DOU 01/11/2024 - Diário Oficial da União - Brasil

TEXTO OFICIAL · ÍNTEGRA

Documento assinado digitalmente conforme MP nº 2.200-2 de 24/08/2001, que institui a Infraestrutura de Chaves Públicas Brasileira - ICP-Brasil. Este documento pode ser verificado no endereço eletrônico http://www.in.gov.br/autenticidade.html, pelo código 05152024110100241 241 Nº 212, sexta-feira, 1 de novembro de 2024 ISSN 1677-7042 Seção 1 (b) The applicant must determine climb performance accounting after a critical change of thrust. (c) The applicant must determine the performance accordingly for the appropriate sources of lift applicable to the condition defined in EVE.2105(g). EVE.2130 - Landing. The applicant must determine the following, for the critical combinations of weight, altitudes and temperatures within the operational limits: (a) The approach, transition and landing speeds and procedures, which allow a pilot of average skill to land within the published landing performance consistently and without causing damage or injury, and which allow for a safe transition to the balked landing conditions of these airworthiness criteria accounting for: (1) All sources of lift for each approach and landing flight path for which certification is sought; and (2) Any minimum or maximum speed safety margins. (b) For aircraft approved for essential performance, the applicant must determine the landing performance from a safe height above the landing surface. Additionally, the aircraft must perform a continued safe flight and landing according to EVE.2105(f) at any point along the approach flight path. (c) For aircraft approved for increased performance, the applicant must determine the landing performance from a safe height above the landing surface so that, following a critical change of thrust that occurs: (1) Prior to reaching the landing decision point, the aircraft can- (i) Land and stop safely on the landing surface; or (ii) Transition to the balked landing condition established in EVE.2120(d)(1) and perform a continued safe flight and landing according to EVE.2105(f). (2) After passing the landing decision point, the aircraft can- (i) Land and stop safely on the landing surface. FLIGHT CHARACTERISTICS EVE.2135 - Controllability (a) The aircraft must be controllable and maneuverable, without requiring exceptional piloting skill, alertness, or strength, within the approved flight envelope: (1) At all loading conditions for which certification is requested; (2) During all phases of flight while using applicable sources of lift; (3) With flight control or propulsion systems failures, in a complementary approach to the airworthiness criteria EVE.2510 for handling qualities aspects evaluation; (4) During configuration changes; (5) In all degraded flight control and propulsion systems operating modes not shown to be extremely improbable; (6) In thrust-borne operation, and must be controllable in wind velocities from zero to at least 17 knots from any azimuth angle; and (7) The aircraft must be able to safely complete a landing using the steepest approach gradient procedures. (b) The applicant must determine critical control parameters, such as limited control power margins, and if applicable, account for those parameters in appropriate operating limitations. (c) It must be possible to make a smooth transition from one flight condition to another (changes in configuration and in source of lift and phase of flight) without exceeding the approved flight envelope. (d) Operation of features that protect the aircraft against loss of control, or exceeding critical limits, must not adversely affect flight characteristics in aircraft response to inceptor inputs, unsteady atmospheric conditions, and other likely conditions, including simultaneous limiting events. EVE.2140 - Trim (a) The aircraft must maintain lateral and directional trim without further force upon, or movement of, the inceptor by the pilot, under all normal operations while using applicable sources of lift. (b) The aircraft must maintain longitudinal trim without further force upon, or movement of, the inceptor by the pilot, under the following conditions: (1) Climb. (2) Level flight. (3) Descent. (4) Approach. (c) Residual control forces must not fatigue or distract the pilot during normal operations of the aircraft and abnormal or emergency operations, including a critical change of thrust. EVE.2145 - Stability (a) Within the approved flight envelope, the aircraft must show suitable stability and control feel, in all axes. (b) Within the approved flight envelope, no aircraft may exhibit any divergent stability characteristic, so as to require exceptional piloting skills, alertness, or strength or otherwise endanger the aircraft and its occupants. EVE.2150 - Minimum safe speed characteristics and warning. (a) For