[Federal Register Volume 74, Number 71 (Wednesday, April 15, 2009)]
[Rules and Regulations]
[Pages 17374-17382]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E9-8581]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. CE293; Special Conditions No. 23-233-SC]


Special Conditions: Spectrum Aeronautical, LLC Model Freedom S-40 
Airplane Special Conditions for Flight Performance, Flight 
Characteristics, and Operating Limitations

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions; request for comments.

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SUMMARY: These special conditions are issued for the Spectrum 
Aeronautical, LLC Model Freedom S-40 airplane. This airplane will have 
a novel or unusual design feature(s) associated with engine location, 
certain performance, flight characteristics and operating limitations 
necessary for this type of airplane. The applicable airworthiness 
regulations do not contain adequate or appropriate safety standards for 
this design feature. These special conditions contain the additional 
safety standards that the Administrator considers necessary to 
establish a level of safety equivalent to that established by the 
existing airworthiness standards.

DATES: The effective date of these special conditions is April 2, 2009. 
We must receive your comments by June 1, 2009.

ADDRESSES: Mail your comments in duplicate to: Federal Aviation 
Administration, Regional Counsel, ACE-7, Attn: Rules Docket No. CE293, 
901 Locust, Room 506, Kansas City, Missouri 64106; or deliver your 
comments in duplicate to the Regional Counsel at the above address. 
Comments must be marked: Docket No. CE293. Comments may be inspected in 
the Rules Docket weekdays, except Federal holidays, between 7:30 a.m. 
and 4 p.m.

FOR FURTHER INFORMATION CONTACT: Ross Schaller, Federal Aviation 
Administration, Aircraft Certification Service, Small Airplane 
Directorate, ACE-111, 901 Locust, Room 301, Kansas City, Missouri, 816-
329-4162, fax 816-329-4090.

SUPPLEMENTARY INFORMATION: The FAA has determined that notice and 
opportunity for prior public comment hereon are impracticable because 
these procedures would significantly delay issuance of the approval 
design and thus delivery of the affected aircraft. In addition, the 
substance of these special conditions has been subject to the public 
comment process in several prior instances with no substantive comments 
received. The FAA therefore finds that good cause exists for making 
these special conditions effective upon issuance.

Comments Invited

    We invite interested people to take part in this rulemaking by 
sending written comments, data, views, or arguments. The most helpful 
comments reference a specific portion of the special conditions, 
explain the reason for any recommended change, and include supporting 
data. Send us your written comments in duplicate.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
about these special conditions. You may inspect the docket before and 
after the comment closing date. If you wish to

[[Page 17375]]

review the docket in person, go to the address in the ADDRESSES section 
of this preamble between 7:30 a.m. and 4 p.m., Monday through Friday, 
except Federal holidays.
    We will consider all comments we receive by the closing date for 
comments. We will consider comments filed late if it is possible to do 
so without incurring expense or delay. We may change these special 
conditions based on the comments we receive.
    If you want us to let you know we received your comments on these 
special conditions, send us a pre-addressed, stamped postcard on which 
the docket number appears. We will stamp the date on the postcard and 
mail it back to you.

Background

    On November 21, 2007, Spectrum Aeronautical, LLC applied for a type 
certificate for their new model, the Freedom S-40. The Freedom S-40 is 
an all-new, high-performance, low wing, twin turbofan powered airplane. 
Design features include turbofan engines, aft engine location, new 
avionics, and certain performance characteristics inherent in this type 
of airplane that were not envisioned by the existing regulations.
    The Freedom S-40 will be a new airplane and will have the following 
significant features incorporated:
     Two GE-Honda HF-120 turbofan engines rated at 2,095 pounds 
of thrust with a Full Authority Digital Engine Control (FADEC) system.
     The aircraft's general configuration will be similar to 
other normal category jet airplanes, including a T-tail, and a low wing 
with slight leading edge wing sweep.
     The cabin will have a maximum seating configuration for 9 
passengers.
     The preliminary operational design criteria are:

------------------------------------------------------------------------
           Parameter                  Symbol                S-40
------------------------------------------------------------------------
Limit Speeds..................  VMO (S.L. to       300 KEAS.
                                 FL250).
                                MMO (above FL250)  0.77 Mach.
Max Takeoff Weight............  .................  9,550 lb.
Max Landing Weight............  .................  8,650 lb.
Max Zero Fuel Weight..........  .................  7,240 lb.
Flap Speeds...................  Takeoff/Approach   165 KEAS.
                                 Flaps.
                                Landing Flaps....  155 KEAS.
Landing Gear Operating Speeds.  VLO (Retracting).  165 KEAS.
                                VLO (Extending)..  165 KEAS.
Maximum Altitude..............  .................  45,000 ft.
------------------------------------------------------------------------

Type Certification Basis

    Under the provisions of 14 CFR 21.17, Spectrum Aeronautical, LLC 
must show that the Freedom S-40 meets the applicable provisions of part 
23, as amended by Amendment 23-1 through 23-57 thereto.
    If the Administrator finds that the applicable airworthiness 
regulations (i.e., 14 CFR part 23) do not contain adequate or 
appropriate safety standards for the Freedom S-40 because of a novel or 
unusual design feature, special conditions are prescribed under the 
provisions of Sec.  21.16.
    In addition to the applicable airworthiness regulations and special 
conditions, the Freedom S-40 must comply with the fuel vent and exhaust 
emission requirements of 14 CFR part 34 and the noise certification 
requirements of 14 CFR part 36; and the FAA must issue a finding of 
regulatory adequacy under Sec.  611 of Public Law 92-574, the ``Noise 
Control Act of 1972.''.
    The FAA issues special conditions, as defined in Sec.  11.19, under 
Sec.  11.38 and they become part of the type certification basis under 
Sec.  21.17(a)(2).
    Special conditions are initially applicable to the model for which 
they are issued. Should the type certificate for that model be amended 
later to include any other model that incorporates the same novel or 
unusual design feature, the special conditions would also apply to the 
other model.

