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This Annex to EASA TCDS IM.A.636 Was Created to Publish Selected

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This Annex to EASA TCDS IM.A.636 Was Created to Publish Selected Explanatory Note to TCDS No.: EASA.IM.A.636 – M3000 Date: 06/03/2020 Issue: 03 This annex to EASA TCDS IM.A.636 was created to publish selected special conditions / deviations / equivalent safety findings that are part of the applicable certification basis: CONTENTS B-02 High Speed Characteristics 2 B-52 Human Factor – Integrated Avionics Systems 12 C-03 Speed Margin 18 C-04 Yawing Manoeuvre 21 C-106 Emergency landing dynamic conditions - HIC 22 C-107 Emergency landing dynamic conditions - lumbar loads 24 D-01 Take-off Warning System 26 D-02 Extension and Retraction Systems 27 D-03 Wheels 28 D-04 Brakes and Braking System 29 D-05 Doors / Canopy 32 D-06 Bird Strike 35 D-102 Canopy Fracturing System 36 D-103 Ejection Seats 44 D-105 Emergency Evacuation Provisions 52 D-106 Fire Extinguisher 53 D-107 Cabin Pressure Altitude Warning Indication 54 E-101 Digital Electronic engine/propeller control PMU 55 E-114 Suction Defuel 56 E-115 Single Power Control Lever 57 E-116 Digital Propeller Tachometer and Markings 58 E-117 Digital Propeller Tachometer and Markings 59 F-02 Hydraulic System 60 F-52 Protection from Effects of HIRF 61 F-54 Protection from Effects of Lightning Strike, Indirect Effects 65 F-101 On Board Oxygen Generator System - OBOGS 66 F-103 Electronic Standby Direction Indicator (Compass) 71 F-104 HUD Certification 72 ESF 23.841-01 Cabin rate of climb indicator removal 74 ESF 23.1555 Use of Yellow and Black Emergency Markings 75 Disclaimer – This document is not exhaustive and it will be updated gradually. An update of this document will not cause an update of the TCDS. Page 1 of 75 Explanatory Note to TCDS No.: EASA.IM.A.636 – M3000 Date: 05/02/2020 Issue: 04 SUBJECT B-02 High Speed Characteristics CERTIFICATION SPECIFICATION CS (JAR) 23.177, 181, 251, 253, 255, 1505 PRIMARY GROUP / PANEL 1 (Flight) SECONDARY GROUP / PANEL - Nature SCN+AMC/IM 23.177 Static Directional and Lateral Stability Replace CS 23. 177 with the following: (a) The static directional stability, as shown by the tendency to recover from a wings level sideslip with the rudder free, must be positive for any landing gear and flap position appropriate to the takeoff, climb, cruise, approach, and landing configurations. This must be shown with symmetrical power up to maximum continuous power, and at speeds from 1.2 VS1 up to VFE, VLE, or VFC/MFC (as appropriate). The angle of sideslip for these tests must be appropriate to the type of aeroplane. At larger angles of sideslip, up to that at which full rudder is used or a control force limit in CS 23.143 is reached, whichever occurs first, and at speeds from 1.2 VS1 to VO, the rudder pedal force must not reverse. (b) The static lateral stability, as shown by the tendency to raise the low wing in a sideslip, must be positive for all landing gear and flap positions. This must be shown with symmetrical power up to 75 percent of maximum continuous power at speeds above 1.2 VS1 in the takeoff configuration(s) and at speeds above 1.3 VS1 in other configurations, up to VFE, VLE, or VFC/MFC (as appropriate) for the configuration being investigated, in the takeoff, climb, cruise, and approach configurations. For the landing configuration, the power must be that necessary to maintain a 3 degree angle of descent in coordinated flight. The static lateral stability must not be negative at 1.2 VS1 in the takeoff configuration, or at 1.3 VS1 in other configurations. The angle of sideslip for these tests must be appropriate to the type of aeroplane, but in no case may the constant heading sideslip angle be less than that obtainable with a 10 degree bank, or if less, the maximum bank angle obtainable with full rudder deflection or a control force limit in CS 23.143 is reached. (1) (c) (reserved) (2) (d) In straight, steady slips at 1.2 VS1 for any landing gear and flap positions, and for any power conditions up to 50 percent of maximum continuous power, the aileron and rudder control movements and forces must increase steadily, but not necessarily in constant proportion, as the angle of sideslip is increased up to the maximum appropriate to the type of aeroplane. At larger slip angles, up to the angle at which the full rudder or aileron control is used or a control force limit contained in CS 23.143 is reached, the aileron and rudder control movements and forces must not reverse as the angle of sideslip is increased. Rapid entry into, and recovery from, a maximum sideslip considered appropriate for the aeroplane must not result in uncontrollable flight characteristics. (See guidance below). 