Combustion heating systems Combustion heaters must be approved Amdt 25 72 55 FR 29783 July 20 1990 Pressurization 25 841 Pressurized cabins a Pressurized cabins and compartments to be occupied must be equipped to provide a cabin pressure altitude of not more than 8 000 feet at the maximum operating altitude of the airplane under normal operating conditions 1 If
487. on of the control to pass through the gated position and must have features to prevent inadvertent movement of the control through the gated position It must only be possible to make this separate and distinct motion once the control has reached the gated position Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 72 55 FR 29774 July 20 1990 Amdt 25 84 60 FR 30749 June 9 1995 Amdt 25 98 64 FR 6164 Feb 8 1999 64 FR 10740 Mar 5 1999 Amdt 25 108 67 FR 70827 Nov 26 2002 25 147 Directional and lateral control a Directional control general It must be possible with the wings level to yaw into the operative engine and to safely make a reasonably sudden change in heading of up to 15 degrees in the direction of the critical inoperative engine This must be shown at 1 3 VSRI for heading changes up to 15 degrees except that the heading change at which the rudder pedal force is 150 pounds need not be exceeded and with 1 The critical engine inoperative and its propeller in the minimum drag position 2 The power required for level flight at 1 3 V SRI but not more than maximum continuous power 3 The most unfavorable center of gravity 4 Landing gear retracted 5 Flaps in the approach position and 6 Maximum landing weight b Directional control airplanes with four or more engines Airplanes with four or more engines must meet the requirements of
488. on of the tank is located within the fuselage contour 3 As used in this paragraph 1 Equivalent Conventional Unheated Aluminum Wing Tank is an integral tank in an unheated semi monocoque aluminum wing of a subsonic airplane that is equivalent in aerodynamic performance structural capability fuel tank capacity and tank configuration to the designed wing ii Fleet Average Flammability Exposure is defined in Appendix N to this part and means the percentage of time each fuel tank ullage is flammable for a fleet of an airplane type operating over the range of flight lengths iii Main Fuel Tank means a fuel tank that feeds fuel directly into one or more engines and holds required fuel reserves continually throughout each flight Origem SAR 151 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 c Paragraph b of this section does not apply to a fuel tank if means are provided to mitigate the effects of an ignition of fuel vapors within that fuel tank such that no damage caused by an ignition will prevent continued safe flight and landing d Critical design configuration control limitations CDCCL inspections or other procedures must be established as necessary to prevent development of ignition sources within the fuel tank system pursuant to paragraph a of this section to prevent increasing the flammability exposure of the tanks above that permitted under paragraph b of this section and to pre
489. onable glare is visible to the pilot 2 The pilot is not adversely affected by halation and 3 It provides enough light for night landing b Except when one switch is used for the lights of a multiple light installation at one location there must be a separate switch for each light c There must be a means to indicate to the pilots when the landing lights are extended 25 1385 Position light system installation a General Each part of each position light system must meet the applicable requirements of this section and each system as a whole must meet the requirements of 25 1387 through 25 1397 b Forward position lights Forward position lights must consist of a red and a green light spaced laterally as far apart as practicable and installed forward on the airplane so that with the airplane in the normal flying position the red light is on the left side and the green light is on the right side Each light must be approved c Rear position light The rear position light must be a white light mounted as far aft as practicable on the tail or on each wing tip and must be approved d Light covers and color filters Each light cover or color filter must be at least flame resistant and may not change color or shape or lose any appreciable light transmission during normal use Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55468 Dec 20 1976 25 1387 Position light system dihedral angles
490. ons Vertical air velocity should average 25 fpm 10 fpm at the top of the back seat cushion Horizontal air velocity should be below 10 fpm just above the bottom seat cushion Air velocities should be measured with the ventilation hood operating and the burner motor off c Test Specimens 1 For each test one set of cushion specimens representing a seat bottom and seat back cushion must be used 2 The seat bottom cushion specimen must be 18 1 8inches 457 3 mm wide by 20 1 8inches 508 3 mm deep by 4 1 8inches 102 3 mm thick exclusive of fabric closures and seam overlap 3 The seat back cushion specimen must be 18 1 8inches 432 3 mm wide by 25 1 8inches 635 3 mm high by 2 1 8inches 51 3 mm thick exclusive of fabric closures and seam overlap 4 The specimens must be conditioned at 70 5 F 21 2 C 55 10 relative humidity for at least 24 hours before testing d Test Apparatus The arrangement of the test apparatus is shown in Figures 1 through 5 and must include the components described in this section Minor details of the apparatus may vary depending on the model burner used 1 Specimen Mounting Stand The mounting stand for the test specimens consists of steel angles as shown in Figure 1 The length of the mounting stand legs is 12 1 8inches 305 3 mm The mounting stand must be used for mounting the test specimen seat bottom and seat back as shown in Figure 2 The mounting stand should also include
491. oost or single power operated system is the primary system for operating more than one exit in an emergency each exit must be capable of meeting the requirements of paragraph b of this section in the event of failure of the primary system Manual operation of the exit after failure of the primary system is acceptable e Each emergency exit must be shown by tests or by a combination of analysis and tests to meet the requirements of paragraphs b and c of this section f Each door must be located where persons using them will not be endangered by the propellers when appropriate operating procedures are used g There must be provisions to minimize the probability of jamming of the emergency exits resulting from fuselage deformation in a minor crash landing h When required by the operating rules for any large passenger carrying turbojet powered airplane each ventral exit and tailcone exit must be 1 Designed and constructed so that it cannot be opened during flight and 2 Marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit stating that the exit has been designed and constructed so that it cannot be opened during flight 1 Each emergency exit must have a means to retain the exit in the open position once the exit is opened in an emergency The means must not require separate action to engage when the exit is opened and must require positive act
492. opagation of visible flame towards the far end of the test specimen measured from the midpoint of the ignition source flame Measure this distance after initially applying the ignition source and before all flame on the test specimen is extinguished The measurement is not a determination of burn length made after the test Radiant heat source means an electric or air propane panel Thermal acoustic insulation means a material or system of materials used to provide thermal and or acoustic protection Examples include fiberglass or other batting material encapsulated by a film covering and foams Zero point means the point of application of the pilot burner to the test specimen b Test apparatus 55 in 1397 mmi Glass wewing window Figure Radiant Panel Test C amber View or download PDF 1 Radiant panel test chamber Conduct tests in a radiant panel test chamber see figure 1 above Place the test chamber under an exhaust hood to facilitate clearing the chamber of smoke after each test The radiant panel test chamber must be an enclosure 55 inches 1397 mm long by 19 5 495 mm deep by 28 710 mm to 30 inches maximum 762 mm above the test specimen Insulate the sides ends and top with a fibrous ceramic insulation such as Kaowool M board On the front side provide a 52 by 12 inch 1321 by 305 mm draft free high temperature glass window for viewing the sample during testing Place a
493. or tests assuming the structure contains an initial flaw of the maximum probable size that could exist as a result of manufacturing or service induced damage 1 Single load path structure and 11 Multiple load path fail safe structure and crack arrest fail safe structure where it cannot be demonstrated that load path failure partial failure or crack arrest will be detected and repaired during normal maintenance inspection or operation of an airplane prior to failure of the remaining structure b Damage tolerance evaluation The evaluation must include a determination of the probable locations and modes of damage due to fatigue corrosion or accidental damage Repeated load and static analyses supported by test evidence and if available service experience must also be incorporated in the evaluation Special consideration for widespread fatigue damage must be included where the design is such that this type of damage could occur An LOV must be established that corresponds to the period of time stated as a number of total accumulated flight cycles or flight hours or both during which it is demonstrated that widespread fatigue damage will not occur in the airplane structure This demonstration must be by full scale fatigue test evidence The type certificate may be issued prior to completion of full scale fatigue testing provided the Administrator has approved a plan for completing the required tests In that case
494. ot prevent propeller feathering c Each oil valve must have positive stops or suitable index provisions in the on and off positions and must be supported so that no loads resulting from its operation or from accelerated flight conditions are transmitted to the lines attached to the valve 25 1027 Propeller feathering system a If the propeller feathering system depends on engine oil there must be means to trap an amount of oil in the tank if the supply becomes depleted due to failure of any part of the lubricating system other than the tank itself 9 ANAC Origem SAR 156 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b The amount of trapped oil must be enough to accomplish the feathering operation and must be available only to the feathering pump c The ability of the system to accomplish feathering with the trapped oil must be shown This may be done on the ground using an auxiliary source of oil for lubricating the engine during operation d Provision must be made to prevent sludge or other foreign matter from affecting the safe operation of the propeller feathering system Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 Cooling 25 1041 General The powerplant and auxiliary power unit cooling provisions must be able to maintain the temperatures of powerplant components engine fluids and auxiliary power unit components and
495. other purposes to the pilots whenever the speed exceeds VMOplus 6 knots or MMO 0 01 The upper limit of the production tolerance for the warning device may not exceed the prescribed warning speed 2 A machmeter is required at each pilot station for airplanes with compressibility limitations not otherwise indicated to the pilot by the airspeed indicating system required under paragraph b 1 of this section Amdt 25 23 35 FR 5678 Apr 8 1970 as amended by Amdt 25 24 35 FR 7108 May 6 1970 Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 90 62 FR 13253 Mar 19 1997 25 1305 Powerplant instruments The following are required powerplant instruments a For all airplanes 1 A fuel pressure warning means for each engine or a master warning means for all engines with provision for isolating the individual warning means from the master warning means 2 A fuel quantity indicator for each fuel tank ANAC Origem SAR 170 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 3 An oil quantity indicator for each oil tank 4 An oil pressure indicator for each independent pressure oil system of each engine 5 An oil pressure warning means for each engine or a master warning means for all engines with provision for isolating the individual warning means from the master warning means 6 An oil temperature indicator for each engine 7 Fire warning devices that provide visual and audible warn
496. oved as part of the engine 25 993 Fuel system lines and fittings a Each fuel line must be installed and supported to prevent excessive vibration and to withstand loads due to fuel pressure and accelerated flight conditions b Each fuel line connected to components of the airplane between which relative motion could exist must have provisions for flexibility c Each flexible connection in fuel lines that may be under pressure and subjected to axial loading must use flexible hose assemblies d Flexible hose must be approved or must be shown to be suitable for the particular application e No flexible hose that might be adversely affected by exposure to high temperatures may be used where excessive temperatures will exist during operation or after engine shut down f Each fuel line within the fuselage must be designed and installed to allow a reasonable degree of deformation and stretching without leakage Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 15 32 FR 13266 Sept 20 1967 25 994 Fuel system components Fuel system components in an engine nacelle or in the fuselage must be protected from damage which could result in spillage of enough fuel to constitute a fire hazard as a result of a wheels up landing on a paved runway Amdt 25 57 49 FR 6848 Feb 23 1984 6 ANAC Origem SAR 152 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 995 Fuel valves
497. owed during the tests conducted in accordance with 25 562 b 1 and b 2 Contact during rebound is allowed 3 Thoracic Trauma If the torso of an ATD at the forward most seat place impacts the seat and or adjacent structure during testing compliance with the Thoracic Trauma Index TTD injury criterion must be substantiated by dynamic test or by rational analysis based on previous test s of a similar seat installation TTI data must be acquired with a Side Impact Dummy SID as defined by 49 CFR part 572 subpart F or an equivalent ATD or a more appropriate ATD and must be processed as defined in Federal Motor Vehicle Safety Standards FMVSS part 571 214 section S6 13 5 49 CFR 571 214 The TTI must be less than 85 as defined in 49 CFR part 572 subpart F Torso con tact during rebound is acceptable and need not be measured Origem SAR 6 UT 16 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 Pelvis If the pelvis of an ATD at any seat place impacts seat and or adjacent structure during testing pelvic lateral acceleration injury criteria must be substantiated by dynamic test or by ration al analysis based on previous test s of a similar seat installation Pelvic lateral acceleration may not exceed 130g Pelvic acceleration data must be processed as defined in FMVSS part 571 214 section S6 13 5 49 CFR 571 214 5 Body to Wall Furnishing Contact If the seat is installed aft of a structure suc
498. pace of not less than the greater of 10 percent of the tank capacity or 0 5 gallon and each oil tank used with a turbine engine must have an expansion space of not less than 10 percent of the tank capacity 2 Each reserve oil tank not directly connected to any engine may have an expansion space of not less than two percent of the tank capacity 3 It must be impossible to fill the expansion space inadvertently with the airplane in the normal ground attitude c Filler connection Each recessed oil tank filler connection that can retain any appreciable quantity of oil must have a drain that discharges clear of each part of the airplane In addition each oil tank filler cap must provide an oil tight seal d Vent Oil tanks must be vented as follows 1 Each oil tank must be vented from the top part of the expansion space so that venting is effective under any normal flight condition 2 Oil tank vents must be arranged so that condensed water vapor that might freeze and obstruct the line cannot accumulate at any point e Outlet There must be means to prevent entrance into the tank itself or into the tank outlet of any object that might obstruct the flow of oil through the system No oil tank outlet may be enclosed by any screen or guard that would reduce the flow of oil below a safe value at any operating temperature There must be a shutoff valve at the outlet of each oil tank used with a turbine engine unless the external portion of th
499. paragraph a of this section except that 1 The two critical engines must be inoperative with their propellers if applicable in the minimum drag position 2 Reserved 3 The flaps must be in the most favorable climb position c Lateral control general It must be possible to make 20 banked turns with and against the inoperative engine from steady flight at a speed equal to 1 3 V SR1 with 1 The critical engine inoperative and its propeller if applicable in the minimum drag position 2 The remaining engines at maximum continuous power 3 The most unfavorable center of gravity 4 Landing gear i retracted and ii extended 5 Flaps in the most favorable climb position and 6 Maximum takeoff weight 2 ANAC Origem SAR 42 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d Lateral control roll capability With the critical engine inoperative roll response must allow normal maneuvers Lateral control must be sufficient at the speeds likely to be used with one engine inoperative to provide a roll rate necessary for safety without excessive control forces or travel e Lateral control airplanes with four or more engines Airplanes with four or more engines must be able to make 20 banked turns with and against the inoperative engines from steady flight at a speed equal to 1 3 V SR1 with maximum continuous power and with the airplane in the configuration prescribed by p
500. part 51 2 You may review copies of NIJ Standard 0101 04 at the 1 FAA Transport Airplane Directorate 1601 Lind Avenue SW Renton Washington 98055 ii National Institute of Justice NIJ http www ojp usdoj gov nij telephone 202 307 2942 or 111 National Archives and Records Administration NARA For information on the availability of this material at NARA go to http www archives gov federal register code of federal regulations ibr locations html or call 202 741 6030 nas Origem SAR 117 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 3 You may obtain copies of NIJ Standard 0101 04 from the National Criminal Justice Reference Service P O Box 6000 Rockville MD 20849 6000 telephone 800 851 3420 Amdt Nos 25 127 121 341 73 FR 63879 Oct 28 2008 Emergency Provisions 25 801 Ditching a If certification with ditching provisions is requested the airplane must meet the requirements of this section and 25 807 e 25 1411 and 25 1415 a b Each practicable design measure compatible with the general characteristics of the airplane must be taken to minimize the probability that in an emergency landing on water the behavior of the airplane would cause immediate injury to the occupants or would make it impossible for them to escape c The probable behavior of the airplane in a water landing must be investigated by model tests or by comparison with airplanes o
501. pe III This type is a rectangular opening of not less than 20 inches wide by 36 inches high with corner radii not greater than seven inches and with a step up inside the airplane of not more than 20 inches If the exit is located over the wing the step down outside the airplane may not exceed 27 inches 4 Type IV This type is a rectangular opening of not less than 19 inches wide by 26 inches high with corner radii not greater than 6 3 inches located over the wing with a step up inside the airplane of not more than 29 inches and a step down outside the airplane of not more than 36 inches 5 Ventral This type is an exit from the passenger compartment through the pressure shell and the bottom fuselage skin The dimensions and physical configuration of this type of exit must allow at least the same rate of egress as a Type I exit with the airplane in the normal ground attitude with landing gear extended 6 Tailcone This type is an aft exit from the passenger compartment through the pressure shell and through an openable cone of the fuselage aft of the pressure shell The means of opening the tailcone must be simple and obvious and must employ a single operation 7 Type A This type is a floor level exit with a rectangular opening of not less than 42 inches wide by 72 inches high with corner radii not greater than seven inches 8 Type B This type is a floor level exit with a rectangular opening of not less than 32 inches wide by 72 inch
502. pendix specifies the HIRF environments and equipment HIRF test levels for electrical and electronic systems under 25 1317 The field strength values for the HIRF environments and equipment HIRF test levels are expressed in root mean square units measured during the peak of the modulation cycle a HIRF environment I is specified in the following table Table I HIRF Environment I Field strength volts meter Frequency Peak Average 10 kHz 2 MHz 50 50 2 MHz 30 MHz 100 100 30 MHz 100 MHz 50 50 100 MHz 400 MHz 100 100 400 MHz 700 MHz 700 50 700 MHz 1 GHz 700 100 1 GHz 2 GHz 2 000 200 2 GHz 6 GHz 3 000 200 6 GHz 8 GHz 1 000 200 8 GHz 12 GHz 3 000 300 12 GHz 18 GHz 2 000 200 18 GHz 40 GHz 600 200 In this table the higher field strength applies at the frequency band edges b HIRF environment II is specified in the following table Table II HIRF Environment II Field strength volts meter Frequency Peak Average 10 kHz 500 kHz 20 20 500 kHz 2 MHz 30 30 2 MHz 30 MHz 100 100 Origem SAR 290 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 30 MHz 100 MHz 10 10 100 MHz 200 MHz 30 10 200 MHz 400 MHz 10 10 400 MHz 1 GHz 700 40 1 GHz 2 GHz 1 300 160 2 GHz 4 GHz 3 000 120 4 GHz 6 GHz 3 000 160 6 GHz 8 GHz 4
503. perating conditions f Means to enable the flight crew to control the temperature and quantity of ventilating air supplied to the flight crew compartment independently of the temperature and quantity of ventilating air supplied to other compartments are not required if all of the following conditions are met 1 The total volume of the flight crew and passenger compartments is 800 cubic feet or less 2 The air inlets and passages for air to flow between flight crew and passenger compartments are arranged to provide compartment temperatures within 5 degrees F of each other and adequate ventilation to occupants in both compartments 3 The temperature and ventilation controls are accessible to the flight crew g The exposure time at any given temperature must not exceed the values shown in the following graph after any improbable failure condition Degrees C F Humidity 2700 NEN 127 mbar 150 65 Vapor Pressure 1 j 55 1 E TEMPERATURE 50 45 40 35 100 30 25 76 250 TIME MINUTES TIME TEMPERATURE RELATIONSHIP View or download PDF Origem SAR 131 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 41 42 FR 36970 July 18 1977 Amdt 25 87 61 FR 28695 June 5 1996 Amdt 25 89 61 FR 63956 Dec 2 1996 25 832 Cabin ozone concentration a The airplane cabin ozone concentrati
504. perating conditions to prevent the pressure in the container from 1 Falling below that necessary to provide an adequate rate of discharge or 2 Rising high enough to cause premature discharge ANAC Origem SAR 168 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 e If a pyrotechnic capsule is used to discharge the extinguishing agent each container must be installed so that temperature conditions will not cause hazardous deterioration of the pyrotechnic capsule Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5678 Apr 8 1970 Amdt 25 40 42 FR 15044 Mar 17 1977 25 1201 Fire extinguishing system materials a No material in any fire extinguishing system may react chemically with any extinguishing agent so as to create a hazard b Each system component in an engine compartment must be fireproof 25 1203 Fire detector system a There must be approved quick acting fire or overheat detectors in each designated fire zone and in the combustion turbine and tailpipe sections of turbine engine installations in numbers and locations ensuring prompt detection of fire in those zones b Each fire detector system must be constructed and installed so that 1 It will withstand the vibration inertia and other loads to which it may be subjected in operation 2 There is a means to warn the crew in the event that the sensor or associated wiring within a