Novel or Unusual Design Features

    The Spectrum Aeronautical, LLC Model S-40 will incorporate the 
following novel or unusual design features: aft-mounted engines, 
certain performance and flight characteristics, and operating 
limitations necessary for this type of airplane.

Applicability

    As discussed above, these special conditions are applicable to the 
Freedom S-40. Should Spectrum Aeronautical, LLC apply at a later date 
for a change to the type certificate to include another model 
incorporating the same novel or unusual design feature, the special 
conditions would apply to that model as well.

Conclusion

    This action affects only certain novel or unusual design features 
on Spectrum Aeronautical, LLC Model S-40 airplanes. It is not a rule of 
general applicability.
    The substance of these special conditions has been subjected to the 
notice and comment period in several prior instances and has been 
derived without substantive change from those previously issued. It is 
unlikely that prior public comment would result in a significant change 
from the substance contained herein. Therefore, because a delay would 
significantly affect the certification of the airplane, which is 
imminent, the FAA has determined that prior public notice and comment 
are unnecessary and impracticable, and good cause exists for adopting 
these special conditions upon issuance. The FAA is requesting comments 
to allow interested persons to submit views that may not have been 
submitted in response to the prior opportunities for comment described 
above.

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

    The authority citation for these special conditions is as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Special Conditions

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the following special conditions are issued as part of 
the type certification basis for Spectrum Aeronautical, LLC Model S-40 
series airplanes.
    Several 14 CFR part 23 paragraphs have been replaced by or 
supplemented with special conditions. These special conditions have 
been numbered to match the 14 CFR part 23 paragraphs they replace or 
supplement. Additionally, many of the other applicable part 23 
paragraphs cross-reference paragraphs that are replaced by or 
supplemented with special

[[Page 17376]]

conditions. It is implied that the special conditions associated with 
these paragraphs must be applied. This principal applies to all part 23 
paragraphs that cross-reference paragraphs associated with special 
conditions.

1. SC 23.45 General

    Instead of compliance with Sec.  23.45, the following apply:
    (a) Unless otherwise prescribed, the performance requirements of 
this part must be met for--
    (1) Still air and standard atmosphere; and
    (2) Ambient atmospheric conditions.
    (b) Performance data must be determined over not less than the 
following ranges of conditions--
    (1) Airport altitudes from sea level to 10,000 feet; and
    (2) [Reserved]
    (3) Temperature from standard to 30 [deg]C above standard, or the 
maximum ambient atmospheric temperature at which compliance with the 
cooling provisions of Sec.  23.1041 to Sec.  23.1047 is shown, if 
lower.
    (c) Performance data must be determined with the cowl flaps or 
other means for controlling the engine cooling air supply in the 
position used in the cooling tests required by Sec.  23.1041 to Sec.  
23.1047.
    (d) The available propulsive thrust must correspond to engine 
power, not exceeding the approved power, less--
    (1) Installation losses; and
    (2) The power absorbed by the accessories and services appropriate 
to the particular ambient atmospheric conditions and the particular 
flight condition.
    (e) The performance, as affected by engine power or thrust, must be 
based on a relative humidity:
    (1) Of 80 percent at and below standard temperature; and
    (2) From 80 percent, at the standard temperature, varying linearly 
down to 34 percent at the standard temperature plus 50 [deg]F.
    (f) Unless otherwise prescribed, in determining the takeoff and 
landing distances, changes in the airplane's configuration, speed, and 
power must be made in accordance with procedures established by the 
applicant for operation in service. These procedures must be able to be 
executed consistently by pilots of average skill in atmospheric 
conditions reasonably expected to be encountered in service.
    (g) The following, as applicable, must be determined on a smooth, 
dry, hard-surfaced runway--
    (1) [Reserved];
    (2) Accelerate-stop distance of SC 23.55;
    (3) Takeoff distance and takeoff run of SC 23.59; and
    (4) Landing distance of Sec.  23.75.

    Note: The effect on these distances of operation on other types 
of surfaces (for example, grass, gravel) when dry, may be determined 
or derived and these surfaces listed in the Airplane Flight Manual 
in accordance with SC 23.1583(p).

    (h) The following also apply:
    (1) Unless otherwise prescribed, the applicant must select the 
takeoff, enroute, approach, and landing configurations for the 
airplane.
    (2) The airplane configuration may vary with weight, altitude, and 
temperature, to the extent that they are compatible with the operating 
procedures required by paragraph (h)(3) of this special condition.
    (3) Unless otherwise prescribed, in determining the critical-
engine-inoperative takeoff performance, takeoff flight path, and 
accelerate-stop distance, changes in the airplane's configuration, 
speed, and power must be made in accordance with procedures established 
by the applicant for operation in service.
    (4) Procedures for the execution of discontinued approaches and 
balked landings associated with the conditions prescribed in SC 
23.67(c)(4) and SC 23.77(c) must be established.
    (5) The procedures established under paragraphs (h)(3) and (h)(4) 
of this special condition must--
    (i) Be able to be consistently executed by a crew of average skill 
in atmospheric conditions reasonably expected to be encountered in 
service;
    (ii) Use methods or devices that are safe and reliable; and
    (iii) Include allowance for any reasonably expected time delays in 
the execution of the procedures.