23.181 Dynamic Stability (See guidance below concerning interpretation of Dutch roll requirements). Disclaimer – This document is not exhaustive and it will be updated gradually. An update of this document will not cause an update of the TCDS. Page 2 of 75 Explanatory Note to TCDS No.: EASA.IM.A.636 – M3000 Date: 05/02/2020 Issue: 04 23.251 Vibration and buffeting Replace CS 23. 251 with the following: (a) The aeroplane 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 aeroplane must be demonstrated in flight to be free from excessive vibration under any appropriate speed and power conditions up to VDF/MDF. The maximum speeds shown must be used in establishing the operating limitations of the aeroplane in accordance with 23.1505 in this CRI. (c) Except as provided in sub-paragraph (d) of this paragraph, there may be no buffeting condition, in normal flight, including configuration changes during cruise, severe enough to interfere with the control of the aeroplane, to cause excessive fatigue to the crew, or to cause structural damage. Stall warning buffeting within these limits is allowable. (d) There may be no perceptible buffeting condition in the cruise configuration in straight flight at any speed up to VMO/MMO, except that the stall warning buffeting is allowable. (e) For an aeroplane whose Mmo greater than 0.6 and with a maximum operating altitude greater than 7620 m (25,000 ft), the positive manoeuvring load factors at which the onset of perceptible buffeting occurs must be determined with the aeroplane in the cruise configuration for the ranges of airspeed or Mach number, weight, and altitude for which the aeroplane 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. (See guidance below) (f) The requirement FAR Part 23 § 23.251 (and CS 23) including AC material does not address the high speed/high- manoeuvring load type of aircraft. FAA guidance AC23-8A for 14CFR 23.251 does not require high normal acceleration in combination with high Mach Number Vd/Md. According to Para 120 (b) (1) the airplane must be tested in a 1 g dive in gradual increments until Vd/Md is attained. Remain at the speed only long enough to determine the absence of excessive buffet, vibration or controllability problems. These test are appropriate for transport type of aircraft but do not specifically cover the manoeuvring type aircraft in the aerobatic category. For the safe operation of such an aircraft, it has to be demonstrated that the aircraft has acceptable flight handling characteristics and is free from excessive vibration and buffeting up to and beyond the lift boundary and that sufficient stall warning margin exist at all Mach numbers in the entire operational flight envelope. The operational flight envelope is considered the Maximum permissible speed and load factor envelope (combination of speed and load factor). Within the Operational flight envelope (thus the defined altitude/speed/Mach/ load factor combination for several airplane loading conditions, there shall be no objectionable buffet, trim or stability change or other irregularities. 23.253 High-speed characteristics Replace CS 23. 253 with the following: (a) Speed increase and recovery characteristics. The following speed increase and recovery characteristics must be met: Disclaimer – This document is not exhaustive and it will be updated gradually. An update of this document will not cause an update of the TCDS. Page 3 of 75 Explanatory Note to TCDS No.: EASA.IM.A.636 – M3000 Date: 05/02/2020 Issue: 04 (1) Operating conditions and characteristics likely to cause inadvertent speed increases (including upsets in pitch and roll) must be simulated with the aeroplane trimmed at any likely cruise speed up to VMO/MMO. These conditions and characteristics include gust upsets, inadvertent control movements, low stick force gradient in relation to control friction, levelling off from climb, and descent from Mach to air speed limit altitudes. (2) Allowing for pilot reaction time after effective inherent or artificial speed warning occurs, it must be shown that the aeroplane can be recovered to a normal attitude and its speed reduced to VMO/MMO, without – (i) Exceptional piloting strength or skill; (ii) Exceeding a speed VDF/MDF that is less than or equal to the lower of: (a) VD/MD, or (b) The maximum speed shown under 23.251 (iii) Exceeding the structural limitations; and (iv) Buffeting that would impair the pilot’s ability to read the instruments or control the aeroplane for recovery. (3) With the aeroplane trimmed at any speed up to VMO/MMO, there must be no reversal of the response to control input about any axis at any speed up to VDF/MDF.
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