505. perating tire pressure psi HygMAax maximum tire to ground braking coefficient Vzairplane true ground speed knots and Linear interpolation may be used for tire pressures other than those listed 2 The maximum tire to ground wet runway braking coefficient of friction must be adjusted to take into account the efficiency of the anti skid system on a wet runway Anti skid system operation must be demonstrated by flight testing on a smooth wet runway and its efficiency must be determined Unless a specific anti skid system efficiency is determined from a quantitative analysis Origem SAR 32 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 of the flight testing on a smooth wet runway the maximum tire to ground wet runway braking coefficient of friction determined in paragraph c 1 of this section must be multiplied by the efficiency value associated with the type of anti skid system installed on the airplane Type of anti skid system Efficiency value On Off 0 30 Quasi Modulating 0 50 Fully Modulating 0 80 d At the option of the applicant a higher wet runway braking coefficient of friction may be used for runway surfaces that have been grooved or treated with a porous friction course material For grooved and porous friction course runways the wet runway braking coefficent of friction is defined as either 1 70 percent of the dry runway braking coefficient
506. ph c 1 i1 the access must be provided by an unobstructed passageway that is at least 10 inches in width for interior arrangements in which the adjacent seat rows on the exit side of the aisle contain no more than two seats or 20 inches in width for interior arrangements in which those rows contain three seats The width of the passageway must be measured with adjacent seats adjusted to their most adverse position The centerline of the required passageway width must not be displaced more than 5 inches horizontally from that of the exit ii In lieu of one 10 or 20 inch passageway there may be two passageways between seat rows only that must be at least 6 inches in width and lead to an unobstructed space adjacent to each exit Adjacent exits must not share a common passageway The width of the passageways must be measured with adjacent seats adjusted to their most adverse position The unobstructed space adjacent to the exit must extend vertically from the floor to the ceiling or bottom of sidewall stowage bins inboard from the exit for a distance not less than the width of the narrowest passenger seat installed on the airplane and from the forward edge of the forward passageway to the aft edge of the aft passageway The exit opening must be totally within the fore and aft bounds of the unobstructed space 2 In addition to the access 1 For airplanes that have a passenger seating configuration of 20 or more the projected opening of t
507. planes and not less than 0 3 percent for three engine airplanes or 0 5 percent for four engine airplanes at V Lorp and with 1 The critical engine inoperative and the remaining engines at the power or thrust available when retraction of the landing gear is begun in accordance with 25 111 unless there is a more critical power operating condition existing later along the flight path but before the point at which the landing gear is fully retracted and 2 The weight equal to the weight existing when retraction of the landing gear is begun determined under 25 111 b Takeoff landing gear retracted In the takeoff configuration existing at the point of the flight path at which the landing gear is fully retracted and in the configuration used in 25 111 but without ground effect 1 The steady gradient of climb may not be less than 2 4 percent for two engine airplanes 2 7 percent for three engine airplanes and 3 0 percent for four engine airplanes at V5with 1 The critical engine inoperative the remaining engines at the takeoff power or thrust available at the time the landing gear is fully retracted determined under 25 111 unless there is a more critical 9 ANAC Origem SAR 36 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 power operating condition existing later along the flight path but before the point where the airplane reaches a height of 400 feet above the takeoff surface and 11 The wei
508. provided to each pilot and be timely and distinct from all other cockpit warnings k Following disengagement of the autothrust function a caution must be provided to each pilot 1 The autopilot may not create a potential hazard when the flightcrew applies an override force to the flight controls m During autothrust operation it must be possible for the flightcrew to move the thrust levers without requiring excessive force The autothrust may not create a potential hazard when the flightcrew applies an override force to the thrust levers n For purposes of this section a transient is a disturbance in the control or flight path of the airplane that is not consistent with response to flightcrew inputs or environmental conditions ANAC 179 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 A minor transient would not significantly reduce safety margins and would involve flightcrew actions that are well within their capabilities A minor transient may involve a slight increase in flightcrew workload or some physical discomfort to passengers or cabin crew 2 A significant transient may lead to a significant reduction in safety margins an increase in flightcrew workload discomfort to the flightcrew or physical distress to the passengers or cabin crew possibly including non fatal injuries Significant transients do not require in order to remain within or recover to the normal flight envelop
509. quantity of the extinguishing agent the rate of discharge and the discharge distribution must be adequate to extinguish fires It must be shown by either actual or simulated flights tests that under critical airflow conditions in flight the discharge of the extinguishing agent in each designated fire zone specified in paragraph a of this section will provide an agent concentration capable of extinguishing fires in that zone and of minimizing the probability of reignition An individual one shot system may be used for auxiliary power units fuel burning heaters and other combustion equipment For each other designated fire zone two discharges must be provided each of which produces adequate agent concentration c The fire extinguishing system for a nacelle must be able to simultaneously protect each zone of the nacelle for which protection is provided Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 46 43 FR 50598 Oct 30 1978 25 1197 Fire extinguishing agents a Fire extinguishing agents must 1 Be capable of extinguishing flames emanating from any burning of fluids or other combustible materials in the area protected by the fire extinguishing system and 2 Have thermal stability over the temperature range likely to be experienced in the compartment in which they are stored b If any toxic extinguishing agent is used provisions must be made to prevent harmful concentrations of fluid or fluid vapors
510. querida por esta se o deve incluir 1 O espectro t pico de carregamento as temperaturas e as umidades que se espera ocorrerem em servi o 11 A identifica o dos elementos estruturais principais e pontos espec ficos de projeto cuja falha poderia causar uma falha catastr fica do avi o e Gii Uma an lise baseada em evid ncias de ensaio dos elementos estruturais principais e pontos espec ficos de projeto identificados no subpar grafo a 1 ii desta se o 2 O hist rico de servi o de avi es de projeto estrutural similar levando se em conta as diferen as nas condi es e procedimentos operacionais pode ser utilizado nas avalia es exigidas por esta se o 3 Com base nas avalia es exigidas por esta se o devem se estabelecer inspe es ou outros Origem SAR 6 ANAC 86 300 Data da emiss o 7 de fevereiro de 2014 Instructions for Continued Airworthiness required by section25 1529 of this RBAC The limit of validity of the engineering data that supports the structural maintenance program hereafter referred to as LOV stated as a number of total accumulated flight cycles or flight hours or both established by this section must also be included in the Airworthiness Limitations section of the Instructions for Continued Airworthiness required by section 25 1529 Inspection thresholds for the following types of structure must be established based on crack growth analyses and
511. r must 1 For reciprocating engine powered airplanes have 8 to 16 meshes per inch and 2 For turbine engine powered airplanes prevent the passage of any object that could restrict fuel flow or damage any fuel system component b Reserved c The clear area of each fuel tank outlet strainer must be at least five times the area of the outlet line d The diameter of each strainer must be at least that of the fuel tank outlet e Each finger strainer must be accessible for inspection and cleaning Amdt 25 11 32 FR 6913 May 5 1967 as amended by Amdt 25 36 39 FR 35460 Oct 1 1974 25 079 Pressure fueling system For pressure fueling systems the following apply a Each pressure fueling system fuel manifold connection must have means to prevent the escape of hazardous quantities of fuel from the system if the fuel entry valve fails b An automatic shutoff means must be provided to prevent the quantity of fuel in each tank from exceeding the maximum quantity approved for that tank This means must 1 Allow checking for proper shutoff operation before each fueling of the tank and ANAC Origem SAR 150 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Provide indication at each fueling station of failure of the shutoff means to stop the fuel flow at the maximum quantity approved for that tank c A means must be provided to prevent damage to the fuel system in the event of f
512. r 33 91 of this chapter as applicable and c Possible misalignments and torsional loadings of the gearbox transmission and shaft system expected to result under normal operating conditions must be evaluated Amdt 25 38 41 FR 55467 Dec 20 1976 Powerplant Fire Protection 25 1181 Designated fire zones regions included a Designated fire zones are 1 The engine power section 2 The engine accessory section 3 Except for reciprocating engines any complete powerplant compartment in which no isolation is provided between the engine power section and the engine accessory section 4 Any auxiliary power unit compartment 5 Any fuel burning heater and other combustion equipment installation described in 25 859 6 The compressor and accessory sections of turbine engines and 7 Combustor turbine and tailpipe sections of turbine engine installations that contain lines or components carrying flammable fluids or gases b Each designated fire zone must meet the requirements of 25 863 25 865 25 867 25 869 and 25 1185 through 25 1203 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 11 32 FR 6913 May 5 1967 Amdt 25 23 35 FR 5677 Apr 8 1970 Amdt 25 72 55 FR 29785 July 20 1990 Amdt 25 115 69 FR 40527 July 2 2004 25 1182 Nacelle areas behind firewalls and engine pod attaching structures containing flammable fluid lines a Each nacelle area immediately behind the f
513. r and thrust control must provide a positive and immediately responsive means of controlling its engine d For each fluid injection other than fuel system and its controls not provided and approved as part of the engine the applicant must show that the flow of the injection fluid is adequately controlled e If a power or thrust control incorporates a fuel shutoff feature the control must have a means to prevent the inadvertent movement of the control into the shutoff position The means must 1 Have a positive lock or stop at the idle position and 2 Require a separate and distinct operation to place the control in the shutoff position Amdt 25 23 35 FR 5677 Apr 8 1970 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 57 49 FR 6849 Feb 23 1984 25 1145 Ignition switches a Ignition switches must control each engine ignition circuit on each engine ANAC Origem SAR 162 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b There must be means to quickly shut off all ignition by the grouping of switches or by a master ignition control c Each group of ignition switches except ignition switches for turbine engines for which continuous ignition is not required and each master ignition control must have a means to prevent its inadvertent operation Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15044 Mar 17 1977 25 1147 Mixture co
514. r each occupant for whom supplemental oxygen is to be supplied Units must be designed to cover the nose and mouth and must be equipped with a suitable means to retain the unit in position on the face Flight crew masks for supplemental oxygen must have provisions for the use of communication equipment b If certification for operation up to and including 25 000 feet is requested an oxygen supply terminal and unit of oxygen dispensing equipment for the immediate use of oxygen by each crewmember must be within easy reach of that crewmember For any other occupants the supply terminals and dispensing equipment must be located to allow the use of oxygen as required by the operating rules in this chapter c If certification for operation above 25 000 feet is requested there must be oxygen dispensing equipment meeting the following requirements 1 There must be an oxygen dispensing unit connected to oxygen supply terminals immediately available to each occupant wherever seated and at least two oxygen dispensing units connected to oxygen terminals in each lavatory The total number of dispensing units and outlets in the cabin must exceed the number of seats by at least 10 percent The extra units must be as uniformly distributed throughout the cabin as practicable If certification for operation above 30 000 feet is requested the dispensing units providing the required oxygen flow must be automatically presented to the occupants before the cabin pres
515. r of gravity 3 The airplane trimmed for takeoff 4 The maximum sea level takeoff weight or any lesser weight necessary to show V wc 5 The airplane in the most critical takeoff configuration existing along the flight path after the airplane becomes airborne except with the landing gear retracted 6 The airplane airborne and the ground effect negligible and 7 If applicable the propeller of the inoperative engine 1 Windmilling 11 In the most probable position for the specific design of the propeller control or iii Feathered if the airplane has an automatic feathering device acceptable for showing compliance with the climb requirements of 25 121 d The rudder forces required to maintain control at V mc may not exceed 150 pounds nor may it be necessary to reduce power or thrust of the operative engines During recovery the airplane may not assume any dangerous attitude or require exceptional piloting skill alertness or strength to prevent a heading change of more than 20 degrees e Vucc the minimum control speed on the ground is the calibrated airspeed during the takeoff run at which when the critical engine is suddenly made inoperative it is possible to maintain control of the airplane using the rudder control alone without the use of nosewheel steering as limited by 150 pounds of force and the lateral control to the extent of keeping the wings level to enable the takeoff to be safely continued using normal
516. r this 30 second duration The average heat flux should be 16 0 0 8 Btu ft sec 18 2 30 9 W cm 5 Position the burner in front of the thermocouple rake After checking for proper alignment ro tate the burner to the warm up position turn on the blower motor igniters and fuel flow and light the burner Allow it to warm up for a period of 2 minutes Move the burner into the calibration posi tion and allow 1 minute for thermocouple stabilization then record the temperature of each of the 7 thermocouples once every second for a period of 30 seconds Turn off burner rotate out of position and allow to cool Calculate the average temperature of each thermocouple over this 30 second pe riod and record The average temperature of each of the 7 thermocouples should be 1900 F 100 F 1038 56 C 6 If either the heat flux or the temperatures are not within the specified range adjust the burner intake air velocity and repeat the procedures of paragraphs 4 and 5 above to obtain the proper values Ensure that the inlet air velocity is within the range of 2150 ft min 50 ft min 10 92 0 25 m s 7 Calibrate prior to each test until consistency has been demonstrated After consistency has been confirmed several tests may be conducted with calibration conducted before and after a series of tests f Test procedure 1 Secure the two insulation blanket test specimens to the test frame The insulation blankets should be attached to the te
517. rage Flammability Exposure as defined in Appendix N of this part of each fuel tank may not exceed 3 percent of the portion of the FEET occurring during either ground or takeoff climb phases of flight during warm days The analysis must consider the following conditions 1 The analysis must use the subset of those flights that begin with a sea level ground ambient temperature of 80 F standard day plus 21 F atmosphere or above from the flammability exposure analysis done for overall performance 2 For the ground and takeoff climb phases of flight the average flammability exposure must be calculated by dividing the time during the specific flight phase the fuel tank is flammable by the total time of the specific flight phase 3 Compliance with this paragraph may be shown using only those flights for which the airplane is dispatched with the flammability reduction means operational M25 2 Showing compliance a The applicant must provide data from analysis ground testing and flight testing or any combination of these that 1 Validate the parameters used in the analysis required by paragraph M25 1 of this appendix 2 Substantiate that the FRM is effective at limiting flammability exposure in all compartments of each tank for which the FRM is used to show compliance with paragraph M25 1 of this appendix and 3 Describe the circumstances under which the FRM would not be operated during each phase of flight b The applicant
518. ragraph a of this section may be used for any other flight phase 1f it is shown to be more critical than the specific ice accretion defined for that flight phase Configuration differences and their effects on ice accretions must be taken into account c The ice accretion that has the most adverse effect on handling qualities may be used for airplane performance tests provided any difference in performance is conservatively taken into account d For both unprotected and protected parts the ice accretion for the takeoff phase may be determined by calculation assuming the takeoff maximum icing conditions defined in appendix C and assuming that 1 Airfoils control surfaces and if applicable propellers are free from frost snow or ice at the start of the takeoff 2 The ice accretion starts at liftoff 3 The critical ratio of thrust power to weight 4 Failure of the critical engine occurs at Vgr and 5 Crew activation of the ice protection system is in accordance with a normal operating procedure provided in the Airplane Flight Manual except that after beginning the takeoff roll it must be assumed that the crew takes no action to activate the ice protection system until the airplane is at least 400 feet above the takeoff surface e The ice accretion before the ice protection system has been activated and is performing its intended function is the critical ice accretion formed on the unprotected and normally protected surfaces
519. raph M25 1 of this appendix Doc No FAA 2005 22997 73 FR 42494 July 21 2008 Appendix N TO Part 25 Fuel Tank Flammability Exposure and Reliability Analysis N25 1 General a This appendix specifies the requirements for conducting fuel tank fleet average flammability exposure analyses required to meet 25 981 b and Appendix M of this part For fuel tanks installed in aluminum wings a qualitative assessment is sufficient if it substantiates that the tank is a conventional unheated wing tank b This appendix defines parameters affecting fuel tank flammability that must be used in performing the analysis These include parameters that affect all airplanes within the fleet such as a Statistical distribution of ambient temperature fuel flash point flight lengths and airplane descent rate Demonstration of compliance also requires application of factors specific to the airplane model being evaluated Factors that need to be included are maximum range cruise mach number typical altitude where the airplane begins initial cruise phase of flight fuel temperature during both ground and flight times and the performance of a flammability reduction means FRM if installed c The following definitions input variables and data tables must be used in the program to determine fleet average flammability exposure for a specific airplane model N25 2 Definitions a Bulk Average Fuel Temperature means the average fuel temperature within the fu
520. rations may vary with weight altitude and temperature to the extent they are compatible with the operating procedures required by paragraph f of this section f Unless otherwise prescribed in determining the accelerate stop distances takeoff flight paths takeoff distances and landing distances changes in the airplane s configuration speed power and thrust must be made in accordance with procedures established by the applicant for operation in service g Procedures for the execution of balked landings and missed approaches associated with the conditions prescribed in 25 119 and 25 121 d must be established h The procedures established under paragraphs f and g of this section must 1 Be able to be consistently executed in service by crews 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 1 The accelerate stop and landing distances prescribed in 25 109 and 25 125 respectively must be determined with all the airplane wheel brake assemblies at the fully worn limit of their allowable wear range Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55466 Dec 20 1976 Amdt 25 92 63 FR 8318 Feb 18 1998 25 103 Stall speed a The reference stall speed Vsg is a calibrated airspeed defined by the applicant Vsg may not be less than a
521. rature indicator or an air temperature indicator which provides indications that are convertible to free air temperature 2 A clock displaying hours minutes and seconds with a sweep second pointer or digital presentation 3 A direction indicator nonstabilized magnetic compass b The following flight and navigation instruments must be installed at each pilot station 1 An airspeed indicator If airspeed limitations vary with altitude the indicator must have a maximum allowable airspeed indicator showing the variation ofVMOwith altitude 2 An altimeter sensitive 3 A rate of climb indicator vertical speed 4 A gyroscopic rate of turn indicator combined with an integral slip skid indicator turn and bank indicator except that only a slip skid indicator is required on large airplanes with a third attitude instrument system useable through flight attitudes of 360 of pitch and roll and installed in accordance with 121 305 k of this title 5 A bank and pitch indicator gyroscopically stabilized 6 A direction indicator gyroscopically stabilized magnetic or nonmagnetic c The following flight and navigation instruments are required as prescribed in this paragraph 1 A speed warning device is required for turbine engine powered airplanes and for airplanes with VMO MMOgreater than 0 8 VDE MDFor 0 8 VD MD The speed warning device must give effective aural warning differing distinctively from aural warnings used for
522. rdance with the applicable provisions of 25 1181 through 25 1191 and 25 1195 through 25 1203 1 The region surrounding the heater if this region contains any flammable fluid system components excluding the heater fuel system that could 1 Be damaged by heater malfunctioning or ii Allow flammable fluids or vapors to reach the heater in case of leakage 2 The region surrounding the heater if the heater fuel system has fittings that if they leaked would allow fuel or vapors to enter this region 3 The part of the ventilating air passage that surrounds the combustion chamber However no fire extinguishment is required in cabin ventilating air passages b Ventilating air ducts Each ventilating air duct passing through any fire zone must be fireproof In addition 1 Unless isolation is provided by fireproof valves or by equally effective means the ventilating air duct downstream of each heater must be fireproof for a distance great enough to ensure that any fire originating in the heater can be contained in the duct and 2 Each part of any ventilating duct passing through any region having a flammable fluid system must be constructed or isolated from that system so that the malfunctioning of any component of that system cannot introduce flammable fluids or vapors into the ventilating airstream c Combustion air ducts Each combustion air duct must be fireproof for a distance great enough to prevent damage from backfir