2. SC 23.51 Takeoff Speeds

    Instead of compliance with Sec.  23.51, the following apply:
    (a) [Reserved]
    (b) [Reserved]
    (c) The following apply:
    (l) V1 must be established in relation to VEF 
as follows:
    (i) VEF is the calibrated airspeed at which the critical 
engine is assumed to fail. VEF must be selected by the 
applicant, but it must not be less than 1.05 VMC determined 
under Sec.  23.149(b) or, at the option of the applicant, not less than 
VMCG determined under Sec.  23.149(f).
    (ii) The takeoff decision speed, V1, is the calibrated 
airspeed on the ground at which, as a result of engine failure or other 
reasons, the pilot is assumed to have made a decision to continue or 
discontinue the takeoff. The takeoff decision speed, V1, 
must be selected by the applicant but must not be less than 
VEF plus the speed gained with the critical engine 
inoperative during the time interval between the instant at which the 
critical engine is failed and the instant at which the pilot recognizes 
and reacts to the engine failure, as indicated by the pilot's 
application of the first retarding means during the accelerate-stop 
determination of SC 23.55.
    (2) The rotation speed, VR, in terms of calibrated 
airspeed, must be selected by the applicant and must not be less than 
the greatest of the following:
    (i) V1;
    (ii) 1.05 VMC determined under Sec.  23.149(b);
    (iii) 1.10 VS1; or
    (iv) The speed that allows attaining the initial climb-out speed, 
V2, before reaching a height of 35 feet above the takeoff 
surface in accordance with SC 23.57(c)(2).
    (3) For any given set of conditions, such as weight, altitude, 
temperature, and configuration, a single value of VR must be 
used to show compliance with both the one-engine-inoperative takeoff 
and all-engines-operating takeoff requirements.
    (4) The takeoff safety speed, V2, in terms of calibrated 
airspeed, must be selected by the applicant so as to allow the gradient 
of climb required in SC 23.67(c)(1) and (c)(2) but must not be less 
than 1.10 VMC or less than 1.20 VS1.
    (5) The one-engine-inoperative takeoff distance, using a normal 
rotation rate at a speed 5 knots less than VR, established 
in accordance with paragraph (c)(2) of this section, must be shown not 
to exceed the corresponding one-engine-inoperative takeoff distance, 
determined in accordance with SC 23.57 and SC 23.59(a)(1), using the 
established VR. The takeoff, otherwise performed in 
accordance with SC 23.57, must be continued safely from the point at 
which the airplane is 35 feet above the takeoff surface and at a speed 
not less than the established V2 minus 5 knots.
    (6) The applicant must show, with all engines operating, that 
marked increases in the scheduled takeoff distances, determined in 
accordance with SC 23.59(a)(2), do not result from over-rotation of the 
airplane or out-of-trim conditions.

3. SC 23.53 Takeoff Performance

    Instead of compliance with Sec.  23.53, the following apply:
    (a) [Reserved]
    (b) [Reserved]
    (c) Takeoff performance, as required by SC 23.55 through SC 23.59, 
must be determined with the operating engine(s) within approved 
operating limitations.

[[Page 17377]]

4. SC 23.55 Accelerate-Stop Distance

    Instead of compliance with Sec.  23.55, the following apply:
    The accelerate-stop distance must be determined as follows:
    (a) The accelerate-stop distance is the sum of the distances 
necessary to--
    (1) Accelerate the airplane from a standing start to VEF 
with all engines operating;
    (2) Accelerate the airplane from VEF to V1, 
assuming the critical engine fails at VEF; and
    (3) Come to a full stop from the point at which V1 is 
reached.
    (b) Means other than wheel brakes may be used to determine the 
accelerate-stop distances if that means--
    (1) Is safe and reliable;
    (2) Is used so that consistent results can be expected under normal 
operating conditions; and
    (3) Is such that exceptional skill is not required to control the 
airplane.

5. SC 23.57 Takeoff Path

    Instead of compliance with Sec.  23.57, the following apply:
    The takeoff path is as follows:
    (a) The takeoff path extends from a standing start to a point in 
the takeoff at which the airplane is 1500 feet above the takeoff 
surface at or below which height the transition from the takeoff to the 
enroute configuration must be completed; and
    (1) The takeoff path must be based on the procedures prescribed in 
SC 23.45;
    (2) The airplane must be accelerated on the ground to 
VEF at which point the critical engine must be made 
inoperative and remain inoperative for the rest of the takeoff; and
    (3) After reaching VEF, the airplane must be accelerated 
to V2.
    (b) During the acceleration to speed V2, the nose gear 
may be raised off the ground at a speed not less than VR. 
However, landing gear retraction must not be initiated until the 
airplane is airborne.
    (c) During the takeoff path determination, in accordance with 
paragraphs (a) and (b) of this section--
    (1) The slope of the airborne part of the takeoff path must not be 
negative at any point;
    (2) The airplane must reach V2 before it is 35 feet 
above the takeoff surface, and must continue at a speed as close as 
practical to, but not less than V2, until it is 400 feet 
above the takeoff surface;
    (3) At each point along the takeoff path, starting at the point at 
which the airplane reaches 400 feet above the takeoff surface, the 
available gradient of climb must not be less than--
    (i) 1.2 percent;
    (ii) [Reserved];
    (iii) [Reserved]; and
    (4) Except for landing gear retraction, the airplane configuration 
must not be changed, and no change in power that requires action by the 
pilot may be made, until the airplane is 400 feet above the takeoff 
surface.
    (d) The takeoff path to 35 feet above the takeoff surface must be 
determined by a continuous demonstrated takeoff.
    (e) The takeoff path to 35 feet above the takeoff surface must be 
determined by synthesis from segments; and
    (1) The segments must be clearly defined and must be related to 
distinct changes in configuration, power, and speed;
    (2) The weight of the airplane, the configuration, and the power 
must be assumed constant throughout each segment and must correspond to 
the most critical condition prevailing in the segment; and
    (3) The takeoff flight path must be based on the airplane's 
performance without utilizing ground effect.

6. SC 23.59 Takeoff Distance and Takeoff Run

    Instead of compliance with Sec.  23.59, the following apply:
    The takeoff distance and, at the option of the applicant, the 
takeoff run, must be determined.
    (a) Takeoff distance is the greater of--
    (1) The horizontal distance along the takeoff path from the start 
of the takeoff to the point at which the airplane is 35 feet above the 
takeoff surface as determined under SC 23.57; or
    (2) With all engines operating, 115 percent of the horizontal 
distance from the start of the takeoff to the point at which the 
airplane is 35 feet above the takeoff surface, determined by a 
procedure consistent with SC 23.57.
    (b) If the takeoff distance includes a clearway, the takeoff run is 
the greater of--
    (1) The horizontal distance along the takeoff path from the start 
of the takeoff to a point equidistant between the liftoff point and the 
point at which the airplane is 35 feet above the takeoff surface as 
determined under SC 23.57; or
    (2) With all engines operating, 115 percent of the horizontal 
distance from the start of the takeoff to a point equidistant between 
the liftoff point and the point at which the airplane is 35 feet above 
the takeoff surface, determined by a procedure consistent with SC 
23.57.

