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

                            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.

                            

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