523. rder must remain powered for as long as possible without jeopardizing emergency operation of the airplane 2 There is an automatic means to simultaneously stop the recorder and prevent each erasure feature from functioning within 10 minutes after crash impact 3 There is an aural or visual means for preflight checking of the recorder for proper operation 4 Any single electrical failure external to the recorder does not disable both the cockpit voice recorder and the flight data recorder 5 It has an independent power source 1 That provides 10 1 minutes of electrical power to operate both the cockpit voice recorder and cockpit mounted area microphone Origem SAR 197 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 11 That is located as close as practicable to the cockpit voice recorder and iii To which the cockpit voice recorder and cockpit mounted area microphone are switched automatically in the event that all other power to the cockpit voice recorder is interrupted either by normal shutdown or by any other loss of power to the electrical power bus and 6 It is in a separate container from the flight data recorder when both are required If used to comply with only the cockpit voice recorder requirements a combination unit may be installed e The recorder container must be located and mounted to minimize the probability of rupture of the container as a result of crash impact and con
524. re b Reserved c For airplanes having a seating capacity of more than 44 passengers it must be shown that the maximum seating capacity including the number of crewmembers required by the operating rules for which certification is requested can be evacuated from the airplane to the ground under simulated emergency conditions within 90 seconds Compliance with this requirement must be shown by actual demonstration using the test criteria outlined in appendix J of this part unless the Administrator finds that a combination of analysis and testing will provide data equivalent to that which would be obtained by actual demonstration d e Reserved Doc No 24344 55 FR 29781 July 20 1990 25 807 Emergency exits a Type For the purpose of this part the types of exits are defined as follows 1 Type I This type is a floor level exit with a rectangular opening of not less than 24 inches wide by 48 inches high with corner radii not greater than eight inches 2 Type II This type is a rectangular opening of not less than 20 inches wide by 44 inches high with corner radii not greater than seven inches Type II exits must be floor level exits unless located ANAC 118 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 over the wing in which case they must not have a step up inside the airplane of more than 10 inches nor a step down outside the airplane of more than 17 inches 3 Ty
525. rectangle on the floor of sufficient size to enable a crewmember standing erect to effectively assist evacuees The assist space must not reduce the unobstructed width of the passageway below that required for the exit 2 For each Type A or B exit assist space must be provided at each side of the exit regardless of whether an assist means is required by 25 810 a 3 For each Type C I or II exit installed in an airplane with seating for more than 80 passengers an assist space must be provided at one side of the passageway regardless of whether an assist means is required by 25 810 a 4 For each Type C I or II exit an assist space must be provided at one side of the passageway if an assist means is required by 25 810 a 5 For any tailcone exit that qualifies for 25 additional passenger seats under the provisions of 25 807 g 9 11 an assist space must be provided if an assist means is required by 25 810 a 6 There must be a handle or handles at each assist space located to enable the crewmember to steady himself or herself 1 While manually activating the assist means where applicable and ii While assisting passengers during an evacuation c The following must be provided for each Type III or Type IV exit 1 There must be access from the nearest aisle to each exit In addition for each Type III exit in an airplane that has a passenger seating configuration of 60 or more 1 Except as provided in paragra
526. red h Requirements 1 Each of the two insulation blanket test specimens must not allow fire or flame penetration in less than 4 minutes 2 Each of the two insulation blanket test specimens must not allow more than 2 0 Btu ft sec 2 27 W cm on the cold side of the insulation specimens at a point 12 inches 30 5 cm from the face of the test rig Amdt 25 32 37 FR 3972 Feb 24 1972 Editorial Note ForFederal Registercitations affecting Appendix F to Part 25 see the List of CFR Sections Affected which appears in the Finding Aids section of the printed volume and on GPO Access Appendix G to Part 25 Continuous Gust Design Criteria The continuous gust design criteria in this appendix must be used in establishing the dynamic response of the airplane to vertical and lateral continuous turbulence unless a more rational criteria is used The following gust load requirements apply to mission analysis and design envelope analysis a The limit gust loads utilizing the continuous turbulence concept must be determined in accordance with the provisions of either paragraph b or paragraphs c and d of this appendix b Design envelope analysis The limit loads must be determined in accordance with the following 1 All critical altitudes weights and weight distributions as specified in 25 321 b and all critical speeds within the ranges indicated in paragraph b 3 of this appendix must be considered 2 Values of amp Ama
527. rent yaw angles could result in different injury con siderations and may require separate tests to evaluate A For configurations without structure such as a wall or bulkhead installed directly forward of the forward seat place Hybrid II ATDs or equivalent must be in all seat places B For configurations with structure such as a wall or bulkhead installed directly forward of the forward seat place a side impact dummy or equivalent ATD or more appropriate ATD must be in the forward seat place and a Hybrid II ATD or equivalent must be in all other seat places C The test may be conducted with or without deformed floor D The test must be conducted with either no yaw or 10 degrees yaw for evaluating occupant inju ry Deviating from the no yaw condition may not result in the critical area of contact not being evaluated The upper torso restraint straps where installed must remain on the occupant s shoulder during the impact condition of 25 562 b 2 c For the vertical test conducted in accordance with the conditions specified in 25 562 b 1 Hybrid II ATDs or equivalent must be used in all seat positions Origem SAR 17 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 5 Direct View In lieu of the requirements of 25 785 h 2 to the extent practical without com promising proximity to a required floor level emergency exit the majority of installed flight at tendant seats must b
528. res except that it may not be less than 1g and 4 Pivoting need not be considered f Towing conditions For one and for two deflated tires the towing load F TOW must be 60 percent and 50 percent respectively of the load prescribed 25 519 Jacking and tie down provisions a General The airplane must be designed to withstand the limit load conditions resulting from the static ground load conditions of paragraph b of this section and if applicable paragraph c of this section at the most critical combinations of airplane weight and center of gravity The maximum allowable load at each jack pad must be specified b Jacking The airplane must have provisions for jacking and must withstand the following limit loads when the airplane is supported on jacks 1 For jacking by the landing gear at the maximum ramp weight of the airplane the airplane structure must be designed for a vertical load of 1 33 times the vertical static reaction at each jacking point acting singly and in combination with a horizontal load of 0 33 times the vertical static reaction applied in any direction 2 For jacking by other airplane structure at maximum approved jacking weight 1 The airplane structure must be designed for a vertical load of 1 33 times the vertical reaction at each jacking point acting singly and in combination with a horizontal load of 0 33 times the vertical static reaction applied in any direction 11 The jacking pads and loca
529. rest quarters cabinets and stowage compartments need not meet the standards of paragraph d of this section provided the interiors of such compartments are isolated from the main passenger cabin by doors or equivalent means that would normally be closed during an emergency landing condition f Smoking is not allowed in lavatories If smoking is allowed in any area occupied by the crew or passengers an adequate number of self contained removable ashtrays must be provided in designated smoking sections for all seated occupants g Regardless of whether smoking is allowed in any other part of the airplane lavatories must have self contained removable ashtrays located conspicuously on or near the entry side of each lavatory door except that one ashtray may serve more than one lavatory door if the ashtray can be seen readily from the cabin side of each lavatory served h Each receptacle used for the disposal of flammable waste material must be fully enclosed constructed of at least fire resistant materials and must contain fires likely to occur in it under normal use The capability of the receptacle to contain those fires under all probable conditions of wear misalignment and ventilation expected in service must be demonstrated by test Amdt 25 83 60 FR 6623 Feb 2 1995 as amended by Amdt 25 116 69 FR 62788 Oct 27 2004 25 854 Lavatory fire protection For airplanes with a passenger capacity of 20 or more a Each lavator
530. resultados de ensaios e iguais a eles em precis o e 2 Por meio da investiga o sistem tica de cada combina o prov vel de peso e centro de gravidade se o cumprimento n o puder ser inferido racionalmente a partir das combina es investigadas b Reservado c A controlabilidade estabilidade compen sa o e caracter sticas de estol do avi o devem ser demonstradas para cada altitude at a m xima esperada em opera o d Par metros cr ticos para o ensaio que esti ver sendo conduzido tais como peso carrega mento centro de gravidade e in rcia veloci Origem SAR 6 ANAC 23 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 e If compliance with the flight characteristics dade aerodin mica pot ncia e vento devem requirements is dependent upon a stability aug ser mantidos dentro de toler ncias aceit veis mentation system or upon any other automatic em torno dos valores cr ticos durante os ensai or power operated system compliance must be os em voo shown with sections 25 671 and 25 672 e Se o cumprimento com os requisitos de f In meeting the requirements of paragraph caracter sticas de voo for dependente de um 25 105 d and sections 25 125 25 233 and sistema de aumento de estabilidade ou de qual 25 237 the wind velocity must be measured at a quer outro sistema autom tico ou potenciado height of 10 meters above the surface or
531. rgence of backfire flames d For turbine engine powered airplanes and airplanes incorporating auxiliary power units 1 There must be means to prevent hazardous quantities of fuel leakage or overflow from drains vents or other components of flammable fluid systems from entering the engine or auxiliary power unit intake system and Origem SAR 158 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 The airplane must be designed to prevent water or slush on the runway taxiway or other airport operating surfaces from being directed into the engine or auxiliary power unit air inlet ducts in hazardous quantities and the air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during takeoff landing and taxiing e If the engine induction system contains parts or components that could be damaged by foreign objects entering the air inlet it must be shown by tests or if appropriate by analysis that the induction system design can withstand the foreign object ingestion test conditions of 33 76 33 77 and 33 78 a 1 of this chapter without failure of parts or components that could create a hazard Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55467 Dec 20 1976 Amdt 25 40 42 FR 15043 Mar 17 1977 Amdt 25 57 49 FR 6849 Feb 23 1984 Amdt 25 100 65 FR 55854 Sept 14 2000 25 1093 Induction system icing protection
532. rgy rotors will be exceeded in service c It must be shown by test that equipment containing high energy rotors can contain any failure of a high energy rotor that occurs at the highest speed obtainable with the normal speed control devices inoperative d Equipment containing high energy rotors must be located where rotor failure will neither endanger the occupants nor adversely affect continued safe flight Amdt 25 41 42 FR 36971 July 18 1977 Subpart G Operating Limitations and Information 25 1501 General a Each operating limitation specified in 25 1503 through 25 1533 and other limitations and information necessary for safe operation must be established b The operating limitations and other information necessary for safe operation must be made available to the crewmembers as prescribed in 25 1541 through 25 1587 Amdt 25 42 43 FR 2323 Jan 16 1978 Operating Limitations Origem SAR 199 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 1503 Airspeed limitations general When airspeed limitations are a function of weight weight distribution altitude or Mach number limitations corresponding to each critical combination of these factors must be established 25 1505 Maximum operating limit speed The maximum operating limit speed V MO M MOairspeed or Mach Number whichever is critical at a particular altitude is a speed that may not be deliberately
533. rnal loads this redistribution must be taken into account Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 25 303 Factor of safety Origem SAR 56 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Unless otherwise specified a factor of safety of 1 5 must be applied to the prescribed limit load which are considered external loads on the structure When a loading condition is prescribed in terms of ultimate loads a factor of safety need not be applied unless otherwise specified Amdt 25 23 35 FR 5672 Apr 8 1970 25 305 Strength and deformation a The structure must be able to support limit loads without detrimental permanent deformation At any load up to limit loads the deformation may not interfere with safe operation b The structure must be able to support ultimate loads without failure for at least 3 seconds However when proof of strength is shown by dynamic tests simulating actual load conditions the 3 second limit does not apply Static tests conducted to ultimate load must include the ultimate deflections and ultimate deformation induced by the loading When analytical methods are used to show compliance with the ultimate load strength requirements it must be shown that 1 The effects of deformation are not significant 2 The deformations involved are fully accounted for in the analysis or 3 The methods and assumpt
534. roll may not be less than any of the following a Ninety 90 percent of the thrust or power set by the ATTCS the maximum takeoff thrust or power approved for the airplane under existing ambient conditions b That required to permit normal operation of all safety related systems and equipment dependent upon engine thrust or power lever position or c That shown to be free of hazardous engine response characteristics when thrust or power is advanced from the initial takeoff thrust or power to the maximum approved takeoff thrust or power 125 5 Powerplant Controls a In addition to the requirements of 25 1141 no single failure or malfunction or probable combination thereof of the ATTCS including associated systems may cause the failure of any powerplant function necessary for safety b The ATTCS must be designed to 1 Apply thrust or power on the operating engine s following any one engine failure during takeoff to achieve the maximum approved takeoff thrust or power without exceeding engine operating limits ANAC Origem SAR 279 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 Permit manual decrease or increase in thrust or power up to the maximum takeoff thrust or power approved for the airplane under existing conditions through the use of the power lever For airplanes equipped with limiters that automatically prevent engine operating limits from being exceeded under existing ambie
535. rovisions must be in accordance with 25 801 e Fatigue Evaluation 25 571 Damage tolerance evaluation of structure a General An evaluation of the strength detail design and fabrication must show that catastrophic failure due to fatigue corrosion manufacturing defects or accidental damage will be avoided throughout the operational life of the airplane This evaluation must be conducted in accordance with the provisions of paragraphs b and e of this section except as specified in paragraph c of this section for each part of the structure that could contribute to a catastrophic failure such as wing empennage control surfaces and their systems the fuselage engine mounting landing gear and their related primary attachments For turbojet powered airplanes those parts that could contribute to a catastrophic failure must also be evaluated under paragraph d of this section In addition the following apply 1 Each evaluation required by this section must include 1 The typical loading spectra temperatures and humidities expected in service i The identification of principal structural elements and detail design points the failure of which could cause catastrophic failure of the airplane and iii An analysis supported by test evidence of the principal structural elements and detail design points identified in subparagraph a 1 1 of this section 2 The service history of airplanes of sim
536. s c The airplane must have adequate directional control during taxiing This may be shown during taxiing prior to takeoffs made in conjunction with other tests Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5671 Apr 8 1970 Amdt 25 42 43 FR 2322 Jan 16 1978 Amdt 25 94 63 FR 8848 Feb 23 1998 Amdt 25 108 67 FR 70828 Nov 26 2002 25 235 Taxiing condition The shock absorbing mechanism may not damage the structure of the airplane when the airplane is taxied on the roughest ground that may reasonably be expected in normal operation 25 237 Wind velocities a For land planes and amphibians the following applies 1 A 90 degree cross component of wind velocity demonstrated to be safe for takeoff and landing must be established for dry runways and must be at least 20 knots or 0 2 Vsro whichever is greater except that it need not exceed 25 knots 2 The crosswind component for takeoff established without ice accretions is valid in icing conditions 3 The landing crosswind component must be established for 1 Non icing conditions and 11 Icing conditions with the landing ice accretion defined in appendix C b For seaplanes and amphibians the following applies 1 A 90 degree cross component of wind velocity up to which takeoff and landing is safe under all water conditions that may reasonably be expected in normal operation must be established and must be at least 20 knot
537. s a whole when the effect of the tab is opposed by pilot effort forces up to those specified in 25 397 b b Balancing tabs Balancing tabs must be designed for deflections consistent with the primary control surface loading conditions c Servo tabs Servo tabs must be designed for deflections consistent with the primary control surface loading conditions obtainable within the pilot maneuvering effort considering possible opposition from the trim tabs 25 415 Ground gust conditions a The control system must be designed as follows for control surface loads due to ground gusts and taxiing downwind 9 ANAC Origem SAR 69 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The control system between the stops nearest the surfaces and the cockpit controls must be designed for loads corresponding to the limit hinge moments H of paragraph a 2 of this section These loads need not exceed 1 The loads corresponding to the maximum pilot loads in 25 397 c for each pilot alone or 11 0 75 times these maximum loads for each pilot when the pilot forces are applied in the same direction 2 The control system stops nearest the surfaces the control system locks and the parts of the systems if any between these stops and locks and the control surface horns must be designed for limit hinge moments H in foot pounds obtained from the formula H 0034KV cS where V 65 wind speed in knots
538. s likely to apply to those controls The following values may be used Pilot Control Force Limits Secondary Controls Control Limit pilot forces Miscellaneous Crank wheel orl 1 R 3 x 50 Ibs but not less than 50 Ibs nor more than 150 Ibs lever R radius Applicable to any angle within 20 of plane of control Twist 133 in lbs Push pull To be chosen by applicant Limited to flap tab stabilizer spoiler and landing gear operation controls 25 407 Trim tab effects The effects of trim tabs on the control surface design conditions must be accounted for only where the surface loads are limited by maximum pilot effort In these cases the tabs are considered to be deflected in the direction that would assist the pilot and the deflections are a For elevator trim tabs those required to trim the airplane at any point within the positive portion of the pertinent flight envelope in 25 333 b except as limited by the stops and b For aileron and rudder trim tabs those required to trim the airplane in the critical unsymmetrical power and loading conditions with appropriate allowance for rigging tolerances 25 409 Tabs a Trim tabs Trim tabs must be designed to withstand loads arising from all likely combinations of tab setting primary control position and airplane speed obtainable without exceeding the flight load conditions prescribed for the airplane a
539. s or 0 2 VSRo whichever is greater except that it need not exceed 25 knots 2 A wind velocity for which taxiing is safe in any direction under all water conditions that may reasonably be expected in normal operation must be established and must be at least 20 knots or 0 2 VSRO whichever is greater except that it need not exceed 25 knots Amdt 25 42 43 FR 2322 Jan 16 1978 as amended by Amdt 25 108 67 FR 70827 Nov 26 2002 Amdt 25 121 72 FR 44668 Aug 8 2007 25 239 Spray characteristics control and stability on water a For seaplanes and amphibians during takeoff taxiing and landing and in the conditions set forth in paragraph b of this section there may be no 1 Spray characteristics that would impair the pilot s view cause damage or result in the taking in of an undue quantity of water 2 Dangerously uncontrollable porpoising bounding or swinging tendency or 3 Immersion of auxiliary floats or sponsons wing tips propeller blades or other parts not designed to withstand the resulting water loads b Compliance with the requirements of paragraph a of this section must be shown 1 In water conditions from smooth to the most adverse condition established in accordance with 25 231 Origem SAR 52 300 ANAC RBAC n 25 Emenda n 136 Data da emiss o 7 de fevereiro de 2014 2 In wind and cross wind velocities water currents and associated waves and swells that may rea
540. s the minimum intensity prescribed in 25 1391 for the corresponding angles in the horizontal plane 3 Intensities in overlaps between adjacent signals No intensity in any overlap between adjacent signals may exceed the values given in 25 1395 except that higher intensities in overlaps may be used with main beam intensities substantially greater than the minima specified in 25 1391 and 25 1393 if the overlap intensities in relation to the main beam intensities do not adversely affect signal clarity When the peak intensity of the forward position lights is more than 100 candles the maximum overlap intensities between them may exceed the values given in 25 1395 if the overlap intensity in Area A is not more than 10 percent of peak position light intensity and the overlap intensity in Area B is not greater than 2 5 percent of peak position light intensity 25 1391 Minimum intensities in the horizontal plane of forward and rear position lights Each position light intensity must equal or exceed the applicable values in the following table Dihedral angle Angle from right or left of longitudinal axis Intensity light included measured from dead ahead candles L and R forward red andi 0 to 10 40 green 10 to 20 30 20 to 110 5 A rear white 110 to 180 20 25 1393 Minimum intensities in any vertical plane of forward and rear position lights Each position light intensity must equal or exceed th
541. seaplane weight 2 C empirical seaplane operations factor equal to 0 012 except that this factor may not be less than that necessary to obtain the minimum value of step load factor of 2 33 3 V So seaplane stalling speed in knots with flaps extended in the appropriate landing position and with no slipstream effect 4 B angle of dead rise at the longitudinal station at which the load factor is being determined in accordance with figure 1 of appendix B 5 W seaplane design landing weight in pounds 6 K zempirical hull station weighing factor in accordance with figure 2 of appendix B 7 r x ratio of distance measured parallel to hull reference axis from the center of gravity of the seaplane to the hull longitudinal station at which the load factor is being computed to the radius of gyration in pitch of the seaplane the hull reference axis being a straight line in the plane of symmetry tangential to the keel at the main step c For a twin float seaplane because of the effect of flexibility of the attachment of the floats to the seaplane the factor K may be reduced at the bow and stern to 0 8 of the value shown in figure 2 of appendix B This reduction applies only to the design of the carrythrough and seaplane structure Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5673 Apr 8 1970 Ry 25 529 Hull and main float landing conditions a Symmetrical step bow and stern landing For