7. SC 23.61 Takeoff Flight Path

    Instead of compliance with Sec.  23.61, the following apply:
    The takeoff flight path must be determined as follows:
    (a) The takeoff flight path begins 35 feet above the takeoff 
surface at the end of the takeoff distance determined in accordance 
with SC 23.59.
    (b) The net takeoff flight path data must be determined so that 
they represent the actual takeoff flight paths, as determined in 
accordance with SC 23.57 and with paragraph (a) of this section, 
reduced at each point by a gradient of climb equal to--
    (1) 0.8 percent;
    (2) [Reserved];
    (3) [Reserved]
    (c) The prescribed reduction in climb gradient may be applied as an 
equivalent reduction in acceleration along that part of the takeoff 
flight path at which the airplane is accelerated in level flight.

8. SC 23.63 Climb: General

    Instead of compliance with Sec.  23.63, the following apply:
    (a) Compliance with the requirements of Sec.  23.65, SC 23.67, 
Sec.  23.69, and SC 23.77 must be shown--
    (1) Out of ground effect; and
    (2) At speeds that are not less than those at which compliance with 
the powerplant cooling requirements of Sec. Sec.  23.1041 to 23.1047 
has been demonstrated; and
    (3) Unless otherwise specified, with one engine inoperative, at a 
bank angle not exceeding 5 degrees.
    (b) [Reserved]
    (c) [Reserved]
    (d) Compliance must be shown at weights as a function of airport 
altitude and ambient temperature within the operational limits 
established for takeoff and landing, respectively, with--
    (1) SC sections 23.67(c)(1), 23.67(c)(2), and 23.67(c)(3) for 
takeoff; and
    (2) SC sections 23.67(c)(3), 23.67(c)(4), and 23.77(c) for landing.

9. SC 23.66 Takeoff Climb: One Engine Inoperative

    [Reserved]

10. SC 23.67 Climb: One Engine Inoperative

    Instead of compliance with Sec.  23.67, the following apply:
    (a) [Reserved]
    (b) [Reserved]
    (c) The following apply:
    (1) Takeoff; landing gear extended. The steady gradient of climb at 
the altitude of the takeoff surface must be measurably positive, with--
    (i) The critical engine inoperative;
    (ii) The remaining engine at takeoff power;
    (iii) The landing gear extended, and all landing gear doors open;

[[Page 17378]]

    (iv) The wing flaps in the takeoff position(s);
    (v) The wings level; and
    (vi) A climb speed equal to V2.
    (2) Takeoff; landing gear retracted. The steady gradient of climb 
at an altitude of 400 feet above the takeoff surface must be not less 
than 2.0 percent, with--
    (i) The critical engine inoperative;
    (ii) The remaining engine at takeoff power;
    (iii) The landing gear retracted;
    (iv) The wing flaps in the takeoff position(s);
    (v) A climb speed equal to V2.
    (3) Enroute. The steady gradient of climb at an altitude of 1,500 
feet above the takeoff or landing surface, as appropriate, must be not 
less than 1.2 percent, with--
    (i) The critical engine inoperative;
    (ii) The remaining engine at not more than maximum continuous 
power;
    (iii) The landing gear retracted;
    (iv) The wing flaps retracted; and
    (v) A climb speed not less than 1.2 VS1.
    (4) Discontinued approach. The steady gradient of climb at an 
altitude of 400 feet above the landing surface must be not less than 
2.1 percent, with--
    (i) The critical engine inoperative;
    (ii) The remaining engine at takeoff power;
    (iii) Landing gear retracted;
    (iv) Wing flaps in the approach position(s) in which VS1 
for these position(s) does not exceed 110 percent of the VS1 
for the related all-engines-operated landing position(s); and
    (v) A climb speed established in connection with normal landing 
procedures but not exceeding 1.5 VS1.

11. SC 23.73 Reference Landing Approach Speed

    Instead of compliance with Sec.  23.73, the following apply:
    (a) [Reserved].
    (b) [Reserved].
    (c) The reference landing approach speed, VREF, must not 
be less than the greater of 1.05 VMC, determined in Sec.  
23.149(c), and 1.3 VSO.

12. SC 23.77 Balked Landing

    Instead of compliance with Sec.  23.77, the following apply:
    (a) [Reserved].
    (b) [Reserved].
    (c) Each airplane must be able to maintain a steady gradient of 
climb of at least 3.2 percent with--
    (1) Not more than the power that is available on each engine eight 
seconds after initiation of movement of the power controls from the 
minimum flight idle position;
    (2) Landing gear extended;
    (3) Wing flaps in the landing position; and
    (4) A climb speed equal to VREF, as defined in SC 
23.73(c).

13. SC 23.177 Static Directional and Lateral Stability

    Instead of compliance with Sec.  23.177, the following apply:
    (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 airplane. At larger 
angles of sideslip, up to that at which full rudder is used or a 
control force limit in Sec.  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 airplane, 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 150-pound rudder force.
    (c) Paragraph (b) of this special condition does not apply to 
acrobatic category airplanes certificated for inverted flight.
    (d) In straight, steady slips at 1.2 VS1 for any landing 
gear and flap positions, and for any symmetrical 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 airplane. 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 Sec.  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 airplane must not 
result in uncontrollable flight characteristics.

