223
Federal Aviation Administration, DOT
§ 23.477
(2) By the following deflections (ex-
cept as limited by pilot effort), during
unsymmetrical flight conditions:
(i) Sudden maximum displacement of
the aileron control at
V
A.
Suitable al-
lowance may be made for control sys-
tem deflections.
(ii) Sufficient deflection at
V
C,
where
V
C
is more than
V
A,
to produce a rate of
roll not less than obtained in para-
graph (a)(2)(i) of this section.
(iii) Sufficient deflection at
V
D
to
produce a rate of roll not less than one-
third of that obtained in paragraph
(a)(2)(i) of this section.
(b) [Reserved]
[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as
amended by Amdt. 23–7, 34 FR 13090, Aug. 13,
1969; Amdt. 23–42, 56 FR 353, Jan. 3, 1991]
§ 23.459
Special devices.
The loading for special devices using
aerodynamic surfaces (such as slots
and spoilers) must be determined from
test data.
G
ROUND
L
OADS
§ 23.471
General.
The limit ground loads specified in
this subpart are considered to be exter-
nal loads and inertia forces that act
upon an airplane structure. In each
specified ground load condition, the ex-
ternal reactions must be placed in
equilibrium with the linear and angu-
lar inertia forces in a rational or con-
servative manner.
§ 23.473
Ground load conditions and
assumptions.
(a) The ground load requirements of
this subpart must be complied with at
the design maximum weight except
that §§ 23.479, 23.481, and 23.483 may be
complied with at a design landing
weight (the highest weight for landing
conditions at the maximum descent ve-
locity) allowed under paragraphs (b)
and (c) of this section.
(b) The design landing weight may be
as low as—
(1) 95 percent of the maximum weight
if the minimum fuel capacity is enough
for at least one-half hour of operation
at maximum continuous power plus a
capacity equal to a fuel weight which
is the difference between the design
maximum weight and the design land-
ing weight; or
(2) The design maximum weight less
the weight of 25 percent of the total
fuel capacity.
(c) The design landing weight of a
multiengine airplane may be less than
that allowed under paragraph (b) of
this section if—
(1) The airplane meets the one-en-
gine-inoperative climb requirements of
§ 23.67(b)(1) or (c); and
(2) Compliance is shown with the fuel
jettisoning system requirements of
§ 23.1001.
(d) The selected limit vertical inertia
load factor at the center of gravity of
the airplane for the ground load condi-
tions prescribed in this subpart may
not be less than that which would be
obtained when landing with a descent
velocity (
V), in feet per second, equal
to 4.4 (W/S)
1
⁄
4
, except that this velocity
need not be more than 10 feet per sec-
ond and may not be less than seven
feet per second.
(e) Wing lift not exceeding two-thirds
of the weight of the airplane may be
assumed to exist throughout the land-
ing impact and to act through the cen-
ter of gravity. The ground reaction
load factor may be equal to the inertia
load factor minus the ratio of the
above assumed wing lift to the airplane
weight.
(f) If energy absorption tests are
made to determine the limit load fac-
tor corresponding to the required limit
descent velocities, these tests must be
made under § 23.723(a).
(g) No inertia load factor used for de-
sign purposes may be less than 2.67, nor
may the limit ground reaction load fac-
tor be less than 2.0 at design maximum
weight, unless these lower values will
not be exceeded in taxiing at speeds up
to takeoff speed over terrain as rough
as that expected in service.
[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as
amended by Amdt. 23–7, 34 FR 13090, Aug. 13,
1969; Amdt. 23–28, 47 FR 13315, Mar. 29, 1982;
Amdt. 23–45, 58 FR 42160, Aug. 6, 1993; Amdt.
23–48, 61 FR 5147, Feb. 9, 1996]
§ 23.477
Landing gear arrangement.
Sections 23.479 through 23.483, or the
conditions in appendix C, apply to air-
planes with conventional arrangements
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