542. sections specified in paragraph a or b of this section may be elected or may be required in accordance with 21 101 a of this chapter Amdt 25 72 55 FR 29773 July 20 1990 as amended by Amdt 25 99 65 FR 36266 June 7 2000 25 3 Special provisions for ETOPS type design approvals a Applicability This section applies to an applicant for ETOPS type design approval of an airplane 1 That has an existing type certificate on February 15 2007 or 2 For which an application for an original type certificate was submitted before February 15 2007 b Airplanes with two engines 1 For ETOPS type design approval of an airplane up to and including 180 minutes an applicant must comply with 25 1535 except that it need not comply with the following provisions of Appendix K K25 1 4 of this part 1 K25 1 4 a fuel system pressure and flow requirements ii K25 1 4 a 3 low fuel alerting and iii K25 1 4 c engine oil tank design 2 For ETOPS type design approval of an airplane beyond 180 minutes an applicant must comply with 25 1535 c Airplanes with more than two engines An applicant for ETOPS type design approval must comply with 25 1535 for an airplane manufactured on or after February 17 2015 except that for an airplane configured for a three person flight crew the applicant need not comply with Appendix K K25 1 4 a 3 of this part low fuel alerting Origem SAR 22 300 ANAC RBAC n 25 Eme
543. seesaw motion of the truck during the landing impact must be considered in determining the maximum design loads for the fore and aft wheel pairs 2 Any differentials in tire diameters resulting from a combination of manufacturing tolerances tire growth and tire wear A maximum tire diameter differential equal to2 3of the most unfavorable combination of diameter variations that is obtained when taking into account manufacturing tolerances tire growth and tire wear may be assumed 3 Any unequal tire inflation pressure assuming the maximum variation to be 5 percent of the nominal tire inflation pressure 4 A runway crown of zero and a runway crown having a convex upward shape that may be approximated by a slope of ll 2percent with the horizontal Runway crown effects must be considered with the nose gear unit on either slope of the crown 5 The airplane attitude 6 Any structural deflections c Deflated tires The effect of deflated tires on the structure must be considered with respect to the loading conditions specified in paragraphs d through f of this section taking into account the physical arrangement of the gear components In addition 1 The deflation of any one tire for each multiple wheel landing gear unit and the deflation of any two critical tires for each landing gear unit using four or more wheels per unit must be considered and 2 The ground reactions must be applied to the wheels with inflated tires excep
544. selecionada pelo requerente no entanto a V n o pode ser inferior soma da Vgr com a velo cidade adquirida com o motor cr tico inoperante durante o intervalo de tempo entre o instante em que o motor cr tico falha e o instante em que o piloto reconhece e reage falha do motor con forme indicado pelo in cio da primeira a o do piloto por exemplo aplicar freios reduzir o empuxo estender os freios aerodin micos para parar o avi o durante ensaios de acelera o e parada b A Vomin expressa em velocidade calibrada n o pode ser menor que 1 1 13 Vsr para 1 Avi es bimotores e trimotores propelidos por motores turbo lices ou alternativos e 11 Avi es propelidos por motores turbojato sem provis es para a obten o de uma redu o significativa na velocidade de estol com pot n cia aplicada e com um motor inoperante 2 1 08 Vsr para 1 Avi es propelidos por mais de tr s motores turbo lice ou alternativos e 11 Avi es propelidos por motores turbojato Origem SAR 6 ANAC 29 300 Data da emiss o 7 de fevereiro de 2014 engine inoperative power on stall speed and 3 1 10 times Vyc established under section 25 149 c V2 in terms of calibrated airspeed must be selected by the applicant to provide at least the gradient of climb required by paragraph 25 121 b but may not be less than 1 Vom 2 Vg plus the speed increment attained in ac cordance with paragraph 25 111
545. self illuminated by other than electrical means and must have an initial brightness of at least 400 microlamberts The colors may be reversed in the case of a sign that is self illuminated by other than electrical means 2 For airplanes that have a passenger seating configuration excluding pilot seats of nine seats or less that are required by 25 811 d 1 2 and 3 must have red letters at least 1 inch high on a white background at least 2 inches high These signs may be internally electrically illuminated or self illuminated by other than electrical means with an initial brightness of at least 160 microlamberts The colors may be reversed in the case of a sign that is self illuminated by other than electrical means c General illumination in the passenger cabin must be provided so that when measured along the centerline of main passenger aisle s and cross aisle s between main aisles at seat arm rest height and at 40 inch intervals the average illumination is not less than 0 05 foot candle and the illumination at each 40 inch interval is not less than 0 01 foot candle A main passenger aisle s is considered to extend along the fuselage from the most forward passenger emergency exit or cabin ANAC Origem SAR 125 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 occupant seat whichever is farther forward to the most rearward passenger emergency exit or cabin occupant seat whichever is farther aft
546. senger compartment of an airplane with a passenger capacity of 61 or more must contain Halon 1211 bromochlorodifluoromethane CBrC F5 or equivalent as the extinguishing agent The type of extinguishing agent used in any other extinguisher required by this section must be appropriate for the kinds of fires likely to occur where used 7 The quantity of extinguishing agent used in each extinguisher required by this section must be appropriate for the kinds of fires likely to occur where used 8 Each extinguisher intended for use in a personnel compartment must be designed to minimize the hazard of toxic gas concentration b Built in fire extinguishers If a built in fire extinguisher is provided 1 Each built in fire extinguishing system must be installed so that 1 No extinguishing agent likely to enter personnel compartments will be hazardous to the occupants and 11 No discharge of the extinguisher can cause structural damage 2 The capacity of each required built in fire extinguishing system must be adequate for any fire likely to occur in the compartment where used considering the volume of the compartment and the ventilation rate Amdt 25 74 56 FR 15456 Apr 16 1991 25 853 Compartment interiors For each compartment occupied by the crew or passengers the following apply a Materials including finishes or decorative surfaces applied to the materials must meet the applicable test criteria prescribed in part
547. senger emergency exit must be recognizable from a distance equal to the width of the cabin c Means must be provided to assist the occupants in locating the exits in conditions of dense smoke d The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle or aisles There must be 1 A passenger emergency exit locator sign above the aisle or aisles near each passenger emergency exit or at another overhead location if it is more practical because of low headroom except that one sign may serve more than one exit if each exit can be seen readily from the sign 2 A passenger emergency exit marking sign next to each passenger emergency exit except that one sign may serve two such exits if they both can be seen readily from the sign and 3 A sign on each bulkhead or divider that prevents fore and aft vision along the passenger cabin to indicate emergency exits beyond and obscured by the bulkhead or divider except that if this is not possible the sign may be placed at another appropriate location e The location of the operating handle and instructions for opening exits from the inside of the airplane must be shown in the following manner 1 Each passenger emergency exit must have on or near the exit a marking that is readable from a distance of 30 inches 2 Each Type A Type B Type C or Type I passenger emergency exit operating handle must 1 Be s
548. sequent heat damage to the recorder from fire 1 Except as provided in paragraph e 2 of this section the recorder container must be located as far aft as practicable but need not be outside of the pressurized compartment and may not be located where aft mounted engines may crush the container during impact 2 If two separate combination digital flight data recorder and cockpit voice recorder units are installed instead of one cockpit voice recorder and one digital flight data recorder the combination unit that is installed to comply with the cockpit voice recorder requirements may be located near the cockpit f If the cockpit voice recorder has a bulk erasure device the installation must be designed to minimize the probability of inadvertent operation and actuation of the device during crash impact g Each recorder container must 1 Be either bright orange or bright yellow 2 Have reflective tape affixed to its external surface to facilitate its location under water and 3 Have an underwater locating device when required by the operating rules of this chapter on or adjacent to the container which is secured in such manner that they are not likely to be separated during crash impact Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 2 30 FR 3932 Mar 26 1965 Amdt 25 16 32 FR 13914 Oct 6 1967 Amdt 25 41 42 FR 36971 July 18 1977 Amdt 25 65 53 FR 26143 July 11 1988 Amdt No 25 124 73 FR 1256
549. serious injury in a minor crash landing when 1 Proper use is made of seats belts and all other safety design provisions 2 The wheels are retracted where applicable and 3 The occupant experiences the following ultimate inertia forces acting separately relative to the surrounding structure 1 Upward 3 0g 11 Forward 9 0g 111 Sideward 3 0g on the airframe and 4 0g on the seats and their attachments 1v Downward 6 0g v Rearward 1 5g c For equipment cargo in the passenger compartments and any other large masses the following apply 1 Except as provided in paragraph c 2 of this section these items must be positioned so that if they break loose they will be unlikely to 1 Cause direct injury to occupants ii Penetrate fuel tanks or lines or cause fire or explosion hazard by damage to adjacent systems or iii Nullify any of the escape facilities provided for use after an emergency landing 2 When such positioning is not practical e g fuselage mounted engines or auxiliary power units each such item of mass shall be restrained under all loads up to those specified in paragraph b 3 of this section The local attachments for these items should be designed to withstand 1 33 times the specified loads if these items are subject to severe wear and tear through frequent removal e g quick change interior items d Seats and items of mass and their supporting structure must not deform under any loads
550. sign water takeoff weight with flaps extended in the appropriate takeoff position and B angle of dead rise at appropriate station The area over which these pressures are applied must simulate pressures occurring during high localized impacts on the hull or float but need not extend over an area that would induce critical stresses in the frames or in the overall structure c Distributed pressures For the design of the frames keel and chine structure the following pressure distributions apply 1 Symmetrical pressures are computed as follows P 0 x me tan j where P pressure p s i C 4 0 078 C with C computed under 25 527 K hull station weighing factor determined in accordance with figure 2 of appendix B V So seaplane stalling speed Knots with landing flaps extended in the appropriate position and with no slipstream effect and V So seaplane stalling speed with landing flaps extended in the appropriate position and with no slipstream effect and B angle of dead rise at appropriate station 2 The unsymmetrical pressure distribution consists of the pressures prescribed in paragraph c 1 of this section on one side of the hull or main float centerline and one half of that pressure on the other side of the hull or main float centerline in accordance with figure 3 of appendix B These pressures are uniform and must be applied simultaneously over the entire hull or main float bottom The loads obtained must be carri
551. site sides of the plates at equal distances from the plate G The distance of the calorimeter to the plate must be no less than 0 0625 inches 1 6 mm nor greater than 0 375 inches 9 5 mm H The range used in calibration must be at least 0 3 5 BTUs f second 0 3 9 Watts cm and no greater than 0 5 7 BTUs ft second 0 6 4 Watts cm D The recording device used must record the 2 transducers simultaneously or at least within1 10of each other 8 Calorimeter fixture With the sliding platform pulled out of the chamber install the calorimeter holding frame and place a sheet of non combustible material in the bottom of the sliding platform adjacent to the holding frame This will prevent heat losses during calibration The frame must be 131 8inches 333 mm deep front to back by 8 inches 203 mm wide and must rest on the top of the sliding platform It must be fabricated of1 8inch 3 2 mm flat stock steel and have an opening Origem SAR N AC 257 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 that accommodates al 2inch 12 7 mm thick piece of refractory board which is level with the top of the sliding platform The board must have three 1 inch 25 4 mm diameter holes drilled through the board for calorimeter insertion The distance to the radiant panel surface from the centerline of the first hole zero position must be 71 2 1 8inches 191 3 mm The distance between the centerline of
552. sitive means and after that the full series of five consecutive deployment and inflation tests must be conducted without failure 2 The assisting means for flightcrew emergency exits may be a rope or any other means demonstrated to be suitable for the purpose If the assisting means is a rope or an approved device equivalent to a rope it must be 1 Attached to the fuselage structure at or above the top of the emergency exit opening or for a device at a pilot s emergency exit window at another approved location if the stowed device or its attachment would reduce the pilot s view in flight ii Able with its attachment to withstand a 400 pound static load b Assist means from the cabin to the wing are required for each type A or Type B exit located above the wing and having a stepdown unless the exit without an assist means can be shown to have a rate of passenger egress at least equal to that of the same type of non over wing exit If an assist means is required it must be automatically deployed and automatically erected concurrent with the opening of the exit In the case of assist means installed at Type C exits it must be self supporting within 10 seconds from the time the opening means of the exits is actuated For all other exit types it must be self supporting 6 seconds after deployment is begun c An escape route must be established from each overwing emergency exit and except for flap surfaces suitable as slides covere
553. sonably be expected in operation on water 3 At speeds that may reasonably be expected in operation on water 4 With sudden failure of the critical engine at any time while on water and 5 At each weight and center of gravity position relevant to each operating condition within the range of loading conditions for which certification is requested c In the water conditions of paragraph b of this section and in the corresponding wind conditions the seaplane or amphibian must be able to drift for five minutes with engines inoperative aided if necessary by a sea anchor Miscellaneous Flight Requirements 25 251 Vibration and buffeting a The airplane must be demonstrated in flight to be free from any vibration and buffeting that would prevent continued safe flight in any likely operating condition b Each part of the airplane must be demonstrated in flight to be free from excessive vibration under any appropriate speed and power conditions up to Vpr Mpr The maximum speeds shown must be used in establishing the operating limitations of the airplane in accordance with 25 1505 c Except as provided in paragraph d of this section there may be no buffeting condition in normal flight including configuration changes during cruise severe enough to interfere with the control of the airplane to cause excessive fatigue to the crew or to cause structural damage Stall warning buffeting within these limits is allowable d Ther
554. speed V A For V A the following apply 1 VAmay not be less than VS Nn where 1 n is the limit positive maneuvering load factor at V C and ii V Sis the stalling speed with flaps retracted 2 V Aand V Smust be evaluated at the design weight and altitude under consideration 3 V Aneed not be more than V Cor the speed at which the positive C N maxcurve intersects the positive maneuver load factor line whichever is less d Design speed for maximum gust intensity V p 1 Vgmay not be less than y2 A E EEG 498w where Vsi the l g stalling speed based on Cnamaxwith the flaps retracted at the particular weight under consideration Vc design cruise speed knots equivalent airspeed U er the reference gust velocity feet per second equivalent airspeed from 25 341 a 5 1 w average wing loading pounds per square foot at the particular weight under consideration BBH 5 3 u 2w ag p density of air slugs ft y c mean geometric chord of the wing feet g acceleration due to gravity ft sec a slope of the airplane normal force coefficient curve Cnaper radian 9 ANAC E Origem SAR 60 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 At altitudes where Vcis limited by Mach number 1 Vgmay be chosen to provide an optimum margin between low and high speed buffet boundaries and ii Vgneed not be greater than Vc e Design flap speeds V F For V F the following
555. speed in level flight at maximum continuous power for the corresponding altitude 3 At altitudes where V Dis limited by Mach number V Cmay be limited to a selected Mach number b Design dive speed V D V Dmust be selected so that V C M Cis not greater than 0 8 V D M D or so that the minimum speed margin between V C M Cand V D M Dis the greater of the following values 1 From an initial condition of stabilized flight at V C M C the airplane is upset flown for 20 seconds along a flight path 7 5 below the initial path and then pulled up at a load factor of 1 5 g 0 5 g acceleration increment The speed increase occurring in this maneuver may be calculated if reliable or conservative aerodynamic data is used Power as specified in 25 175 b 1 iv is assumed until the pullup is initiated at which time power reduction and the use of pilot controlled drag devices may be assumed 2 The minimum speed margin must be enough to provide for atmospheric variations such as horizontal gusts and penetration of jet streams and cold fronts and for instrument errors and airframe production variations These factors may be considered on a probability basis The margin at altitude where Mcis limited by compressibility effects must not less than 0 07M unless a lower margin is determined using a rational analysis that includes the effects of any automatic systems In any case the margin may not be reduced to less than 0 05M c Design maneuvering
556. ssageway leading from the nearest main aisle to each Type A Type B Type C Type I or Type II emergency exit and between individual passenger areas Each passageway leading to a Type A or Type B exit must be unobstructed and at least 36 inches wide Passageways between individual passenger areas and those leading to Type I Type II or Type C emergency exits must be unobstructed and at least 20 inches wide Unless there are two or more main aisles each Type A or B exit must be located so that there is passenger flow along the main aisle to that exit from both the forward and aft directions If two or more main aisles are provided there must be unobstructed cross aisles at least 20 inches wide between main aisles There must be 1 A cross aisle which leads directly to each passageway between the nearest main aisle and a Type A or B exit and 6 ANAC Origem SAR 127 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 A cross aisle which leads to the immediate vicinity of each passageway between the nearest main aisle and a Type 1 Type II or Type III exit except that when two Type III exits are located within three passenger rows of each other a single cross aisle may be used if it leads to the vicinity between the passageways from the nearest main aisle to each exit b Adequate space to allow crewmember s to assist in the evacuation of passengers must be provided as follows 1 Each assist space must be a
557. ssure is considered to be of 15 minute duration at the prescribed altitude and minute volume Continuous flow systems must not increase the ambient oxygen content of the local atmosphere above that of demand systems BTPD refers to body temperature conditions that is 37 C at ambient pressure dry 6 The equipment must meet the requirements of 25 1441 Doc No FAA 2002 13859 69 FR 40528 July 2 2004 25 1441 Oxygen equipment and supply a If certification with supplemental oxygen equipment is requested the equipment must meet the requirements of this section and 25 1443 through 25 1453 b The oxygen system must be free from hazards in itself in its method of operation and in its effect upon other components c There must be a means to allow the crew to readily determine during flight the quantity of oxygen available in each source of supply d The oxygen flow rate and the oxygen equipment for airplanes for which certification for operation above 40 000 feet is requested must be approved 25 1443 Minimum mass flow of supplemental oxygen a If continuous flow equipment is installed for use by flight crewmembers the minimum mass flow of supplemental oxygen required for each crewmember may not be less than the flow required to maintain during inspiration a mean tracheal oxygen partial pressure of 149 mm Hg when breathing 15 liters per minute BTPS and with a maximum tidal volume of 700 cc with a constant
558. st be established by tests 25 603 Materials The suitability and durability of materials used for parts the failure of which could adversely affect safety must a Be established on the basis of experience or tests ANAC Origem SAR 90 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b Conform to approved specifications such as industry or military specifications or Technical Standard Orders that ensure their having the strength and other properties assumed in the design data and c Take into account the effects of environmental conditions such as temperature and humidity expected in service Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55466 Dec 20 1976 Amdt 25 46 43 FR 50595 Oct 30 1978 25 605 Fabrication methods a The methods of fabrication used must produce a consistently sound structure If a fabrication process such as gluing spot welding or heat treating requires close control to reach this objective the process must be performed under an approved process specification b Each new aircraft fabrication method must be substantiated by a test program Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 46 43 FR 50595 Oct 30 1978 25 607 Fasteners a Each removable bolt screw nut pin or other removable fastener must incorporate two separate locking devices if 1 Its loss could preclude continued
559. st rig center vertical former using four spring clamps positioned as shown in figure 7 according to the criteria of paragraph c 3 iv of this part of this appendix 2 Ensure that the vertical plane of the burner cone is at a distance of 4 0 125 inch 102 3 mm from the outer surface of the horizontal stringers of the test specimen frame and that the burner and test frame are both situated at a 30 angle with respect to vertical 3 When ready to begin the test direct the burner away from the test position to the warm up posi tion so that the flame will not impinge on the specimens prematurely Turn on and light the burner and allow it to stabilize for 2 minutes 4 To begin the test rotate the burner into the test position and simultaneously start the timing de ANAC Origem SAR 271 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 5 Expose the test specimens to the burner flame for 4 minutes and then turn off the burner Imme diately rotate the burner out of the test position 6 Determine where applicable the burnthrough time or the point at which the heat flux exceeds 2 0 Btu ft sec 2 27 W cm g Report 1 Identify and describe the specimen being tested 2 Report the number of insulation blanket specimens tested 3 Report the burnthrough time if any and the maximum heat flux on the back face of the insula tion blanket test specimen and the time at which the maximum occur
