Federal Aviation Administration, DOT

Section 23.2200

have controllable longitudinal and directional handling characteristics during taxi, takeoff, and landing operations.
Section 23.2160 Vibration,
buffeting,
high-speed characteristics.

and

(a) Vibration and buffeting, for operations up to VD/MD, must not interfere
with the control of the airplane or
cause
excessive
fatigue
to
the
flightcrew. Stall warning buffet within
these limits is allowable.
(b) For high-speed airplanes and all
airplanes with a maximum operating
altitude greater than 25,000 feet (7,620
meters) pressure altitude, there must
be no perceptible buffeting in cruise
configuration at 1g and at any speed up
to VMO/MMO, except stall buffeting.
(c) For high-speed airplanes, the applicant must determine the positive
maneuvering load factors at which the
onset of perceptible buffet occurs in
the cruise configuration within the
operational envelope. Likely inadvertent excursions beyond this boundary must not result in structural damage.
(d) High-speed airplanes must have
recovery characteristics that do not result in structural damage or loss of
control, beginning at any likely speed
up to VMO/MMO, following - 
(1) An inadvertent speed increase;
and
(2) A high-speed trim upset for airplanes where dynamic pressure can impair the longitudinal trim system operation.

spaschal on DSK3GDR082PROD with CFR

Section 23.2165 Performance and flight characteristics requirements for flight
in icing conditions.
(a) An applicant who requests certification for flight in icing conditions defined in part 1 of appendix C to part 25
of this chapter, or an applicant who requests certification for flight in these
icing conditions and any additional atmospheric icing conditions, must show
the following in the icing conditions
for which certification is requested
under normal operation of the ice protection system(s):
(1) Compliance with each requirement of this subpart, except those applicable to spins and any that must be
demonstrated at speeds in excess of - 

(i) 250 knots CAS;
(ii) VMO/MMO or VNE; or
(iii) A speed at which the applicant
demonstrates the airframe will be free
of ice accretion.
(2) The means by which stall warning
is provided to the pilot for flight in
icing conditions and non-icing conditions is the same.
(b) If an applicant requests certification for flight in icing conditions,
the applicant must provide a means to
detect any icing conditions for which
certification is not requested and show
the airplane-s ability to avoid or exit
those conditions.
(c) The applicant must develop an operating limitation to prohibit intentional flight, including takeoff and
landing, into icing conditions for which
the airplane is not certified to operate.

Subpart C - Structures
Section 23.2200 Structural design envelope.
The applicant must determine the
structural design envelope, which describes the range and limits of airplane
design and operational parameters for
which the applicant will show compliance with the requirements of this subpart. The applicant must account for
all airplane 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
stalling speed of the airplane 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 airplane empty weight to the maximum
weight; and

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