14. SC 23.201 Wings Level Stall

    Instead of compliance with Sec.  23.201, the following apply:
    (a) It must be possible to produce and to correct roll by 
unreversed use of the rolling control and to produce and to correct yaw 
by unreversed use of the directional control, up to the time the 
airplane stalls.
    (b) The wings-level stall characteristics must be demonstrated in 
flight as follows. Starting from a speed at least 10 knots above the 
stall speed, the elevator control must be pulled back so that the rate 
of speed reduction will not exceed one knot per second until a stall is 
produced, as shown by either:
    (1) An uncontrollable downward pitching motion of the airplane;
    (2) A downward pitching movement of the airplane that results from 
the activation of a stall avoidance device (for example, stick pusher); 
or
    (3) The control reaching the stop.
    (c) Normal use of elevator control for recovery is allowed after 
the downward pitching motion of paragraphs (b)(1) or (b)(2) of this 
section has unmistakably been produced, or after the control has been 
held against the stop for not less than the longer of two seconds or 
the time employed in the minimum steady flight speed determination of 
Sec.  23.49.
    (d) During the entry into and the recovery from the maneuver, it 
must be possible to prevent more than 15 degrees of roll or yaw by the 
normal use of controls.
    (e) Compliance with the requirements of this section must be shown 
under the following conditions:
    (1) The flaps, landing gear, and speedbrakes in any likely 
combination of positions and altitudes appropriate for the various 
positions.
    (2) [Reserved]
    (3) [Reserved]
    (4) Thrust:
    (i) Idle; and
    (ii) The thrust necessary to maintain level flight at 
1.6VS1. However, if the thrust-to-weight ratio at this 
condition will result in extreme nose-up attitudes, the test may be 
carried out with the

[[Page 17379]]

thrust required for level flight in the landing configuration at 
maximum landing weight and a speed of 1.4 VS0, except that 
the thrust may not be less than 50 percent of maximum continuous 
thrust.
    (5) Trim. The airplane trimmed at 1.4 VS1 or the minimum 
trim speed, whichever is higher.
    (6) [Reserved]

15. SC 23.203 Turning Flight and Accelerated Turning Stalls

    Instead of compliance with Sec.  23.203, the following apply:
    Turning flight and accelerated turning stalls must be demonstrated 
in tests as follows:
    (a) Establish and maintain a coordinated turn in a 30 degree bank. 
Reduce speed by steadily and progressively tightening the turn with the 
elevator until the airplane is stalled, as defined in SC 23.201(b). The 
rate of speed reduction must be constant, and--
    (1) For a turning flight stall, may not exceed one knot per second; 
and
    (2) For an accelerated turning stall, be 3 to 5 knots per second 
with steadily increasing normal acceleration.
    (b) After the airplane has stalled, as defined in SC 23.201(b), it 
must be possible to regain wings level flight by normal use of the 
flight controls, but without increasing power and without--
    (1) Excessive loss of altitude;
    (2) Undue pitch-up;
    (3) Uncontrollable tendency to spin;
    (4) Exceeding a bank angle of 60 degrees in the original direction 
of the turn or 30 degrees in the opposite direction in the case of 
turning flight stalls;
    (5) Exceeding a bank angle of 90 degrees in the original direction 
of the turn or 60 degrees in the opposite direction in the case of 
accelerated turning stalls; and
    (6) Exceeding the maximum permissible speed or allowable limit load 
factor.
    (c) Compliance with the requirements of this section must be shown 
under the following conditions:
    (1) The flaps, landing gear, and speedbrakes in any likely 
combination of positions and altitudes appropriate for the various 
positions.
    (2) [Reserved]
    (3) [Reserved]
    (4) Thrust:
    (i) Idle; and
    (ii) The thrust necessary to maintain level flight at 1.6 
VS1. However, if the thrust-to-weight ratio at this 
condition will result in extreme nose-up attitudes, the test may be 
carried out with the thrust required for level flight in the landing 
configuration at maximum landing weight and a speed of 1.4 
VS0, except that the thrust may not be less than 50 percent 
of maximum continuous thrust.
    (5) Trim at 1.4 VS1 or the minimum trim speed, whichever 
is higher.
    (6) [Reserved]

16. SC 23.251 Vibration and Buffeting

    Instead of compliance with Sec.  23.251, the following apply:
    (a) The airplane 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 airplane must be shown in flight to be free 
from excessive vibration under any appropriate speed and thrust 
conditions up to VDF/MDF. The maximum speeds 
shown must be used in establishing the operating limitations of the 
airplane in accordance with SC 23.1505.
    (c) Except as provided in paragraph (d) of this special condition, 
there may be no buffeting condition, in normal flight, including 
configuration changes during cruise, severe enough to interfere with 
the control of the airplane, 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 stall warning buffeting is allowable.
    (e) With the airplane in the cruise configuration, the positive 
maneuvering load factors at which the onset of perceptible buffeting 
occurs must be determined for the ranges of airspeed or Mach number, 
weight, and altitude for which the airplane is to be certified. 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.

17. SC 23.253 High Speed Characteristics

    Instead of compliance with Sec.  23.253, the following apply:
    (a) Speed increase and recovery characteristics. The following 
speed increase and recovery characteristics must be met:
    (1) Operating conditions and characteristics likely to cause 
inadvertent speed increases (including upsets in pitch and roll) must 
be simulated with the airplane 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, passenger movement, leveling 
off from climb, and descent from Mach to airspeed limit altitudes.
    (2) Allowing for pilot reaction time after effective inherent or 
artificial speed warning occurs, it must be shown that the airplane can 
be recovered to a normal attitude and its speed reduced to 
VMO/MMO, without:
    (i) Exceptional piloting strength or skill;
    (ii) Exceeding VD/MD, VDF/
MDF, or the structural limitations; and
    (iii) Buffeting that would impair the pilot's ability to read the 
instruments or control the airplane for recovery.
    (3) There may be no control reversal about any axis at any speed up 
to VDF/MDF. Any reversal of elevator control 
force or tendency of the airplane to pitch, roll, or yaw must be mild 
and readily controllable, using normal piloting techniques.
    (b) Maximum speed for stability characteristics, VFC/
MFC. VFC/MFC is the maximum speed at 
which the requirements of Sec.  23.175(b)(1), SC 23.177, and Sec.  
23.181 must be met with flaps and landing gear retracted. It may not be 
less than a speed midway between VMO/MMO and 
VDF/MDF except that, for altitudes where Mach 
number is the limiting factor, MFC need not exceed the Mach 
number at which effective speed warning occurs.
    (c) [Reserved]