560. stalled so that the release of collected contaminants is minimized by appropriate location of the bypass to ensure that collected contaminants are not in the bypass flow path 5 An oil strainer or filter that has no bypass except one that is installed at an oil tank outlet must have a means to connect it to the warning system required in 25 1305 c 7 b Each oil strainer or filter in a powerplant installation using reciprocating engines must be constructed and installed so that oil will flow at the normal rate through the rest of the system with the strainer or filter element completely blocked Amdt 25 36 39 FR 35461 Oct 1 1974 as amended by Amdt 25 57 49 FR 6848 Feb 23 1984 25 1021 Oil system drains A drain or drains must be provided to allow safe drainage of the oil system Each drain must a Be accessible and b Have manual or automatic means for positive locking in the closed position Amdt 25 57 49 FR 6848 Feb 23 1984 25 1023 Oil radiators a Each oil radiator must be able to withstand without failure any vibration inertia and oil pressure load to which it would be subjected in operation b Each oil radiator air duct must be located so that in case of fire flames coming from normal openings of the engine nacelle cannot impinge directly upon the radiator 25 1025 Oil valves a Each oil shutoff must meet the requirements of 25 1189 b The closing of oil shutoff means may n
561. stem that is time limited K25 1 4 Propulsion systems a Fuel system design Fuel necessary to complete an ETOPS flight including a diversion for the longest time for which the applicant seeks approval must be available to the operating engines at the pressure and fuel flow required by 25 955 under any airplane failure condition not shown to be extremely improbable Types of failures that must be considered include but are not limited to crossfeed valve failures automatic fuel management system failures and normal electrical power generation failures 1 If the engine has been certified for limited operation with negative engine fuel pump inlet pressures the following requirements apply 1 Airplane demonstration testing must cover worst case cruise and diversion conditions involving A Fuel grade and temperature B Thrust or power variations C Turbulence and negative G D Fuel system components degraded within their approved maintenance limits 11 Unusable fuel quantity in the suction feed configuration must be determined in accordance with 825 039 2 For two engine airplanes to be certificated for ETOPS beyond 180 minutes one fuel boost pump in each main tank and at least one crossfeed valve or other means for transferring fuel must be powered by an independent electrical power source other than the three power sources required to comply with section K25 1 3 b of this appendix This requirement does not apply if the
562. sure altitude exceeds 15 000 feet The crew must be provided with a manual means of making the dispensing units immediately available in the event of failure of the automatic system 2 Each flight crewmember on flight deck duty must be provided with a quick donning type oxygen dispensing unit connected to an oxygen supply terminal This dispensing unit must be immediately available to the flight crewmember when seated at his station and installed so that it i Can be placed on the face from its ready position properly secured sealed and supplying oxygen upon demand with one hand within five seconds and without disturbing eyeglasses or causing delay in proceeding with emergency duties and 11 Allows while in place the performance of normal communication functions 3 The oxygen dispensing equipment for the flight crewmembers must be ANAC Origem SAR 195 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The diluter demand or pressure demand pressure demand mask with a diluter demand pressure breathing regulator type or other approved oxygen equipment shown to provide the same degree of protection for airplanes to be operated above 25 000 feet 11 The pressure demand pressure demand mask with a diluter demand pressure breathing regulator type with mask mounted regulator or other approved oxygen equipment shown to provide the same degree of protection for airplanes operated at altitudes where
563. system lag may not introduce significant takeoff indicated airspeed bias or significant errors in takeoff or accelerate stop distances h Each system must be arranged so far as practicable to prevent malfunction or serious error due to the entry of moisture dirt or other substances 1 Each system must have a heated pitot tube or an equivalent means of preventing malfunction due to icing j Where duplicate airspeed indicators are required their respective pitot tubes must be far enough apart to avoid damage to both tubes in a collision with a bird Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 57 49 FR 6849 Feb 23 1984 Amdt 25 108 67 FR 70828 Nov 26 2002 Amdt 25 109 67 FR 76656 Dec 12 2002 25 1325 Static pressure systems a Each instrument with static air case connections must be vented to the outside atmosphere through an appropriate piping system b Each static port must be designed and located in such manner that the static pressure system performance is least affected by airflow variation or by moisture or other foreign matter and that the correlation between air pressure in the static pressure system and true ambient atmospheric static pressure is not changed when the airplane is exposed to the continuous and intermittent maximum icing conditions defined in appendix C of this part c The design and installation of the static pressure system must be such that 1 Positive drain
564. t 25 57 49 FR 6848 Feb 23 1984 Amdt 25 108 67 FR 70827 Nov 26 2002 Oil System 25 1011 General a Each engine must have an independent oil system that can supply it with an appropriate quantity of oil at a temperature not above that safe for continuous operation b The usable oil capacity may not be less than the product of the endurance of the airplane under critical operating conditions and the approved maximum allowable oil consumption of the engine under the same conditions plus a suitable margin to ensure system circulation Instead of a rational analysis of airplane range for the purpose of computing oil requirements for reciprocating engine powered airplanes the following fuel oil ratios may be used 1 For airplanes without a reserve oil or oil transfer system a fuel oil ratio of 30 1 by volume 2 For airplanes with either a reserve oil or oil transfer system a fuel oil ratio of 40 1 by volume c Fuel oil ratios higher than those prescribed in paragraphs b 1 and 2 of this section may be used if substantiated by data on actual engine oil consumption ANAC Origem SAR 154 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 25 1013 Oil tanks a Installation Each oil tank installation must meet the requirements of 25 967 b Expansion space Oil tank expansion space must be provided as follows 1 Each oil tank used with a reciprocating engine must have an expansion s
565. t 25 compliance Origem SAR 281 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 The airplane engine combination must comply with the requirements of part 25 considering the maximum flight time and the longest diversion time for which the applicant seeks approval K25 1 2 Human factors An applicant must consider crew workload operational implications and the crew s and passengers physiological needs during continued operation with failure effects for the longest diversion time for which it seeks approval K25 1 3 Airplane systems a Operation in icing conditions 1 The airplane must be certificated for operation in icing conditions in accordance with 25 1419 2 The airplane must be able to safely conduct an ETOPS diversion with the most critical ice accretion resulting from 1 Icing conditions encountered at an altitude that the airplane would have to fly following an engine failure or cabin decompression ii A 15 minute hold in the continuous maximum icing conditions specified in Appendix C of this part with a liquid water content factor of 1 0 iii Ice accumulated during approach and landing in the icing conditions specified in Appendix C of this part b Electrical power supply The airplane must be equipped with at least three independent sources of electrical power c Time limited systems The applicant must define the system time capability of each ETOPS significant sy
566. t Burner The pilot burner used to ignite the specimen must be a Bernzomatic commercial propane venturi torch with an axially symmetric burner tip and a propane supply tube with an orifice diameter of 0 006 inches 0 15 mm The length of the burner tube must be 27 8inches 71 mm The propane flow must be adjusted via gas pressure through an in line regulator to produce a blue inner cone length of3 4inch 19 mm A3 4inch 19 mm guide such as a thin strip of metal may be soldered to the top of the burner to aid in setting the flame height The overall flame length must be approximately 5 inches long 127 mm Provide a way to move the burner out of the ignition position so that the flame is horizontal and at least 2 inches 50 mm above the specimen plane See figure 6 Origem SAR 256 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 l I 4 I a e nm i in 1 I 4 L I 5 in 2 7 8 in G F 127 mm 71mm Figure 6 Propane Pilot Burner View or download PDF 5 Thermocouples Install a 24 American Wire Gauge AWG Type K Chromel Alumel thermocouple in the test chamber for temperature monitoring Insert it into the chamber through a small hole drilled through the back of the chamber Place the thermocouple so that it extends 11 inches 279 mm out from the back of the chamber wall 111 2inches 292 mm from the right side of the chamber wall and is 2 in
567. t after landing are improbable c Pressurization prevention means There must be a provision to prevent pressurization of the airplane to an unsafe level if any door subject to pressurization is not fully closed latched and locked 1 The provision must be designed to function after any single failure or after any combination of failures not shown to be extremely improbable 2 Doors that meet the conditions described in paragraph h of this section are not required to have a dedicated pressurization prevention means if from every possible position of the door it will remain open to the extent that it prevents pressurization or safely close and latch as pressurization takes place This must also be shown with any single failure and malfunction except that i With failures or malfunctions in the latching mechanism it need not latch after closing and ii With jamming as a result of mechanical failure or blocking debris the door need not close and latch if it can be shown that the pressurization loads on the jammed door or mechanism would not result in an unsafe condition d Latching and locking The latching and locking mechanisms must be designed as follows 1 There must be a provision to latch each door 2 The latches and their operating mechanism must be designed so that under all airplane flight and ground loading conditions with the door latched there is no force or torque tending to unlatch the latches In addition th
568. t alerts the flightcrew to activate the airframe ice protection system or 3 Identification of conditions conducive to airframe icing as defined by an appropriate static or total air temperature and visible moisture for use by the flightcrew to activate the airframe ice protection system f Unless the applicant shows that the airframe ice protection system need not be operated during specific phases of flight the requirements of paragraph e of this section are applicable to all phases of flight g After the initial activation of the airframe ice protection system ANAC 190 300 Origem SAR Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1 The ice protection system must be designed to operate continuously 2 The airplane must be equipped with a system that automatically cycles the ice protection system or 3 An ice detection system must be provided to alert the flightcrew each time the ice protection system must be cycled h Procedures for operation of the ice protection system including activation and deactivation must be established and documented in the Airplane Flight Manual Amdt 25 72 55 FR 29785 July 20 1990 as amended by Amdt 25 121 72 FR 44669 Aug 8 2007 Amdt 25 129 74 FR 38339 Aug 3 2009 25 1421 Megaphones If a megaphone is installed a restraining means must be provided that is capable of restraining the megaphone when it is subjected to the ultimate i
569. t failure and 5 Perform as intended under all environmental conditions for which the airplane is certificated b System design Each hydraulic system must 1 Have means located at a flightcrew station to indicate appropriate system parameters if 1 It performs a function necessary for continued safe flight and landing or 11 In the event of hydraulic system malfunction corrective action by the crew to ensure continued safe flight and landing is necessary 2 Have means to ensure that system pressures including transient pressures and pressures from fluid volumetric changes in elements that are likely to remain closed long enough for such changes to occur are within the design capabilities of each element such that they meet the requirements defined in 25 1435 a 1 through a 5 3 Have means to minimize the release of harmful or hazardous concentrations of hydraulic fluid or vapors into the crew and passenger compartments during flight ANAC Origem SAR 192 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 4 Meet the applicable requirements of 25 863 25 1183 25 1185 and 25 1189 if a flammable hydraulic fluid is used and 5 Be designed to use any suitable hydraulic fluid specified by the airplane manufacturer which must be identified by appropriate markings as required by 25 1541 c Tests Tests must be conducted on the hydraulic system s and or subsystem s and elements
570. t failure or leakage an internal pressure 1 5 times the maximum operating pressure 3 If a vent is provided the venting must be effective under all normal flight conditions 4 Reserved 5 Each tank must have an expansion space of not less than 2 percent of the tank capacity It must be impossible to fill the expansion space inadvertently with the airplane in the normal ground attitude c Augmentation system drains must be designed and located in accordance with 25 1455 if 1 The augmentation system fluid is subject to freezing and 2 The fluid may be drained in flight or during ground operation d The augmentation liquid tank capacity available for the use of each engine must be large enough to allow operation of the airplane under the approved procedures for the use of liquid augmented power The computation of liquid consumption must be based on the maximum approved rate appropriate for the desired engine output and must include the effect of temperature on engine performance as well as any other factors that might vary the amount of liquid required e This section does not apply to fuel injection systems Amdt 25 40 42 FR 15043 Mar 17 1977 as amended by Amdt 25 72 55 FR 29785 July 20 1990 Amdt 25 115 69 FR 40527 July 2 2004 Fuel System 25 951 General a Each fuel system must be constructed and arranged to ensure a flow of fuel at a rate and pressure established for proper engine and auxiliary pow
571. t greater than 1 3V sg c Starting from the stabilized trim condition apply the longitudinal control to decelerate the airplane so that the speed reduction does not exceed one knot per second d In addition to the requirements of paragraph a of this section when a device that abruptly pushes the nose down at a selected angle of attack e g a stick pusher is installed the reference stall speed Vsr may not be less than 2 knots or 2 percent whichever is greater above the speed at which the device operates Doc No 28404 67 FR 70825 Nov 26 2002 as amended by Amdt 25 121 72 FR 44665 Aug 8 2007 25 105 Takeoff a The takeoff speeds prescribed by 25 107 the accelerate stop distance prescribed by 25 109 the takeoff path prescribed by 25 111 the takeoff distance and takeoff run prescribed by 25 113 and the net takeoff flight path prescribed by 25 115 must be determined in the selected configuration for takeoff at each weight altitude and ambient temperature within the operational limits selected by the applicant 1 In non icing conditions and 2 In icing conditions if in the configuration of 25 121 b with the takeoff ice accretion defined in appendix C 1 The stall speed at maximum takeoff weight exceeds that in non icing conditions by more than the greater of 3 knots CAS or 3 percent of Vsr or ii The degradation of the gradient of climb determined in accordance with 25 121 b is greater than one
572. t in relation to control friction passenger movement leveling off from climb and descent from Mach to airspeed limit altitudes 25 253 Caracter sticas de alta velocidade a Caracter sticas de aumento de velocidade e recupera o As seguintes caracter sticas de aumento de velocidade e recupera o devem ser cumpridas 1 Caracter sticas e condi es operacionais que possam causar aumentos de velocidade inadver tidos incluindo perturba es em arfagem e ro lamento devem ser simuladas com o avi o compensado em qualquer velocidade de cruzei ro poss vel at Vmo Mmo Essas caracter sticas e condi es incluem perturba es de rajada mo vimentos de comando inadvertidos baixo gradi ente de for a no manche em rela o ao atrito de Origem SAR 6 ANAC 53 300 Data da emiss o 7 de fevereiro de 2014 2 Allowing for pilot reaction time after effec tive inherent or artificial speed warning occurs it must be shown that the airplane can be recov ered to a normal attitude and its speed reduced to Vuo Myo without 1 Exceptional piloting strength or skill ii Exceeding Vp Mp Vpr Mpr or the structur al limitations and 111 Buffeting that would impair the pilot s abil ity to read the instruments or control the air plane for recovery 3 With the airplane trimmed at any speed up to Vwo Myo there must be no reversal of the re sponse to control input about any axis at any speed up
573. t of loss of cabin pressure in any passenger or crew compartment including upper and lower lobe galleys the warning and automatic presentation devices required by those provisions will be actuated without any delay that would significantly increase the hazards resulting from decompression Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55466 Dec 20 1976 Amdt 25 87 61 FR 28696 June 5 1996 25 843 Tests for pressurized cabins a Strength test The complete pressurized cabin including doors windows and valves must be tested as a pressure vessel for the pressure differential specified in 25 365 d b Functional tests The following functional tests must be performed 1 Tests of the functioning and capacity of the positive and negative pressure differential valves and of the emergency release valve to stimulate the effects of closed regulator valves 2 Tests of the pressurization system to show proper functioning under each possible condition of pressure temperature and moisture up to the maximum altitude for which certification is requested 3 Flight tests to show the performance of the pressure supply pressure and flow regulators indicators and warning signals in steady and stepped climbs and descents at rates corresponding to the maximum attainable within the operating limitations of the airplane up to the maximum altitude for which certification is requested 4 Tests of each
574. t that for multiple wheel gear units with more than one shock strut a rational distribution of the ground reactions between the deflated and inflated tires accounting for the differences in shock strut extensions resulting from a deflated tire may be used d Landing conditions For one and for two deflated tires the applied load to each gear unit is assumed to be 60 percent and 50 percent respectively of the limit load applied to each gear for each of the prescribed landing conditions However for the drift landing condition of 25 485 100 percent of the vertical load must be applied e Taxiing and ground handling conditions For one and for two deflated tires 1 The applied side or drag load factor or both factors at the center of gravity must be the most critical value up to 50 percent and 40 percent respectively of the limit side or drag load factors or Origem SAR A N AC 78 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 both factors corresponding to the most severe condition resulting from consideration of the prescribed taxiing and ground handling conditions 2 For the braked roll conditions of 25 493 a and b 2 the drag loads on each inflated tire may not be less than those at each tire for the symmetrical load distribution with no deflated tires 3 The vertical load factor at the center of gravity must be 60 percent and 50 percent respectively of the factor with no deflated ti
575. takeoff distance and the takeoff paths and may not exceed that found by the Administrator to result in an overall level of safety in the takeoff approach and landing regimes of flight equivalent to that prescribed in the regulations under which the airplane was originally certificated without standby power For the purposes of this appendix standby power is power or thrust or both obtained from rocket engines for a relatively short period and actuated only in cases of emergency The following provisions apply 1 Takeoff general The takeoff data prescribed in paragraphs 2 and 3 of this appendix must be determined at all weights and altitudes and at ambient temperatures if applicable at which performance credit is to be applied 2 Takeoff path a The one engine inoperative takeoff path with standby power in use must be determined in accordance with the performance requirements of the applicable airworthiness regulations b The one engine inoperative takeoff path excluding that part where the airplane is on or just above the takeoff surface determined in accordance with paragraph a of this section must lie above the one engine inoperative takeoff path without standby power at the maximum takeoff weight at which all of the applicable air worthiness requirements are met For the purpose of this comparison the flight path is considered to extend to at least a height of 400 feet above the takeoff surface c The takeoff path
576. takeoff power is used may not be less than the takeoff time limitation 2 For turbine engine powered airplanes the engines must operate at takeoff power for the time interval selected for showing the takeoff flight path and at maximum continuous power for the rest of the climb 3 The weight of the airplane must be the weight with full fuel tanks minimum crew and the ballast necessary to maintain the center of gravity within allowable limits 4 The climb airspeed may not exceed 1 For reciprocating engine powered airplanes the maximum airspeed established for climbing from takeoff to the maximum operating altitude with the airplane in the following configuration A Landing gear retracted B Wing flaps in the most favorable position C Cowl flaps or other means of controlling the engine cooling supply in the position that provides adequate cooling in the hot day condition D Engine operating within the maximum continuous power limitations E Maximum takeoff weight and 11 For turbine engine powered airplanes the maximum airspeed established for climbing from takeoff to the maximum operating altitude 5 The fuel temperature must be at least 110 F b The test prescribed in paragraph a of this section may be performed in flight or on the ground under closely simulated flight conditions If a flight test is performed in weather cold enough to interfere with the proper conduct of the test the fuel tank surfaces
577. te Carlo program must be used to show compliance with the flammability requirements of 25 981 and Appendix M of this part The program must determine the time periods during each flight phase when the fuel tank or compartment with the FRM would be flammable The following factors must be considered in establishing these time periods 1 Any time periods throughout the flammability exposure evaluation time and under the full range of expected operating conditions when the FRM is operating properly but fails to maintain a non flammable fuel tank because of the effects of the fuel tank vent system or other causes 2 If dispatch with the system inoperative under the Master Minimum Equipment List MMEL is requested the time period assumed in the reliability analysis 60 flight hours must be used for a 10 day MMEL dispatch limit unless an alternative period has been approved by the Administrator 3 Frequency and duration of time periods of FRM inoperability substantiated by test or analysis acceptable to the FAA caused by latent or known failures including airplane system shut downs and failures that could cause the FRM to shut down or become inoperative 4 Effects of failures of the FRM that could increase the flammability exposure of the fuel tank 5 If an FRM is used that is affected by oxygen concentrations in the fuel tank the time periods when oxygen evolution from the fuel results in the fuel tank or compartment exceeding the inert