wing borne operation, the aircraft must have controllable minimum safe speed flight characteristics in straight flight, turning flight, and accelerated turning flight. In case there is no high incidence protection system, there must be a clear and distinctive minimum safe speed warning that provides sufficient margin to prevent inadvertently slowing below the minimum safe speed. (b) For wing borne and semi-thrust-borne operations, the aircraft must not have a tendency to inadvertently depart controlled safe flight, including a sudden change of thrust. EVE.2155 - Ground handling characteristics. For aircraft intended for operation on land or water, the aircraft must have controllable longitudinal and directional handling characteristics during taxi, takeoff, and landing operations. EVE.2160 - Vibration, buffeting, and high-speed characteristics (a) Each part of the aircraft must be free from excessive vibration and buffeting under each appropriate speed and power condition. Vibration and buffeting, for operations up to VD /MD, must not interfere with the control of the aircraft or cause excessive fatigue to the flightcrew. Stall warning buffet within these limits is allowable. (b) For inadvertent excursions beyond the maximum approved speed, the aircraft must be able to safely recover back to its approved flight envelope without requiring exceptional piloting skill, strength, or alertness. This recovery may not result in structural damage or loss of control. EVE.2165 - Performance and flight characteristics requirements for flight in atmospheric icing conditions. (a) Reserved (b) The applicant must provide a means to detect icing conditions for which certification is not requested and show the aircraft's ability to avoid or exit those icing conditions. (c) The applicant must develop an operating limitation to prohibit intentional flight, including takeoff and landing, into icing conditions for which the aircraft is not certified to operate. SUBPART C - STRUCTURES EVE.2200 - Structural design envelope The applicant must determine the structural design envelope, which describes the range and limits of aircraft design and operational parameters for which the applicant will show compliance with the requirements of this subpart. The applicant must account for all aircraft design and operational parameters that affect structural loads, strength, durability, and aeroelasticity, including: (a) Structural design airspeeds, landing descent speeds, and any other airspeed limitation at which the applicant must show compliance to the requirements of this subpart. The structural design airspeeds must: (1) Be sufficiently greater than the minimum safe speed of the aircraft to safeguard against loss of control in turbulent air; and (2) Provide sufficient margin for the establishment of practical operational limiting airspeeds. (b) Design maneuvering load factors not less than those, which service history shows, may occur within the structural design envelope. (c) Inertial properties including weight, center of gravity, and mass moments of inertia, accounting for: (1) Each critical weight from the aircraft empty weight to the maximum weight; and (2) The weight and distribution of occupants, payload, and energy-storage systems. (d) Characteristics of aircraft control systems, including range of motion and tolerances for control surfaces, high lift devices, or other moveable surfaces. (e) Each critical altitude up to the maximum altitude. (f) Engine-driven lifting/thrusting-device rotational speed and ranges, and the maximum rearward and sideward flight speeds. (g) Thrust–borne, wing–borne, and semi–thrust–borne flight configurations, with associated flight load envelopes. EVE.2205 - Interaction of systems and structures For aircraft equipped with systems that modify structural performance, alleviate the impact of this subpart's requirements, or provide a means of compliance with this subpart, the applicant must account for the influence and failure of these systems when showing compliance with the requirements of this subpart. STRUCTURAL LOADS EVE.2210 - Structural design loads (a) The applicant must: (1) Determine the applicable structural design loads resulting from likely externally or internally applied pressures, forces, or moments that may occur in flight, ground and water operations, ground and water handling, and while the aircraft is parked or moored. (2) Determine the loads required by paragraph (a)(1) of this section at all critical combinations of parameters, on and within the boundaries of the structural design envelope. (b) The magnitude and distribution of the applicable structural design loads required by this section must be based on physical principles. EVE.2215 - Flight Load Conditions (a) The applicant must determine the structural