18. SC 25.255 Out of Trim Characteristics

    Instead of compliance with Sec.  25.255, the following apply:
    (a) From an initial condition with the airplane trimmed at cruise 
speeds up to VMO/MMO, the airplane must have 
satisfactory maneuvering stability and controllability with the degree 
of out-of-trim in both the airplane nose-up and nose-down directions, 
which results from the greater of--
    (1) A three-second movement of the longitudinal trim system at its 
normal rate for the particular flight condition with no aerodynamic 
load, except as limited by stops in the trim system, including those 
required by Sec.  23.655(b); or
    (2) The maximum mistrim that can be sustained by the autopilot 
while maintaining level flight in the high-speed cruising condition.
    (b) In the out-of-trim condition specified in paragraph (a) of this 
special condition, when the normal acceleration is varied from +1 g to 
the positive and

[[Page 17380]]

negative values specified in paragraph (c) of this special condition--
    (1) The stick force vs. g curve must have a positive slope at any 
speed up to and including VFC/MFC; and
    (2) At speeds between VFC/MFC and 
VDF/MDF the direction of the primary longitudinal 
control force may not reverse.
    (c) Except as provided in paragraphs (d) and (e) of this special 
condition, compliance with the provisions of paragraph (a) of this 
special condition must be demonstrated in flight over the acceleration 
range--
    (1) -1 g to +2.5 g; or
    (2) 0 g to 2.0 g, and extrapolating by an acceptable method to -1 g 
and +2.5 g
    (d) If the procedure set forth in paragraph (c)(2) of this special 
condition is used to demonstrate compliance and marginal conditions 
exist during flight test with regard to reversal of primary 
longitudinal control force, flight tests must be accomplished from the 
normal acceleration at which a marginal condition is found to exist to 
the applicable limit specified in paragraph (b)(1) of this special 
condition.
    (e) During flight tests required by paragraph (a) of this special 
condition, the limit maneuvering load factors prescribed in Sec. Sec.  
23.333(b) and 23.337, and the maneuvering load factors associated with 
probable inadvertent excursions beyond the boundaries of the buffet 
onset envelopes determined under SC 23.251(e), need not be exceeded. In 
addition, the entry speeds for flight test determinations at normal 
acceleration values less than 1 g must be limited to the extent 
necessary to accomplish a recovery, without exceeding VDF/
MDF.
    (f) In the out-of-trim condition specified in paragraph (a) of this 
special condition, it must be possible from an overspeed condition at 
VDF/MDF to produce at least 1.5 g for recovery by 
applying not more than 125 pounds of longitudinal control force using 
either the primary longitudinal control alone or the primary 
longitudinal control and the longitudinal trim system. If the 
longitudinal trim is used to assist in producing the required load 
factor, it must be shown at VDF/MDF that the 
longitudinal trim can be actuated in the airplane nose-up direction 
with primary surface loaded to correspond to the least of the following 
airplane nose-up control forces:
    (1) The maximum control forces expected in service as specified in 
Sec. Sec.  23.301 and 23.397.
    (2) The control force required to produce 1.5 g.
    (3) The control force corresponding to buffeting or other phenomena 
of such intensity that it is a strong deterrent to further application 
of primary longitudinal control force.

19. SC 23.703 Takeoff Warning System

    Instead of compliance with Sec.  23.703, the following apply:
    Unless it can be shown that a lift or longitudinal trim device that 
affects the takeoff performance of the aircraft would not give an 
unsafe takeoff configuration when selection out of an approved takeoff 
position, a takeoff warning system must be installed and meet the 
following requirements:
    (a) The system must provide to the pilots an aural warning that is 
automatically activated during the initial portion of the takeoff roll 
if the airplane is in a configuration that would not allow a safe 
takeoff. The warning must continue until--
    (1) The configuration is changed to allow safe takeoff, or
    (2) Action is taken by the pilot to abandon the takeoff roll.
    (b) The means used to activate the system must function properly 
for all authorized takeoff power settings and procedures and throughout 
the ranges of takeoff weights, altitudes, and temperatures for which 
certification is requested.

20. SC 23.735 Brakes

    Instead of compliance with Sec.  23.735, the following apply:
    (a) Brakes must be provided. The landing brake kinetic energy 
capacity rating of each main wheel brake assembly must not be less than 
the kinetic energy absorption requirements determined under either of 
the following methods:
    (1) The brake kinetic energy absorption requirements must be based 
on a conservative rational analysis of the sequence of events expected 
during landing at the design landing weight.
    (2) Instead of a rational analysis, the kinetic energy absorption 
requirements for each main wheel brake assembly may be derived from the 
following formula:
KE = 0.0443 W V \2\/N
Where--
KE = Kinetic energy per wheel (lb-ft);
W = Design landing weight (lb);
V = Airplane speed in knots. V must be not less than VS, 
the power off stalling speed of the airplane at sea level, at the 
design landing weight, and in the landing configuration; and
N = Number of main wheels with brakes.

    (b) Brakes must be able to prevent the wheels from rolling on a 
paved runway with takeoff power on the critical engine, but need not 
prevent movement of the airplane with wheels locked.
    (c) During the landing distance determination required by Sec.  
23.75, the pressure on the wheel braking system must not exceed the 
pressure specified by the brake manufacturer.
    (d) If antiskid devices are installed, the devices and associated 
systems must be designed so that no single probable malfunction or 
failure will result in a hazardous loss of braking ability or 
directional control of the airplane.
    (e) In addition, the rejected takeoff brake kinetic energy capacity 
rating of each main wheel brake assembly must not be less than the 
kinetic energy absorption requirements determined under either of the 
following methods--
    (1) The brake kinetic energy absorption requirements must be based 
on a conservative rational analysis of the sequence of events expected 
during a rejected takeoff at the design takeoff weight.
    (2) Instead of a rational analysis, the kinetic energy absorption 
requirements for each main wheel brake assembly may be derived from the 
following formula--
KE = 0.0443 W V \2\/N
Where--
KE = Kinetic energy per wheel (lb-ft.);
W = Design takeoff weight (lb);
V = Ground speed, in knots, associated with the maximum value of 
V1 selected in accordance with SC 23.51(c)(1);
N = Number of main wheels with brakes.