578. tem must be calibrated to determine the system error that is the relation between IAS and CAS in flight and during the accelerated takeoff ground run The ground run calibration must be determined 1 From 0 8 of the minimum value of Vito the maximum value of V5 considering the approved ranges of altitude and weight and 2 With the flaps and power settings corresponding to the values determined in the establishment of the takeoff path under 25 111 assuming that the critical engine fails at the minimum value of Vic c The airspeed error of the installation excluding the airspeed indicator instrument calibration error may not exceed three percent or five knots whichever is greater throughout the speed range from 1 V MOto 1 23 V SR with flaps retracted and 2 1 23 V SRoto V rewith flaps in the landing position d From 1 23 Vsgto the speed at which stall warning begins the IAS must change perceptibly with CAS and in the same sense and at speeds below stall warning speed the IAS must not change in an incorrect sense e From Vmoto Vmo 2 3 Vpr Vmo the IAS must change perceptibly with CAS and in the same sense and at higher speeds up to Vprthe IAS must not change in an incorrect sense f There must be no indication of airspeed that would cause undue difficulty to the pilot during the takeoff between the initiation of rotation and the achievement of a steady climbing condition g The effects of airspeed indicating
579. tems a Approval Each assembly consisting of a wheel s and brake s must be approved b Brake system capability The brake system associated systems and components must be designed and constructed so that 1 If any electrical pneumatic hydraulic or mechanical connecting or transmitting element fails or if any single source of hydraulic or other brake operating energy supply is lost it is possible to bring the airplane to rest with a braked roll stopping distance of not more than two times that obtained in determining the landing distance as prescribed in 25 125 2 Fluid lost from a brake hydraulic system following a failure in or in the vicinity of the brakes is insufficient to cause or support a hazardous fire on the ground or in flight c Brake controls The brake controls must be designed and constructed so that 1 Excessive control force is not required for their operation O ANAC Origem SAR 104 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 If an automatic braking system is installed means are provided to 1 Arm and disarm the system and 11 Allow the pilot s to override the system by use of manual braking d Parking brake The airplane must have a parking brake control that when selected on will without further attention prevent the airplane from rolling on a dry and level paved runway when the most adverse combination of maximum thrust on one engine and up to maxi
580. termined under the applicable ground load requirements of this part Floats and Hulls 25 751 Main float buoyancy Each main float must have a A buoyancy of 80 percent in excess of that required to support the maximum weight of the seaplane or amphibian in fresh water and b Not less than five watertight compartments approximately equal in volume 25 753 Main float design Each main float must be approved and must meet the requirements of 25 521 25 755 Hulls a Each hull must have enough watertight compartments so that with any two adjacent compartments flooded the buoyancy of the hull and auxiliary floats and wheel tires if used provides a margin of positive stability great enough to minimize the probability of capsizing in rough fresh water b Bulkheads with watertight doors may be used for communication between compartments Personnel and Cargo Accommodations 25 771 Pilot compartment a Each pilot compartment and its equipment must allow the minimum flight crew established under 25 1523 to perform their duties without unreasonable concentration or fatigue b The primary controls listed in 25 779 a excluding cables and control rods must be located with respect to the propellers so that no member of the minimum flight crew established under 25 1523 or part of the controls lies in the region between the plane of rotation of any inboard propeller and the surface generated by a line passing
581. ters Secar weld He Lu mpahar Ib 52 Havi Li Sra Badius 5 Jssrge HEETE prot View or download PDF RBAC n 25 Emenda n 136 249 300 Origem SAR O ANAc Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 No 32 Ori Hole Leak Fise Seal on 6 35 Pilot Tubing Unions denoted eiherwiee all dimensions are in millimeters Figure 4 View or download PDF Figure 5 Tharmocoupte Position View or download PDF Part V Test Method To Determine the Smoke Emission Characteristics of Cabin Materials a Summary of Method The specimens must be constructed conditioned and tested in the flaming mode in accordance with American Society of Testing and Materials ASTM Standard Test Method ASTM F8 14 83 b Acceptance Criteria The specific optical smoke density Ds which is obtained by averaging the reading obtained after 4 minutes with each of the three specimens shall not exceed 200 Origem SAR 250 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Part VI Test Method To Determine the Flammability and Flame Propagation Characteristics of Thermal Acoustic Insulation Materials Use this test method to evaluate the flammability and flame propagation characteristics of thermal acoustic insulation when exposed to both a radiant heat source and a flame a Definitions Flame propagation means the furthest distance of the pr
582. th where assuming a simultaneous occurrence of an engine and ATTCS failure the resulting minimum flight path thereafter intersects the Part 25 required actual flight path at no less than 400 feet above the takeoff surface This time interval is shown in the following illustration Origem SAR 278 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Flight path migo ATTCS and graa Failures Fagira anr artes faira Cevtical tias ngerepi View or download PDF 125 3 Performance and System Reliability Requirements The applicant must comply with the performance and ATTCS reliability requirements as follows a An ATTCS failure or a combination of failures in the ATTCS during the critical time interval 1 Shall not prevent the insertion of the maximum approved takeoff thrust or power or must be shown to be an improbable event 2 Shall not result in a significant loss or reduction in thrust or power or must be shown to be an extremely improbable event b The concurrent existence of an ATTCS failure and an engine failure during the critical time interval must be shown to be extremely improbable c All applicable performance requirements of Part 25 must be met with an engine failure occurring at the most critical point during takeoff with the ATTCS system functioning 125 4 Thrust Setting The initial takeoff thrust or power setting on each engine at the beginning of the takeoff
583. the service history of airplanes of similar structural design and sonic excitation environment that 1 Sonic fatigue cracks are not probable in any part of the flight structure subject to sonic excitation or 2 Catastrophic failure caused by sonic cracks is not probable assuming that the loads prescribed in paragraph b of this section are applied to all areas affected by those cracks e Damage tolerance discrete source evaluation The airplane must be capable of successfully completing a flight during which likely structural damage occurs as a result of 1 Impact with a 4 pound bird when the velocity of the airplane relative to the bird along the airplane s flight path is equal to V at sea level or 0 85Vcat 8 000 feet whichever is more critical 2 Uncontained fan blade impact 3 Uncontained engine failure or 4 Uncontained high energy rotating machinery failure The damaged structure must be able to withstand the static loads considered as ultimate loads which are reasonably expected to occur on the flight Dynamic effects on these static loads need not be considered Corrective action to be taken by the pilot following the incident such as limiting maneuvers avoiding turbulence and reducing speed must be considered If significant changes in structural stiffness or geometry or both follow from a structural failure or partial failure the effect on damage tolerance must be further investigated
584. the airplane in the configuration and operating under the conditions that are critical relative to cooling during each stage of flight For the cooling tests a temperature is stabilized when its rate of change is less than two degrees F per minute b Temperatures must be stabilized under the conditions from which entry is made into each stage of flight being investigated unless the entry condition normally is not one during which component and the engine fluid temperatures would stabilize in which case operation through the full entry condition must be conducted before entry into the stage of flight being investigated in order to allow temperatures to reach their natural levels at the time of entry The takeoff cooling test must be preceded by a period during which the powerplant component and engine fluid temperatures are stabilized with the engines at ground idle c Cooling tests for each stage of flight must be continued until 1 The component and engine fluid temperatures stabilize 2 The stage of flight is completed or 3 An operating limitation is reached d For reciprocating engine powered airplanes it may be assumed for cooling test purposes that the takeoff stage of flight is complete when the airplane reaches an altitude of 1 500 feet above the takeoff surface or reaches a point in the takeoff where the transition from the takeoff to the en route configuration is completed and a speed is reached at which complia
585. the analysis The analysis must be done in accordance with the methods and procedures set forth in the Fuel Tank Flammability Assessment Method User s Manual dated May 2008 document number DOT FAA AR 05 8 incorporated by reference see 25 5 The parameters specified in sections N25 3 b and c of this appendix must be used in the fuel tank flammability exposure Monte Carlo analysis b The following parameters are defined in the Monte Carlo analysis and provided in paragraph N25 4 of this appendix 1 Cruise Ambient Temperature as defined in this appendix 2 Ground Ambient Temperature as defined in this appendix 3 Fuel Flash Point as defined in this appendix 4 Flight Length Distribution as defined in Table 2 of this appendix 5 Airplane Climb and Descent Profiles as defined in the Fuel Tank Flammability Assessment Method User s Manual dated May 2008 document number DOT FAA AR 05 8 incorporated by reference in 25 5 Origem SAR 294 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 c Parameters that are specific to the particular airplane model under evaluation that must be provided as inputs to the Monte Carlo analysis are 1 Airplane cruise altitude 2 Fuel tank quantities If fuel quantity affects fuel tank flammability inputs to the Monte Carlo analysis must be provided that represent the actual fuel quantity within the fuel tank or compartment of the fuel tank
586. the first hole to the centerline of the second hole must be 2 inches 51 mm It must also be the same distance from the centerline of the second hole to the centerline of the third hole See figure 7 A calorimeter holding frame that differs in construction is acceptable as long as the height from the centerline of the first hole to the radiant panel and the distance between holes is the same as described in this paragraph Back of Chamber Front of Chamber si 1 1 15 in Position O 4 16 ai 27 mm via connectons Position 1 N i t propane supply Position 24 oe 1 I 2 in 51 mm li 25 mm 53 dr po ee em V2in 51 mm E t 434 in 337 mm 4 Screws Figure 7 Calorimeter Holding Frame View or download PDF 9 Instrumentation Provide a calibrated recording device with an appropriate range or a computerized data acquisition system to measure and record the outputs of the calorimeter and the thermocouple The data acquisition system must be capable of recording the calorimeter output every second during calibration 10 Timing device Provide a stopwatch or other device accurate to 1 second hour to measure the time of application of the pilot burner flame c Test specimens 1 Specimen preparation Prepare and test a minimum of three test specimens If an oriented film cover material is used prepare and test both the warp and fi
587. the outside under nonemergency conditions for normal use ii Except for assisting means installed at Type C exits it must be automatically erected within 6 seconds after deployment is begun Assisting means installed at Type C exits must be automatically erected within 10 seconds from the time the opening means of the exit is actuated iii It must be of such length after full deployment that the lower end is self supporting on the ground and provides safe evacuation of occupants to the ground after collapse of one or more legs of the landing gear ANAC Origem SAR 122 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 1v It must have the capability in 25 knot winds directed from the most critical angle to deploy and with the assistance of only one person to remain usable after full deployment to evacuate occupants safely to the ground v For each system installation mockup or airplane installed five consecutive deployment and inflation tests must be conducted per exit without failure and at least three tests of each such five test series must be conducted using a single representative sample of the device The sample devices must be deployed and inflated by the system s primary means after being subjected to the inertia forces specified in 25 561 b If any part of the system fails or does not function properly during the required tests the cause of the failure or malfunction must be corrected by po
588. thermal characteristics of the fuel tank overnight temperature drop and oxygen evolution from the fuel into the ullage a Atmospheric Ambient Temperatures and Fuel Properties 1 In order to predict flammability exposure during a given flight the variation of ground ambient temperatures cruise ambient temperatures and a method to compute the transition from ground to cruise and back again must be used The variation of the ground and cruise ambient temperatures and the flash point of the fuel is defined by a Gaussian curve given by the 50 percent value and a 1 standard deviation value 2 Ambient Temperature Under the program the ground and cruise ambient temperatures are linked by a set of assumptions on the atmosphere The temperature varies with altitude following the International Standard Atmosphere ISA rate of change from the ground ambient temperature until the cruise temperature for the flight is reached Above this altitude the ambient temperature is fixed at the cruise ambient temperature This results in a variation in the upper atmospheric temperature For cold days an inversion is applied up to 10 000 feet and then the ISA rate of change is used 3 Fuel properties i For Jet A fuel the variation of flash point of the fuel is defined by a Gaussian curve given by the 50 percent value and a 1 standard deviation as shown in Table 1 of this appendix ii The flammability envelope of the fuel that must be used for the
589. throughout each of the flights being evaluated Input values for this data must be obtained from ground and flight test data or the approved FAA fuel management procedures 3 Airplane cruise mach number 4 Airplane maximum range 5 Fuel tank thermal characteristics If fuel temperature affects fuel tank flammability inputs to the Monte Carlo analysis must be provided that represent the actual bulk average fuel temperature within the fuel tank at each point in time throughout each of the flights being evaluated For fuel tanks that are subdivided by baffles or compartments bulk average fuel temperature inputs must be provided for each section of the tank Input values for these data must be obtained from ground and flight test data or a thermal model of the tank that has been validated by ground and flight test data 6 Maximum airplane operating temperature limit as defined by any limitations in the airplane flight manual 7 Airplane Utilization The applicant must provide data supporting the number of flights per day and the number of hours per flight for the specific airplane model under evaluation If there is no existing airplane fleet data to support the airplane being evaluated the applicant must provide substantiation that the number of flights per day and the number of hours per flight for that airplane model is consistent with the existing fleet data they propose to use d Fuel Tank FRM Model If FRM is used an FAA approved Mon
590. tic Takeoff Thrust Control System ATTCS Appendix J to Part 25 Emergency Evacuation Appendix K to Part 25 Extended Operations ETOPS Appendix L to Part 25 HIRF Environments and Equipment HIRF Test Levels Appendix M to Part 25 Fuel Tank System Flammability Reduction Means Appendix N TO Part 25 Fuel Tank Flammability Exposure and Reliability Analysis Authority 49 U S C 106 g 40113 44701 44702 and 44704 Source Docket No 5066 29 FR 18291 Dec 24 1964 unless otherwise noted Special Federal Aviation Regulation No 13 1 Applicability Contrary provisions of the Civil Air Regulations regarding certification notwithstanding this regulation shall provide the basis for approval by the Administrator of modifications of individual Douglas DC 3 and Lockheed L 18 airplanes subsequent to the effective date of this regulation It is not intended to waive compliance with such airworthiness requirements as are included in the operating parts of the Civil Air Regulations for specific types of operation 2 General modifications Except as modified in sections 3 and 4 of this regulation an applicant for approval of modifications to a DC 3 or L 18 airplane which result in changes in design or in changes to approved limitations shall show that the modifications were accomplished in accordance with the rules of either Part 4a or Part 4b in effect on September 1 1953 which are applicable to the modification being made Pro
591. tinue until the angle of attack is reduced to approximately that at which stall warning began d In addition to the requirement of paragraph c of this section when the speed is reduced at rates not exceeding one knot per second in straight flight with engines idling and at the center of gravity position specified in 25 103 b 5 Vsw in each normal configuration must exceed V sgby not less than three knots or three percent CAS whichever is greater e In icing conditions the stall warning margin in straight and turning flight must be sufficient to allow the pilot to prevent stalling as defined in 25 201 d when the pilot starts a recovery maneuver not less than three seconds after the onset of stall warning When demonstrating compliance with this paragraph the pilot must perform the recovery maneuver in the same way as for the airplane in non icing conditions Compliance with this requirement must be demonstrated in flight with the speed reduced at rates not exceeding one knot per second with 1 The more critical of the takeoff ice and final takeoff ice accretions defined in appendix C for each configuration used in the takeoff phase of flight 2 The en route ice accretion defined in appendix C for the en route configuration ANAC Origem SAR 50 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 3 The holding ice accretion defined in appendix C for the holding configuration s 4 The appro
592. tions and assumptions Landing gear arrangement Level landing conditions Tail down landing conditions One gear landing conditions Side load conditions Rebound landing condition Ground handling conditions Taxi takeoff and landing roll Braked roll conditions Turning Tail wheel yawing Nose wheel yaw and steering Pivoting Reversed braking Towing loads Ground load unsymmetrical loads on multiple wheel units Jacking and tie down provisions Water Loads 25 521 25 523 25 525 25 527 25 529 25 531 25 533 25 535 25 537 General Design weights and center of gravity positions Application of loads Hull and main float load factors Hull and main float landing conditions Hull and main float takeoff condition Hull and main float bottom pressures Auxiliary float loads Seawing loads Origem SAR 5 300 a ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Emergency Landing Conditions 25 561 General 25 562 Emergency landing dynamic conditions 25 563 Structural ditching provisions Fatigue Evaluation 25 571 Damage tolerance and fatigue evaluation of structure Lightning Protection 25 581 Lightning protection Subpart D Design and Construction General 25 601 General 25 603 Materials 25 605 Fabrication methods 25 607 Fasteners 25 609 Protection of structure 25 611 Accessibility provis
593. tions established under section 25 1533 must be furnished 1 Maneuvering flight load factors The posi tive maneuvering limit load factors for which the structure is proven described in terms of accelerations must be furnished RBAC n 25 Emenda n 136 3 Se for solicitada certifica o para mais de um intervalo de centro de gravidade as limita es apropriadas em rela o aos procedimentos de peso e carregamento para cada intervalo separa do de centro de gravidade d Tripula o de voo Devem ser fornecidos o n mero e as fun es da tripula o m nima de terminada segundo a se o 25 1523 e Tipos de opera o Devem ser fornecidos os tipos de opera o aprovados nos termos da se o 25 1525 f Temperaturas ambiente do ar e altitudes de opera o Devem ser fornecidos os extremos das temperaturas ambiente do ar e das altitudes de opera o estabelecidas na se o 25 1527 g Reservado h Limita es operacionais adicionais Devem ser fornecidas as limita es operacionais estabe lecidas na se o 25 1533 1 Fatores de carga de manobra em voo Devem ser fornecidos os limites positivos de fatores de carga de manobra para os quais a estrutura foi testada descritos em termos de acelera es Doc No 5066 29 FR 1891 Dec 24 1964 as amended by Amdt 25 38 41 FR 55468 Dec 20 1976 Amdt 25 42 43 FR 2323 Jan 16 1978 Amdt 25 46 43 FR 50598 Oct 30 1978
594. tivated by the pilot c The means used to activate the system must function properly throughout the ranges of takeoff weights altitudes and temperatures for which certification is requested Amdt 25 42 43 FR 2323 Jan 16 1978 Landing Gear 25 721 General a The main landing gear system must be designed so that if it fails due to overloads during takeoff and landing assuming the overloads to act in the upward and aft directions the failure mode is not likely to cause 1 For airplanes that have passenger seating configuration excluding pilots seats of nine seats or less the spillage of enough fuel from any fuel system in the fuselage to constitute a fire hazard and 2 For airplanes that have a passenger seating configuration excluding pilots seats of 10 seats or more the spillage of enough fuel from any part of the fuel system to constitute a fire hazard b Each airplane that has a passenger seating configuration excluding pilots seats of 10 seats or more must be designed so that with the airplane under control it can be landed on a paved runway with any one or more landing gear legs not extended without sustaining a structural component failure that is likely to cause the spillage of enough fuel to constitute a fire hazard c Compliance with the provisions of this section may be shown by analysis or tests or both Amdt 25 32 37 FR 3969 Feb 24 1972 25 723 Shock absorption tests a The analytical repr
595. to Vpp Mpr Any tendency to pitch roll or yaw must be mild and readily controlla ble using normal piloting techniques When the airplane is trimmed at Vmo Mmo the slope of the elevator control force versus speed curve need not be stable at speeds greater than Vrc Mrc but there must be a push force at all speeds up to Vpr Mpr and there must be no sudden or excessive reduction of elevator con trol force as Vpr Mpr is reached 4 Adequate roll capability to assure a prompt recovery from a lateral upset condition must be available at any speed up to Vpr Mpr 5 With the airplane trimmed at Vmo Mmo extension of the speedbrakes over the available range of movements of the pilot s control at all speeds above Vyo Mmo but not so high that Vpr Mpr would be exceeded during the maneu ver must not result in 1 An excessive positive load factor when the pilot does not take action to counteract the ef fects of extension ii Buffeting that would impair the pilot s abil ity to read the instruments or control the air plane for recovery or iii A nose down pitching moment unless it is small b Maximum speed for stability characteristics Vrc Mrc Vrc Mre is the maximum speed at which the requirements of paragraphs25 143 g 25 147 f 25 175 b 1 25 177 a through c and section 25 181 must be met with flaps and landing gear retracted Except as noted in para graph 25 253 c Vec Mrc may not be less than a speed midway betwe