design loads resulting from the following flight conditions: (1) Atmospheric gusts where the magnitude and gradient of these gusts are based on measured gust statistics. (2) Symmetric and asymmetric maneuvers. (3) Asymmetric thrust resulting from the failure of a powerplant unit. (b) There must be no vibration or buffeting severe enough to result in structural damage, at any speed up to dive speed, within the structural design envelope, in any configuration and power settings. EVE.2220 - Ground and water load conditions The applicant must determine the structural design loads resulting from taxi, takeoff, landing, and handling conditions on the applicable surface in normal and adverse attitudes and configurations. EVE.2225 - Component Loading Conditions The applicant must determine the structural design loads acting on: (a) Each engine mount and its supporting structure such that both are designed to withstand loads resulting from: (1) Powerplant operation combined with flight gust and maneuver loads; and (2) For non-reciprocating powerplants, sudden powerplant stoppage. (b) Each flight control and high-lift surface, their associated system and supporting structure resulting from: (1) The inertia of each surface and mass balance attachment; (2) Flight gusts and maneuvers; (3) Pilot or automated system inputs; (4) System induced conditions, including jamming and friction; and (5) Taxi, takeoff, and landing operations on the applicable surface, including downwind taxi and gusts occurring on the applicable surface. (c) Reserved. (d) Engine-driven lifting/thrusting-device assemblies, considering loads resulting from flight and ground conditions, as well limit input torque at any lifting/thrusting- device rotational speed. EVE.2230 - Limit and ultimate loads The applicant must determine: (a) The limit loads, which are equal to the structural design loads unless otherwise specified elsewhere in these airworthiness criteria; and (b) The ultimate loads, which are equal to the limit loads multiplied by a 1,5 factor of safety unless otherwise specified elsewhere in these airworthiness criteria. STRUCTURAL PERFORMANCE EVE.2235 - Structural strength The structure must support: (a) limit loads without: (1) interference with the safe operation of the aircraft; and (2) detrimental or permanent deformation. (b) ultimate loads. EVE.2240 - Structural durability. (a) The applicant must develop and implement inspections or other procedures to prevent structural failures due to foreseeable causes of strength degradation, which could result in serious or fatal injuries, or extended periods of operation with reduced safety margins. Each of the inspections or other procedures developed under this section must be included in the Airworthiness Limitations Section of the Instructions for Continued Airworthiness required by EVE.1529. (b) If safety-by-design (fail-safe) is used to comply with paragraph (a) of this section, safety-by-inspection (damage tolerance) must also be incorporated to reliably detect structural damage before the damage could result in structural failure. (c) Reserved. (d) The aircraft must be designed to minimize hazards to the aircraft due to structural damage caused by high-energy fragments from an uncontained engine or rotating machinery failure. EVE.2241 - Aeromechanical stability The aircraft must be free from dangerous oscillations and aeromechanical instabilities for all configurations and conditions of operation on the ground and in flight. EVE.2245 - Aeroelasticity (a) The aircraft must be free from flutter, control reversal, and divergence: (1) At all speeds within and sufficiently beyond the structural design envelope; (2) For any configuration and condition of operation; (3) Accounting for critical structural modes; and (4) Accounting for any critical failures or malfunctions. (b) The applicant must establish tolerances for all quantities that affect aeroelastic stability. (c) Each component and rotating aerodynamic surface of the aircraft must be free from any aeroelastic instability under each appropriate speed and power condition. D ES I G N EVE.2250 - Design and construction principles (a) The applicant must design each part, article, and assembly for the expected operating conditions of the aircraft. (b) Design data must adequately define the part, article, or assembly configuration, its design features, and any materials and processes used. (c) The applicant must determine the suitability of each design detail and part having an important bearing on safety in operations. The applicant must prevent single failures from resulting in a catastrophic effect upon the aircraft. (d) The control system must be free from jamming, excessive friction, and excessive deflection when the aircraft is subjected to expected limit airloads.