21. SC 23.1323 Airspeed Indicating System

    Instead of compliance with Sec.  23.1323, the following apply:
    (a) Each airspeed indicating instrument must be calibrated to 
indicate true airspeed (at sea level with a standard atmosphere) with a 
minimum practicable instrument calibration error when the corresponding 
pitot and static pressures are applied.
    (b) Each airspeed system must be calibrated in flight to determine 
the system error. The system error, including position error, but 
excluding the airspeed indicator instrument calibration error, may not 
exceed three percent of the calibrated airspeed or five knots, 
whichever is greater, throughout the following speed ranges:
    (1) 1.3 VS1 to VMO/MMO, whichever 
is appropriate, with flaps retracted.
    (2) 1.3 VSI to VFE with flaps extended.
    (c) The design and installation of each airspeed indicating system 
must provide positive drainage of moisture from the pitot static 
plumbing.

[[Page 17381]]

    (d) If certification for instrument flight rules or flight in icing 
conditions is requested, each airspeed system must have a heated pitot 
tube or an equivalent means of preventing malfunction due to icing.
    (e) In addition, the airspeed indicating system must be calibrated 
to determine the system error during the accelerate/takeoff ground run. 
The ground run calibration must be obtained between 0.8 of the minimum 
value of V1, and 1.2 times the maximum value of 
V1, considering the approved ranges of altitude and weight. 
The ground run calibration must be determined assuming an engine 
failure at the minimum value of V1.
    (f) Where duplicate airspeed indicators are required, their 
respective pitot tubes must be far enough apart to avoid damage to both 
tubes in a collision with a bird.

22. SC 23.1505 Airspeed Limitations

    Instead of compliance with Sec.  23.1505, the following apply:
    The maximum operating limit speed (VMO/MMO-
airspeed or Mach number, whichever is critical at a particular 
altitude) is a speed that may not be deliberately exceeded in any 
regime of flight (climb, cruise, or descent), unless a higher speed is 
authorized for flight test or pilot training operations. 
VMO/MMO must be established so that it is not 
greater than the design cruising speed VC/MC and 
so that it is sufficiently below VD/MD or 
VDF/MDF, to make it highly improbable that the 
latter speeds will be inadvertently exceeded in operations. The speed 
margin between VMO/MMO and VD/
MD or VDF/MDF may not be less than 
that determined under Sec.  23.335(b) or found necessary in the flight 
test conducted under SC 23.253.

23. SC 23.1583 Operating Limitations

    Instead of compliance with Sec.  23.1583, the following apply:
    The Airplane Flight Manual must contain operating limitations 
determined under this part 23, including the following--
    (a) Airspeed limitations. The following information must be 
furnished:
    (1) Information necessary for the marking of the airspeed limits on 
the indicator as required in Sec.  23.1545, and the significance of 
each of those limits and of the color-coding used on the indicator.
    (2) The speeds VMC, VO, VLE, and 
VLO, if established, and their significance.
    (3) In addition--
    (i) The maximum operating limit speed, VMO/
MMO and a statement that this speed must not be deliberately 
exceeded in any regime of flight (climb, cruise or descent) unless a 
higher speed is authorized for flight test or pilot training;
    (ii) If an airspeed limitation is based upon compressibility 
effects, a statement to this effect and information as to any symptoms, 
the probable behavior of the airplane, and the recommended recovery 
procedures; and
    (iii) The airspeed limits must be shown in terms of VMO/
MMO.
    (b) Powerplant limitations. The following information must be 
furnished:
    (1) Limitations required by Sec.  23.1521.
    (2) Explanation of the limitations, when appropriate.
    (3) Information necessary for marking the instruments required by 
Sec.  23.1549 through Sec.  23.1553.
    (c) Weight. The airplane flight manual must include--
    (1) The maximum weight; and
    (2) The maximum landing weight, if the design landing weight 
selected by the applicant is less than the maximum weight.
    (3) [Reserved]
    (4) The maximum takeoff weight for each airport altitude and 
ambient temperature within the range selected by the applicant at 
which--
    (i) The airplane complies with the climb requirements of SC 
23.63(d)(1); and
    (ii) The accelerate-stop distance determined under SC 23.55 is 
equal to the available runway length plus the length of any stopway, if 
utilized; and either:
    (iii) The takeoff distance determined under SC 23.59(a) is equal to 
the available runway length; or
    (iv) At the option of the applicant, the takeoff distance 
determined under SC 23.59(a) is equal to the available runway length 
plus the length of any clearway and the takeoff run determined under SC 
23.59(b) is equal to the available runway length.
    (5) The maximum landing weight for each airport altitude within the 
range selected by the applicant at which--
    (i) The airplane complies with the climb requirements of SC 
23.63(d)(2) for ambient temperatures within the range selected by the 
applicant; and
    (ii) The landing distance determined under Sec.  23.75 for standard 
temperatures is equal to the available runway length.
    (6) The maximum zero wing fuel weight, where relevant, as 
established in accordance with Sec.  23.343.
    (d) Center of gravity. The established center of gravity limits.
    (e) Maneuvers. The following authorized maneuvers, appropriate 
airspeed limitations, and unauthorized maneuvers, as prescribed in this 
section.
    (1) [Reserved]
    (2) [Reserved]
    (3) [Reserved]
    (4) [Reserved]
    (5) Maneuvers are limited to any maneuver incident to normal 
flying, stalls, (except whip stalls) and steep turns in which the angle 
of bank is not more than 60 degrees.
    (f) Maneuver load factor. The positive limit load factors in g's.
    (g) Minimum flight crew. The number and functions of the minimum 
flight crew determined under Sec.  23.1523.
    (h) Kinds of operation. A list of the kinds of operation to which 
the airplane is limited or from which it is prohibited under Sec.  
23.1525, and also a list of installed equipment that affects any 
operating limitation and identification as to the equipment's required 
operational status for the kinds of operation for which approval has 
been given.
    (i) Maximum operating altitude. The maximum altitude established 
under Sec.  23.1527.
    (j) Maximum passenger seating configuration. The maximum passenger-
seating configuration.
    (k) Allowable lateral fuel loading. The maximum allowable lateral 
fuel loading differential, if less than the maximum possible.
    (l) Baggage and cargo loading. The following information for each 
baggage and cargo compartment or zone--
    (1) The maximum allowable load; and
    (2) The maximum intensity of loading.
    (m) Systems. Any limitations on the use of airplane systems and 
equipment.
    (n) Ambient temperatures. Where appropriate, maximum and minimum 
ambient air temperatures for operation.
    (o) Smoking. Any restrictions on smoking in the airplane.
    (p) Types of surface. A statement of the types of surface on which 
operations may be conducted. (See SC 23.45(g) and SC 23.1587(a)(4) and 
SC 23.1587(d)(4)).