596. to flammable fluid system components that might leak must be covered or treated to prevent the absorption of hazardous quantities of fluids Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 19 33 FR 15410 Oct 17 1968 Amdt 25 94 63 FR 8848 Feb 23 1998 25 1187 Drainage and ventilation of fire zones a There must be complete drainage of each part of each designated fire zone to minimize the hazards resulting from failure or malfunctioning of any component containing flammable fluids The drainage means must be 1 Effective under conditions expected to prevail when drainage is needed and 2 Arranged so that no discharged fluid will cause an additional fire hazard b Each designated fire zone must be ventilated to prevent the accumulation of flammable vapors c No ventilation opening may be where it would allow the entry of flammable fluids vapors or flame from other zones d Each ventilation means must be arranged so that no discharged vapors will cause an additional fire hazard e Unless the extinguishing agent capacity and rate of discharge are based on maximum air flow through a zone there must be means to allow the crew to shut off sources of forced ventilation to any fire zone except the engine power section of the nacelle and the combustion heater ventilating air ducts 25 1189 Shutoff means a Each engine installation and each fire zone specified in 25 1181 a 4 and 5 must have a
597. to identify any hazards to be considered during maintenance of the FRM These procedures must be included in the instructions for continued airworthiness ICA ANAC Origem SAR 292 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 M25 5 Reliability reporting The effects of airplane component failures on FRM reliability must be assessed on an on going basis The applicant holder must do the following a Demonstrate effective means to ensure collection of FRM reliability data The means must provide data affecting FRM reliability such as component failures b Unless alternative reporting procedures are approved by the FAA Oversight Office as defined in part 26 of this subchapter provide a report to the FAA every six months for the first five years after service introduction After that period continued reporting every six months may be replaced with other reliability tracking methods found acceptable to the FAA or eliminated if it is established that the reliability of the FRM meets and will continue to meet the exposure requirements of paragraph M25 1 of this appendix c Develop service instructions or revise the applicable airplane manual according to a schedule approved by the FAA Oversight Office as defined in part 26 of this subchapter to correct any failures of the FRM that occur in service that could increase any fuel tank s Fleet Average Flammability Exposure to more than that required by parag
598. top the lift must be installed within the lift and at each entrance to the lift 3 There must be a hatch capable of being used for evacuating persons from the lift that is openable from inside and outside the lift without tools with the lift in any position Amdt 25 53 45 FR 41593 June 19 1980 45 FR 43154 June 26 1980 Amdt 25 110 68 FR 36883 June 19 2003 25 820 Lavatory doors All lavatory doors must be designed to preclude anyone from becoming trapped inside the lavatory If a locking mechanism is installed it must be capable of being unlocked from the outside without the aid of special tools Doc No 2003 14193 69 FR 24502 May 3 2004 Ventilation and Heating 25 831 Ventilation a Under normal operating conditions and in the event of any probable failure conditions of any system which would adversely affect the ventilating air the ventilation system must be designed to provide a sufficient amount of uncontaminated air to enable the crewmembers to perform their duties without undue discomfort or fatigue and to provide reasonable passenger comfort For normal operating conditions the ventilation system must be designed to provide each occupant with an airflow containing at least 0 55 pounds of fresh air per minute ANAC Origem SAR 130 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b Crew and passenger compartment air must be free from harmful or hazardous concentrations
599. trated in flight over the acceleration range 1 1 g to 42 5 g or 2 0 g to 2 0 g and extrapolating by an acceptable method to 1 g and 42 5 g d If the procedure set forth in paragraph c 2 of this section is used to demonstrate compliance and marginal conditions exist during flight test with regard to reversal of primary longitudinal control force flight tests must be accomplished from the normal acceleration at which a marginal condition is found to exist to the applicable limit specified in paragraph b 1 of this section e During flight tests required by paragraph a of this section the limit maneuvering load factors prescribed in 25 333 b and 25 337 and the maneuvering load factors associated with probable inadvertent excursions beyond the boundaries of the buffet onset envelopes determined under 25 251 e need not be exceeded In addition the entry speeds for flight test demonstrations at normal acceleration values less than 1 g must be limited to the extent necessary to accomplish a recovery without exceeding Vpr Mpr f In the out of trim condition specified in paragraph a of this section it must be possible from an overspeed condition at Vpr Mprto produce at least 1 5 g for recovery by applying not more than 125 pounds of longitudinal control force using either the primary longitudinal control alone or the primary longitudinal control and the longitudinal trim system If the longitudinal trim is used to assist i
600. trical loads due to engine failure a The airplane must be designed for the unsymmetrical loads resulting from the failure of the critical engine Turbopropeller airplanes must be designed for the following conditions in combination with a single malfunction of the propeller drag limiting system considering the probable pilot corrective action on the flight controls 1 At speeds between V MCand V D the loads resulting from power failure because of fuel flow interruption are considered to be limit loads 2 At speeds between V MCand V C the loads resulting from the disconnection of the engine compressor from the turbine or from loss of the turbine blades are considered to be ultimate loads 3 The time history of the thrust decay and drag build up occurring as a result of the prescribed engine failures must be substantiated by test or other data applicable to the particular engine propeller combination 4 The timing and magnitude of the probable pilot corrective action must be conservatively estimated considering the characteristics of the particular engine propeller airplane combination Origem SAR 66 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 b Pilot corrective action may be assumed to be initiated at the time maximum yawing velocity is reached but not earlier than two seconds after the engine failure The magnitude of the corrective action may be based on the control forces specified in
601. tructure must be designed for the maximum vertical ground reaction combined with an aft acting drag component of not less than 25 of this maximum vertical ground reaction 2 The most severe combination of loads that are likely to arise during a lateral drift landing must be taken into account In absence of a more rational analysis of this condition the following must be investigated 1 A vertical load equal to 75 of the maximum ground reaction of 25 473 must be considered in combination with a drag and side load of 40 and 25 respectively of that vertical load ii The shock absorber and tire deflections must be assumed to be 75 of the deflection corresponding to the maximum ground reaction of 25 473 a 2 This load case need not be considered in combination with flat tires 3 The combination of vertical and drag components is considered to be acting at the wheel axle centerline Amdt 25 91 62 FR 40705 July 29 1997 Amdt 25 91 62 FR 45481 Aug 27 1997 25 481 Tail down landing conditions a In the tail down attitude the airplane is assumed to contact the ground at forward velocity components ranging from Vito Vi parallel to the ground under the conditions prescribed in 25 473 with 1 V Liequal to V So TAS at the appropriate landing weight and in standard sea level conditions and 2 V Loequal to V So TAS at the appropriate landing weight and altitudes in a hot day temperature of 41 degrees F above stand
602. ts Thermal Acoustic insulation materials Cargo compartment classification Cargo or baggage compartment smoke or fire detection systems Combustion heater fire protection Flammable fluid fire protection Fire protection of flight controls engine mounts and other flight structure Fire protection other components Fire protection systems Miscellaneous 25 871 25 875 25 899 General 25 901 25 903 25 904 25 905 25 907 25 925 25 929 25 933 25 934 25 937 25 939 25 941 25 943 25 945 Leveling means Reinforcement near propellers Electrical bonding and protection against static electricity Subpart E Powerplant Installation Engines Automatic takeoff thrust control system ATTCS Propellers Propeller vibration and fatigue Propeller clearance Propeller deicing Reversing systems Turbojet engine thrust reverser system tests Turbopropeller drag limiting systems Turbine engine operating characteristics Inlet engine and exhaust compatibility Negative acceleration Thrust or power augmentation system Fuel System 25 951 25 952 25 953 25 954 25 955 25 957 25 959 25 961 25 963 25 965 General Fuel system analysis and test Fuel system independence Fuel system lightning protection Fuel flow Flow between interconnected tanks Unusable fuel supply Fuel system hot weather operation Fuel t
603. ts must be vibration tested while mounted to simulate the actual installation 2 Except as specified in paragraph b 4 of this section the tank assembly must be vibrated for 25 hours at an amplitude of not less than1 32of an inch unless another amplitude is substantiated while2 3filled with water or other suitable test fluid 3 The test frequency of vibration must be as follows 1 If no frequency of vibration resulting from any r p m within the normal operating range of engine speeds is critical the test frequency of vibration must be 2 000 cycles per minute 11 If only one frequency of vibration resulting from any r p m within the normal operating range of engine speeds is critical that frequency of vibration must be the test frequency iii If more than one frequency of vibration resulting from any r p m within the normal operating range of engine speeds is critical the most critical of these frequencies must be the test frequency 4 Under paragraphs b 3 11 and iii of this section the time of test must be adjusted to accomplish the same number of vibration cycles that would be accomplished in 25 hours at the frequency specified in paragraph b 3 1 of this section 5 During the test the tank assembly must be rocked at the rate of 16 to 20 complete cycles per minute through an angle of 15 on both sides of the horizontal 30 total about the most critical axis for 25 hours If motion about more than one axis is l
604. ty of the rafts must accommodate all occupants of the airplane in the event of a loss of one raft of the largest rated capacity and 2 Each raft must have a trailing line and must have a static line designed to hold the raft near the airplane but to release it if the airplane becomes totally submerged c Approved survival equipment must be attached to each liferaft d There must be an approved survival type emergency locator transmitter for use in one life raft e For airplanes not certificated for ditching under 25 801 and not having approved life preservers there must be an approved flotation means for each occupant This means must be within easy reach of each seated occupant and must be readily removable from the airplane Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 29 36 FR 18722 Sept 21 1971 Amdt 25 50 45 FR 38348 June 9 1980 Amdt 25 72 55 FR 29785 July 20 1990 Amdt 25 82 59 FR 32057 June 21 1994 25 1419 Ice protection If the applicant seeks certification for flight in icing conditions the airplane must be able to safely operate in the continuous maximum and intermittent maximum icing conditions of appendix C To establish this a An analysis must be performed to establish that the ice protection for the various components of the airplane is adequate taking into account the various airplane operational configurations and b To verify the ice protection analysis to check for ici
605. type certificates and changes to those certificates for transport category airplanes b Each person who applies under Part 21 for such a certificate or change must show compliance with the applicable requirements in this part 25 2 Special retroactive requirements The following special retroactive requirements are applicable to an airplane for which the regulations referenced in the type certificate predate the sections specified below a Irrespective of the date of application each applicant for a supplemental type certificate or an amendment to a type certificate involving an increase in passenger seating capacity to a total greater than that for which the airplane has been type certificated must show that the airplane concerned meets the requirements of 1 Sections 25 721 d 25 783 g 25 785 c 25 803 c 2 through 9 25 803 d and e 25 807 a c and d 25 809 f and h 25 811 25 812 25 813 a b and c 25 815 25 817 25 853 a and b 25 855 a 25 993 f and 25 1359 c in effect on October 24 1967 and 2 Sections 25 803 b and 25 803 c 1 in effect on April 23 1969 b Irrespective of the date of application each applicant for a supplemental type certificate or an amendment to a type certificate for an airplane manufactured after October 16 1987 must show that the airplane meets the requirements of 25 807 c 7 in effect on July 24 1989 c Compliance with subsequent revisions to the
606. uctural failure h Each shutoff valve must have a means to relieve excessive pressure accumulation unless a means for pressure relief is otherwise provided in the system Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5677 Apr 8 1970 Amdt 25 57 49 FR 6849 Feb 23 1984 25 1191 Firewalls a Each engine auxiliary power unit fuel burning heater other combustion equipment intended for operation in flight and the combustion turbine and tailpipe sections of turbine engines must be isolated from the rest of the airplane by firewalls shrouds or equivalent means b Each firewall and shroud must be 1 Fireproof 2 Constructed so that no hazardous quantity of air fluid or flame can pass from the compartment to other parts of the airplane 3 Constructed so that each opening is sealed with close fitting fireproof grommets bushings or firewall fittings and 4 Protected against corrosion 25 1192 Engine accessory section diaphragm For reciprocating engines the engine power section and all portions of the exhaust system must be isolated from the engine accessory compartment by a diaphragm that complies with the firewall requirements of 25 1191 Amdt 25 23 35 FR 5678 Apr 8 1970 25 1193 Cowling and nacelle skin a Each cowling must be constructed and supported so that it can resist any vibration inertia and air load to which it may be subjected in operation b
607. uirements of 25 203 with 1 Flaps landing gear and deceleration devices in any likely combination of positions approved for operation 2 Representative weights within the range for which certification is requested 3 The most adverse center of gravity for recovery and 4 The airplane trimmed for straight flight at the speed prescribed in 25 103 b 6 c The following procedures must be used to show compliance with 25 203 1 Starting at a speed sufficiently above the stalling 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 one knot per second until the airplane is stalled 2 In addition for turning flight stalls apply the longitudinal control to achieve airspeed deceleration rates up to 3 knots per second 3 As soon as the airplane is stalled recover by normal recovery techniques d The 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 1 A nose down pitch that cannot be readily arrested 2 Buffeting of a magnitude and severity that is a strong and effective deterrent to further speed reduction or 3 The pitch control reaches the aft stop and no further increase in pitch attitude occurs when the control
608. ult in a fire caused by impingement of the fluids or vapors on any part of the exhaust system including shields for the exhaust system c Each component that hot exhaust gases could strike or that could be subjected to high temperatures from exhaust system parts must be fireproof All exhaust system components must be separated by fireproof shields from adjacent parts of the airplane that are outside the engine and auxiliary power unit compartments Origem SAR 160 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 d No exhaust gases may discharge so as to cause a fire hazard with respect to any flammable fluid vent or drain e No exhaust gases may discharge where they will cause a glare seriously affecting pilot vision at night f Each exhaust system component must be ventilated to prevent points of excessively high temperature g Each exhaust shroud must be ventilated or insulated to avoid during normal operation a temperature high enough to ignite any flammable fluids or vapors external to the shroud Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 40 42 FR 15043 Mar 17 1977 25 1123 Exhaust piping For powerplant and auxiliary power unit installations the following apply a Exhaust piping must be heat and corrosion resistant and must have provisions to prevent failure due to expansion by operating temperatures b Piping must be supported to withstand any vi
609. unction conditions of each component whose operation failure or malfunction could increase the temperature inside the tank 3 Demonstrating that an ignition source could not result from each single failure from each single failure in combination with each latent failure condition not shown to be extremely remote and from all combinations of failures not shown to be extremely improbable The effects of manufacturing variability aging wear corrosion and likely damage must be considered b Except as provided in paragraphs b 2 and c of this section no fuel tank Fleet Average Flammability Exposure on an airplane may exceed three percent of the Flammability Exposure Evaluation Time FEET as defined in Appendix N of this part or that of a fuel tank within the wing of the airplane model being evaluated whichever is greater If the wing is not a conventional unheated aluminum wing the analysis must be based on an assumed Equivalent Conventional Unheated Aluminum Wing Tank 1 Fleet Average Flammability Exposure is determined in accordance with Appendix N of this part The assessment must be done in accordance with the methods and procedures set forth in the Fuel Tank Flammability Assessment Method User s Manual dated May 2008 document number DOT FAA AR 05 8 incorporated by reference see 25 5 2 Any fuel tank other than a main fuel tank on an airplane must meet the flammability exposure criteria of Appendix M to this part if any porti
610. ure 1B of this part IV The total air flow to the equipment is approximately 04 m seconds The stop on the vertical specimen holder rod must be adjusted so that the exposed surface of the specimen is positioned 3 9 inches 100 mm from the entrance when injected into the environmental chamber 4 The specimen must be placed in the hold chamber with the radiation doors closed The airtight outer door must be secured and the recording devices must be started The specimen must be retained in the hold chamber for 60 seconds plus or minus 10 seconds before injection The thermopile zero value must be determined during the last 20 seconds of the hold period The sample must not be injected before completion of the zero value determination 5 When the specimen is to be injected the radiation doors must be opened After the specimen is injected into the environmental chamber the radiation doors must be closed behind the specimen 6 Reserved 7 Injection of the specimen and closure of the inner door marks time zero A record of the thermopile output with at least one data point per second must be made during the time the specimen is in the environmental chamber 8 The test duration is five minutes The lower pilot burner and the upper pilot burner must remain lighted for the entire duration of the test except that there may be intermittent flame extinguishment for periods that do not exceed 3 seconds Furthermore if the optional t
611. us power However if there is an auxiliary control independent of the main jettisoning control the system may be designed to jettison the remaining fuel by means of the auxiliary jettisoning control f For turbine engine powered airplanes means must be provided to prevent jettisoning the fuel in the tanks used for takeoff and landing below the level allowing climb from sea level to 10 000 feet and thereafter allowing 45 minutes cruise at a speed for maximum range However if there is an auxiliary control independent of the main jettisoning control the system may be designed to jettison the remaining fuel by means of the auxiliary jettisoning control g The fuel jettisoning valve must be designed to allow flight personnel to close the valve during any part of the jettisoning operation h Unless it is shown that using any means including flaps slots and slats for changing the airflow across or around the wings does not adversely affect fuel jettisoning there must be a placard adjacent to the jettisoning control to warn flight crewmembers against jettisoning fuel while the means that change the airflow are being used 1 The fuel jettisoning system must be designed so that any reasonably probable single malfunction in the system will not result in a hazardous condition due to unsymmetrical jettisoning of or inability to jettison fuel Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 18 33 FR 12226 Aug 30 1968 Amd
612. used to pro vide the view required by paragraph b 1 of this section must cause the loss of that view by both pilots in the specified precipitation condi tions 3 The first pilot must have a window that 25 773 Visibilidade da cabine de pilotagem a Condi es sem precipita o Para condi es de opera o sem precipita o o seguinte se aplica 1 Cada cabine de pilotagem deve ser organi zada para dar aos pilotos uma visibilidade sufi cientemente ampla clara e sem distor es que lhes permita executar com seguran a quaisquer manobras dentro das limita es operacionais do avi o incluindo taxi decolagem aproxima o e pouso 2 Cada cabine de pilotagem deve estar livre de brilho e reflexos que possam interferir com as fun es normais da tripula o m nima de voo estabelecida pela se o 25 1523 deste RBAC Isso deve ser demonstrado em ensaios em voo diurnos e noturnos em condi es de opera o sem precipita o b Condi es com precipita o Para condi es de opera o com precipita o o seguinte se aplica 1 O avi o deve ter um meio de manter uma parte clara do para brisa durante condi es de opera o com precipita o suficiente para am bos os pilotos terem uma visibilidade suficien temente ampla ao longo do trajeto de voo em atitudes de voo normais do avi o Este meio deve ser projetado para funcionar sem aten o cont nua por parte da tripula o sob
613. ust heat exchangers Exhaust driven turbo superchargers Powerplant Controls and Accessories 25 1141 Powerplant controls general RBAC n 25 Emenda n 136 Origem SAR i 46 ANAC 9 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 25 1142 25 1143 25 1145 25 1147 25 1149 25 1153 25 1155 25 1157 25 1159 25 1161 25 1163 25 1165 25 1167 Emenda n 136 Auxiliary power unit controls Engine controls Ignition switches Mixture controls Propeller speed and pitch controls Propeller feathering controls Reverse thrust and propeller pitch settings below the flight regime Carburetor air temperature controls Supercharger controls Fuel jettisoning system controls Powerplant accessories Engine ignition systems Accessory gearboxes Powerplant Fire Protection 25 1181 25 1182 25 1183 25 1185 25 1187 25 1189 25 1191 25 1192 25 1193 25 1195 25 1197 25 1199 25 1201 25 1203 25 1207 General 25 1301 25 1303 25 1305 25 1307 25 1309 25 1310 25 1316 25 1317 Designated fire zones regions included Nacelle areas behind firewalls and engine pod attaching structures containing flamma ble fluid lines Flammable fluid carrying components Flammable fluids Drainage and ventilation of fire zones Shutoff means Firewalls Engine accessory section diaphragm Cowling
614. ust meet the requirements of paragraph f of this section The following relation must be assumed ty I t dt _ we 0 2 t t where e effective intensity candles I t instantaneous intensity as a function of time t 2 t 1 flash time interval seconds Normally the maximum value of effective intensity is obtained when t 2and t lare chosen so that the effective intensity is equal to the instantaneous intensity at t 2and f 1 f Minimum effective intensities for anticollision lights Each anticollision light effective intensity must equal or exceed the applicable values in the following table Angle above or below the horizontal plane Effective intensity candles 0 to 5 400 5 to 10 240 10 to 20 80 20 to 30 40 Origem SAR 188 300 9 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 30 to 75 20 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 27 36 FR 12972 July 10 1971 Amdt 25 41 42 FR 36970 July 18 1977 25 1403 Wing icing detection lights Unless operations at night in known or forecast icing conditions are prohibited by an operating limitation a means must be provided for illuminating or otherwise determining the formation of ice on the parts of the wings that are critical from the standpoint of ice accumulation Any illumination that is used must be of a type that will not cause glare
615. ut need not be less than 15 degrees and r y ratio of the lateral distance between the center of gravity and the plane of symmetry of the float to the radius of gyration in roll c Bow loading The resultant limit load must be applied in the plane of symmetry of the float at a point one fourth of the distance from the bow to the step and must be perpendicular to the tangent to the keel line at that point The magnitude of the resultant load is that specified in paragraph b of this section d Unsymmetrical step loading The resultant water load consists of a component equal to 0 75 times the load specified in paragraph a of this section and a side component equal to 3 25 tan B times the load specified in paragraph b of this section The side load must be applied perpendicularly to the plane of symmetry of the float at a point midway between the keel and the chine e Unsymmetrical bow loading The resultant water load consists of a component equal to 0 75 times the load specified in paragraph b of this section and a side component equal to 0 25 tan B times the load specified in paragraph c of this section The side load must be applied perpendicularly to the plane of symmetry at a point midway between the keel and the chine f Immersed float condition The resultant load must be applied at the centroid of the cross section of the float at a point one third of the distance from the bow to the step The limit load components are as follows
616. uvering load factors a Except where limited by maximum static lift coefficients the airplane is assumed to be subjected to symmetrical maneuvers resulting in the limit maneuvering load factors prescribed in this section Pitching velocities appropriate to the corresponding pull up and steady turn maneuvers must be taken into account b The positive limit maneuvering load factor n for any speed up to Vn may not be less than 2 1 24 000 W 410 000 except that n may not be less than 2 5 and need not be greater than 3 8 where W is the design maximum takeoff weight c The negative limit maneuvering load factor 1 May not be less than 1 0 at speeds up to V C and 2 Must vary linearly with speed from the value at V Cto zero at V D d Maneuvering load factors lower than those specified in this section may be used if the airplane has design features that make it impossible to exceed these values in flight Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5672 Apr 8 1970 25 341 Gust and turbulence loads a Discrete Gust Design Criteria The airplane is assumed to be subjected to symmetrical vertical and lateral gusts in level flight Limit gust loads must be determined in accordance with the provisions 1 Loads on each part of the structure must be determined by dynamic analysis The analysis must take into account unsteady aerodynamic characteristics and all significant structural degrees o
617. vative manner considering the airplane inertia forces In computing the tail loads the yawing velocity may be assumed to be zero a With the airplane in unaccelerated flight at zero yaw it is assumed that the cockpit rudder control is suddenly displaced to achieve the resulting rudder deflection as limited by 1 The control system on control surface stops or 2 A limit pilot force of 300 pounds from Vycto Vaand 200 pounds from Vc Mcto Vp Mp with a linear variation between Vaand Vc Mc b With the cockpit rudder control deflected so as always to maintain the maximum rudder deflection available within the limitations specified in paragraph a of this section it is assumed that the airplane yaws to the overswing sideslip angle c With the airplane yawed to the static equilibrium sideslip angle it is assumed that the cockpit rudder control is held so as to achieve the maximum rudder deflection available within the limitations specified in paragraph a of this section d With the airplane yawed to the static equilibrium sideslip angle of paragraph c of this section it is assumed that the cockpit rudder control is suddenly returned to neutral ANAC Origem SAR 64 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Amdt 25 91 62 FR 40704 July 29 1997 Supplementary Conditions 25 361 Engine torque a Each engine mount and its supporting structure must be designed for the effects of
618. ve as portas do alo jamento do trem de pouso devem ser projetados para suportar as cargas de voo que ocorrem com o trem de pouso na posi o estendida em qual quer velocidade at 0 67 Vc a menos que haja outros meios para desacelerar o avi o em voo nesta velocidade 3 Portas do trem de pouso seu mecanismo de opera o e suas estruturas de suporte devem ser projetados para as manobras de guinada prescri tas para o avi o em combina o com as condi es de velocidade aerodin mica e fator de car ga determinadas nos par grafos a 1 e 2 des ta se o b Trava do trem de pouso Deve existir um meio confi vel para manter o trem de pouso estendido em voo e em solo Deve existir um meio confi vel para manter o trem de pouso e as portas na posi o correta retra da em voo a me nos que possa ser demonstrado que a extens o do trem de pouso ou das portas ou o voo com o trem de pouso ou as portas estendidos em qual Origem SAR 6 ANAC 101 300 Data da emiss o 7 de fevereiro de 2014 gear in the event of 1 Any reasonably probable failure in the nor mal retraction system or 2 The failure of any single source of hydraulic electric or equivalent energy supply d Operation test The proper functioning of the retracting mechanism must be shown by opera tion tests e Position indicator and warning device If a retractable landing gear is used there must be a landing gear position in
619. vent degradation of the performance and reliability of any means provided according to paragraphs a or c of this section These CDCCL inspections and procedures must be included in the Airworthiness Limitations section of the instructions for continued airworthiness required by 25 1529 Visible means of identifying critical features of the design must be placed in areas of the airplane where foreseeable maintenance actions repairs or alterations may compromise the critical design configuration control limitations e g color coding of wire to identify separation limitation These visible means must also be identified as CDCCL Doc No 1999 6411 66 FR 23129 May 7 2001 as amended at Doc No FAA 2005 22997 73 FR 42494 July 21 2008 Fuel System Components 25 991 Fuel pumps a Main pumps Each fuel pump required for proper engine operation or required to meet the fuel system requirements of this subpart other than those in paragraph b of this section is a main pump For each main pump provision must be made to allow the bypass of each positive displacement fuel pump other than a fuel injection pump a pump that supplies the proper flow and pressure for fuel injection when the injection is not accomplished in a carburetor approved as part of the engine b Emergency pumps There must be emergency pumps or another main pump to feed each engine immediately after failure of any main pump other than a fuel injection pump appr
620. vided That an applicant may elect to accomplish a modification in Origem SAR A N AC 13 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 accordance with the rules of Part 4b in effect on the date of application for the modification in lieu of Part 4a or Part 4b as in effect on September 1 1953 And provided further That each specific modification must be accomplished in accordance with all of the provisions contained in the elected rules relating to the particular modification 3 Specific conditions for approval An applicant for any approval of the following specific changes shall comply with section 2 of this regulation as modified by the applicable provisions of this section a Increase in take off power limitation 1 200 to 1 350 horsepower The engine take off power limitation for the airplane may be increased to more than 1 200 horsepower but not to more than 1 350 horsepower per engine if the increase in power does not adversely affect the flight characteristics of the airplane b Increase in take off power limitation to more than 1 350 horsepower The engine take off power limitation for the airplane may be increased to more than 1 350 horsepower per engine if compliance is shown with the flight characteristics and ground handling requirements of Part 4b c Installation of engines of not more than 1 830 cubic inches displacement and not having a certificated take off rating of more than 1 350 horsepow
621. vity 3 The airplane trimmed for approach with all engines operating 4 The most favorable weight or at the option of the applicant as a function of weight 5 For propeller airplanes the propeller of the inoperative engine in the position it achieves without pilot action assuming the engine fails while at the power or thrust necessary to maintain a three degree approach path angle and 6 Go around power or thrust setting on the operating engine s g For airplanes with three or more engines Vmcr 2 the minimum control speed during approach and landing with one critical engine inoperative is the calibrated airspeed at which when a second critical engine is suddenly made inoperative it is possible to maintain control of the airplane with both engines still inoperative and maintain straight flight with an angle of bank of not more than 5 degrees Vcr must be established with 1 The airplane in the most critical configuration or at the option of the applicant each configuration for approach and landing with one critical engine inoperative 2 The most unfavorable center of gravity 3 The airplane trimmed for approach with one critical engine inoperative 4 The most unfavorable weight or at the option of the applicant as a function of weight 5 For propeller airplanes the propeller of the more critical inoperative engine in the position it achieves without pilot action assuming the engine fails while at the power
622. vity locations are furnished e Information must be furnished that indicates that when the fuel quantity indicator reads zero in level flight any fuel remaining in the fuel tank cannot be used safely in flight f Information on the total quantity of usable fuel for each fuel tank must be furnished Doc No 2000 8511 66 FR 34024 June 26 2001 25 1587 Performance information a Each Airplane Flight Manual must contain information to permit conversion of the indicated temperature to free air temperature if other than a free air temperature indicator is used to comply with the requirements of 25 1303 a 1 b Each Airplane Flight Manual must contain the performance information computed under the applicable provisions of this part including 25 115 25 123 and 25 125 for the weights altitudes temperatures wind components and runway gradients as applicable within the operational limits of the airplane and must contain the following 1 In each case the conditions of power configuration and speeds and the procedures for handling the airplane and any system having a significant effect on the performance information 2 Vsrdetermined in accordance with 25 103 3 The following performance information determined by extrapolation and computed for the range of weights between the maximum landing weight and the maximum takeoff weight 1 Climb in the landing configuration ii Climb in the approach configuration
623. when either static pressure source is selected is not changed by the other static pressure source being open or blocked Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 5 30 FR 8261 June 29 1965 Amdt 25 12 32 FR 7587 May 24 1967 Amdt 25 41 42 FR 36970 July 18 1977 Amdt 25 108 67 FR 70828 Nov 26 2002 25 1326 Pitot heat indication systems If a flight instrument pitot heating system is installed an indication system must be provided to indicate to the flight crew when that pitot heating system is not operating The indication system must comply with the following requirements a The indication provided must incorporate an amber light that is in clear view of a flight crewmember b The indication provided must be designed to alert the flight crew if either of the following conditions exist 1 The pitot heating system is switched off 2 The pitot heating system is switched on and any pitot tube heating element is inoperative Amdt 25 43 43 FR 10339 Mar 13 1978 25 1327 Magnetic direction indicator Origem SAR 6 UT 178 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 a Each magnetic direction indicator must be installed so that its accuracy is not excessively affected by the airplane s vibration or magnetic fields b The compensated installation may not have a deviation in level flight greater than 10 degrees on any heading
624. which compliance with each applicable flight requirement is shown 25 29 Empty weight and corresponding center of gravity a The empty weight and corresponding center of gravity must be determined by weighing the airplane with 1 Fixed ballast 2 Unusable fuel determined under 25 959 and 3 Full operating fluids including i Oil 11 Hydraulic fluid and Origem SAR 25 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 iii Other fluids required for normal operation of airplane systems except potable water lavatory precharge water and fluids intended for injection in the engine b The condition of the airplane at the time of determining empty weight must be one that is well defined and can be easily repeated Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 42 43 FR 2320 Jan 16 1978 Amdt 25 72 55 FR 29774 July 20 1990 25 31 Removable ballast Removable ballast may be used on showing compliance with the flight requirements of this subpart 25 33 Propeller speed and pitch limits a The propeller speed and pitch must be limited to values that will ensure 1 Safe operation under normal operating conditions and 2 Compliance with the performance requirements of 25 101 through 25 125 b There must be a propeller speed limiting means at the governor It must limit the maximum possible governed engine speed to a value not exceedin
625. with all engines operating but without the use of standby power must reflect a conservatively greater overall level of performance than the one engine inoperative takeoff path established in accordance with paragraph a of this section The margin must be established by the Administrator to insure safe day to day operations but in no case may it be less than 15 percent The all engines operating takeoff path must be determined by a procedure consistent with that established in complying with paragraph a of this section d For reciprocating engine powered airplanes the takeoff path to be scheduled in the Airplane Flight Manual must represent the one engine operative takeoff path determined in accordance with paragraph a of this section and modified to reflect the procedure see paragraph 6 established by the applicant for flap retraction and attainment of the en route speed The scheduled takeoff path must have a positive slope at all points of the airborne portion and at no point must it lie above the takeoff path specified in paragraph a of this section 3 Takeoff distance The takeoff distance must be the horizontal distance along the one engine inoperative take off path determined in accordance with paragraph 2 a from the start of the takeoff to the point where the airplane attains a height of 50 feet above the takeoff surface for reciprocating engine powered airplanes and a height of 35 feet above the takeoff surface for turbine pow
626. wn Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 38 41 FR 55468 Dec 20 1976 Amdt 25 72 55 FR 29786 July 20 1990 Amdt 25 92 63 FR 8321 Feb 18 1998 25 1535 ETOPS approval Except as provided in 25 3 each applicant seeking ETOPS type design approval must comply with the provisions of Appendix K of this part Doc No FAA 2002 6717 72 FR 1873 Jan 16 2007 Origem SAR 6 ENAC 202 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Markings and Placards 25 1541 General a The airplane must contain 1 The specified markings and placards and 2 Any additional information instrument markings and placards required for the safe operation 1f there are unusual design operating or handling characteristics b Each marking and placard prescribed in paragraph a of this section 1 Must be displayed in a conspicuous place and 2 May not be easily erased disfigured or obscured 25 1543 Instrument markings general For each instrument a When markings are on the cover glass of the instrument there must be means to maintain the correct alignment of the glass cover with the face of the dial and b Each instrument marking must be clearly visible to the appropriate crewmember Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 72 55 FR 29786 July 20 1990 25 1545 Airspeed limitation information The airspeed li
627. ximum continuous thrust or power using the same engine iv Flights under non normal conditions to validate the flightcrew s ability to safely conduct an ETOPS diversion with worst case ETOPS significant system failures or malfunctions that could occur in service v Diversions to airports that represent airports of the types used for ETOPS diversions vi Repeated exposure to humid and inclement weather on the ground followed by a long duration flight at normal cruise altitude Origem SAR 288 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 The airplane demonstration flight test program must validate the adequacy of the airplane s flying qualities and performance and the flightcrew s ability to safely conduct an ETOPS diversion under the conditions specified in section K25 3 2 d 1 of this appendix 3 During the airplane demonstration flight test program each test airplane must be operated and maintained using the applicant s recommended operating and maintenance procedures 4 At the completion of the airplane demonstration each ETOPS significant system must undergo an on wing inspection or test in accordance with the tasks defined in the proposed Instructions for Continued Airworthiness to establish its condition for continued safe operation Each engine must also undergo a gas path inspection These inspections must be conducted in a manner to identify abnormal conditions that could result i
628. xto do regulamento adotado na forma do Ap ndice A I por meio de emendas a este RBAC d Emenda deste RBAC Especificamente para este RBAC a indica o de sua emenda tamb m atrav s da ado o da emenda do regulamento adotado e republicado no Ap ndice A I deste RBAC seguindo portan to a indica o da emenda do regulamento adotado e indicado no par grafo a desta se o O rigem SAR 2 300 6 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 AP NDICE A I DO RBAC 25 REPUBLICA O DO 14 CFR PART 25 EMENDA 25 136 ADOTADO PELO RBAC 25 Title 14 Aeronautics and Space PART 25 AIRWORTHINESS STANDARDS TRANSPORT CATEGORY AIRPLANES Special Federal Aviation Regulation No 13 Special Federal Aviation Regulation No 109 Subpart A General 25 1 Applicability 25 2 Special retroactive requirements 25 3 Special provisions for ETOPS type design approvals 25 5 Incorporations by reference Subpart B Flight General 25 21 Proof of compliance 25 23 Load distribution limits 25 25 Weight limits 25 27 Center of gravity limits 25 29 Empty weight and corresponding center of gravity 25 31 Removable ballast 25 33 Propeller speed and pitch limits Performance 25 101 General 25 103 Stall speed 25 105 Takeoff 25 107 Takeoff speeds 25 109 Accelerate stop distance 25 111 Takeoff path 25 113 Takeoff distance and takeoff run
629. y control The inspections must meet approved specifications Paragraphs c and d of this section apply to any structural castings except castings that are pressure tested as parts of hydraulic or other fluid systems and do not support structural loads b Bearing stresses and surfaces The casting factors specified in paragraphs c and d of this section 1 Need not exceed 1 25 with respect to bearing stresses regardless of the method of inspection used and 2 Need not be used with respect to the bearing surfaces of a part whose bearing factor is larger than the applicable casting factor c Critical castings For each casting whose failure would preclude continued safe flight and landing of the airplane or result in serious injury to occupants the following apply 1 Each critical casting must 1 Have a casting factor of not less than 1 25 and O ANAC Origem SAR 92 300 Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 11 Receive 100 percent inspection by visual radiographic and magnetic particle or penetrant inspection methods or approved equivalent nondestructive inspection methods 2 For each critical casting with a casting factor less than 1 50 three sample castings must be static tested and shown to meet 1 The strength requirements of 25 305 at an ultimate load corresponding to a casting factor of 1 25 and 11 The deformation requirements of 25 305 at a load of 1 15 times t
630. y must be equipped with a smoke detector system or equivalent that provides a warning light in the cockpit or provides a warning light or audible warning in the passenger cabin that would be readily detected by a flight attendant and b Each lavatory must be equipped with a built in fire extinguisher for each disposal receptacle for towels paper or waste located within the lavatory The extinguisher must be designed to discharge automatically into each disposal receptacle upon occurrence of a fire in that receptacle Amdt 25 74 56 FR 15456 Apr 16 1991 25 855 Cargo or baggage compartments For each cargo or baggage compartment the following apply a The compartment must meet one of the class requirements of 25 857 b Class B through Class E cargo or baggage compartments as defined in 25 857 must have a liner and the liner must be separate from but may be attached to the airplane structure c Ceiling and sidewall liner panels of Class C compartments must meet the test requirements of part III of appendix F of this part or other approved equivalent methods d All other materials used in the construction of the cargo or baggage compartment must meet the applicable test criteria prescribed in part I of appendix F of this part or other approved equivalent methods e No compartment may contain any controls lines equipment or accessories whose damage or failure would affect safe operation unless those items are prote
631. y of the major propulsive units between normal inspections or overhauls b For each powerplant 1 The installation must comply with i The installation instructions provided under 33 5 and 35 3 of this chapter and ii The applicable provisions of this subpart 2 The components of the installation must be constructed arranged and installed so as to ensure their continued safe operation between normal inspections or overhauls 3 The installation must be accessible for necessary inspections and maintenance and 4 The major components of the installation must be electrically bonded to the other parts of the airplane c For each powerplant and auxiliary power unit installation it must be established that no single failure or malfunction or probable combination of failures will jeopardize the safe operation of the airplane except that the failure of structural elements need not be considered if the probability of such failure is extremely remote d Each auxiliary power unit installation must meet the applicable provisions of this subpart Origem SAR 140 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 Doc No 5066 29 FR 18291 Dec 24 1964 as amended by Amdt 25 23 35 FR 5676 Apr 8 1970 Amdt 25 40 42 FR 15042 Mar 17 1977 Amdt 25 46 43 FR 50597 Oct 30 1978 Amdt No 25 126 73 FR 63345 Oct 24 2008 25 903 Engines a Engine type certificate 1 Each
632. zardous quantity of smoke flames or extinguishing agent will enter any compartment occupied by the crew or passengers 3 There is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station c Class C A Class C cargo or baggage compartment is one not meeting the requirements for either a Class A or B compartment but in which 1 There is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station 2 There is an approved built in fire extinguishing or suppression system controllable from the cockpit 3 There are means to exclude hazardous quantities of smoke flames or extinguishing agent from any compartment occupied by the crew or passengers 4 There are means to control ventilation and drafts within the compartment so that the extinguishing agent used can control any fire that may start within the compartment d Reserved e Class E A Class E cargo compartment is one on airplanes used only for the carriage of cargo and in which 1 Reserved Origem SAR 136 300 ANAC Data da emiss o 7 de fevereiro de 2014 RBAC n 25 Emenda n 136 2 There is a separate approved smoke or fire detector system to give warning at the pilot or flight engineer station 3 There are means to shut off the ventilating airflow to or within the compartment and the controls for these means are accessible to t

REGULAMENTO BRASILEIRO DA AVIAÇÃO CIVIL RBAC nº

Contents

Download Pdf Manuals

Related Search

Related Contents

REGULAMENTO BRASILEIRO DA AVIA&Ccedil;&Atilde;O CIVIL RBAC n&ordm;

Contents

Download Pdf Manuals

Related Search

Related Contents

REGULAMENTO BRASILEIRO DA AVIAÇÃO CIVIL RBAC nº