24. SC 23.1585 Operating Procedures

    Instead of compliance with Sec.  23.1585, the following apply:
    (a) Information concerning normal, abnormal (if applicable), and 
emergency procedures and other pertinent information necessary for safe 
operation and the achievement of the scheduled performance must be 
furnished, including--
    (1) An explanation of significant or unusual flight or ground 
handling characteristics;
    (2) The maximum demonstrated values of crosswind for takeoff and 
landing, and procedures and information pertinent to operations in 
crosswinds;

[[Page 17382]]

    (3) A recommended speed for flight in rough air. This speed must be 
chosen to protect against the occurrence, as a result of gusts, of 
structural damage to the airplane and loss of control (for example, 
stalling);
    (4) Procedures for restarting any turbine engine in flight, 
including the effects of altitude; and
    (5) Procedures, speeds, and configuration(s) for making a normal 
approach and landing, in accordance with SC 23.73 and Sec.  23.75, and 
a transition to the balked landing condition.
    (6) [Reserved]
    (b) [Reserved]
    (c) In addition to paragraph (a) of this special condition, the 
following information must be furnished:
    (1) Procedures, speeds, and configuration(s) for making an approach 
and landing with one engine inoperative;
    (2) Procedures, speeds, and configuration(s) for making a balked 
landing with one engine inoperative and the conditions under which a 
balked landing can be performed safely, or a warning against attempting 
a balked landing;
    (3) The VSSE determined in Sec.  23.149; and
    (4) Procedures for restarting any engine in flight including the 
effects of altitude.
    (d) [Reserved]
    (e) [Reserved]
    (f) In addition to paragraphs (a) and (c) of this section, the 
information must include the following:
    (1) Procedures, speeds, and configuration(s) for making a normal 
takeoff.
    (2) Procedures and speeds for carrying out an accelerate-stop in 
accordance with SC 23.55.
    (3) Procedures and speeds for continuing a takeoff following engine 
failure in accordance with SC 23.59(a)(1) and for following the flight 
path determined under SC 23.57 and SC 23.61(a).
    (g) Information identifying each operating condition in which the 
fuel system independence prescribed in Sec.  23.953 is necessary for 
safety must be furnished, together with instructions for placing the 
fuel system in a configuration used to show compliance with that 
section.
    (h) For each airplane showing compliance with Sec.  23.1353(g)(2) 
or (g)(3), the operating procedures for disconnecting the battery from 
its charging source must be furnished.
    (i) Information on the total quantity of usable fuel for each fuel 
tank, and the effect on the usable fuel quantity, as a result of a 
failure of any pump, must be furnished.
    (j) Procedures for the safe operation of the airplane's systems and 
equipment, both in normal use and in the event of malfunction, must be 
furnished.

25. SC 23.1587 Performance Information

    Instead of compliance with Sec.  23.1587, the following apply:
    Unless otherwise prescribed, performance information must be 
provided over the altitude and temperature ranges required by SC 
23.45(b).
    (a) The following information must be furnished--
    (1) The stalling speeds VSO and VS1 with the 
landing gear and wing flaps retracted, determined at maximum weight 
under Sec.  23.49, and the effect on these stalling speeds of angles of 
bank up to 60 degrees;
    (2) The steady rate and gradient of climb with all engines 
operating, determined under Sec.  23.69(a);
    (3) The landing distance, determined under Sec.  23.75 for each 
airport altitude and standard temperature, and the type of surface for 
which it is valid;
    (4) The effect on landing distances of operation on other than 
smooth hard surfaces, when dry, determined under SC 23.45(g); and
    (5) The effect on landing distances of runway slope and 50 percent 
of the headwind component and 150 percent of the tailwind component.
    (b) [Reserved].
    (c) [Reserved]
    (d) In addition to paragraph (a) of this section, the following 
information must be furnished--
    (1) The accelerate-stop distance determined under SC 23.55;
    (2) The takeoff distance determined under SC 23.59(a);
    (3) At the option of the applicant, the takeoff run determined 
under SC 23.59(b);
    (4) The effect on accelerate-stop distance, takeoff distance and, 
if determined, takeoff run, of operation on other than smooth hard 
surfaces, when dry, determined under SC 23.45(g);
    (5) The effect on accelerate-stop distance, takeoff distance, and 
if determined, takeoff run, of runway slope and 50 percent of the 
headwind component and 150 percent of the tailwind component;
    (6) The net takeoff flight path determined under SC 23.61(b);
    (7) The enroute gradient of climb/descent with one engine 
inoperative, determined under Sec.  23.69(b);
    (8) The effect, on the net takeoff flight path and on the enroute 
gradient of climb/descent with one engine inoperative, of 50 percent of 
the headwind component and 150 percent of the tailwind component;
    (9) Overweight landing performance information (determined by 
extrapolation and computed for the range of weights between the maximum 
landing and maximum takeoff weights) as follows--
    (i) The maximum weight for each airport altitude and ambient 
temperature at which the airplane complies with the climb requirements 
of SC 23.63(d)(2); and
    (ii) The landing distance determined under Sec.  23.75 for each 
airport altitude and standard temperature.
    (10) The relationship between IAS and CAS determined in accordance 
with SC 23.1323(b) and (c).
    (11) The altimeter system calibration required by Sec.  23.1325(e).

    Issued in Kansas City, Missouri on April 2, 2009.
John Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. E9-8581 Filed 4-14-09; 8:45 am]
BILLING CODE 4910-13-P