Airworthiness regulations for normal aircraft

(On May 6, 2022, the Ministry of Transport issued Order No.16 of 2022, which will come into force on August 1, 2022.)

Achapter　General rule

Section 23.2000strip　Scope of application and definition

(a)This regulation stipulates the airworthiness requirements for issuing and changing the type certificate of normal aircraft.

(b)The following definitions apply to this provision:

Continue to fly and land safely refers to the possibility of using emergency procedures and not requiring special driving skills and physical strength.,The aircraft has the ability to continue controlled flight and landing.;When landing,There may be some damage to the aircraft due to failure.

Section 23.2005strip　Approval of normal aircraft

(a)Passenger seats are set to 19 seats.(Unless otherwise provided by the bureau.)Or below and the maximum authorized takeoff weight is 8,618 kg(19,000 pounds)Or the following plane,Can be examined and approved according to the normal class.

(b)According to the set maximum number of passengers.,The aircraft is classified into the following approval grades:

(one)Level 1: Aircraft with a maximum passenger seat of 0 to 1.;

(2)Level 2: Aircraft with a maximum passenger seat of 2 to 6 seats.;

(three)Level 3: Aircraft with a maximum passenger seat of 7 to 9 seats.;

(four)Level 4: The maximum passenger seats are set to 10 to 19 seats.(Unless otherwise provided by the bureau.)The plane.

(c)According to flight speed,The aircraft is classified into the following performance levels:

(one)Low speed: VNO and VMO ≤ 463km/h.(250 knots)Calibrated airspeed(CAS)And MMO≤0.6.;

(2)High speed: VNO or VMO > 463km/h.(250 knots)Calibrated airspeed(CAS)Or an airplane with MMO>0.6.

Where: VNO is the maximum structural cruising speed.,VMO and MMO are the maximum limit speeds expressed by airspeed and Mach number respectively.

(d)According to the provisions of the aircraft approved.,Can apply for aerobatic validation. Aircraft approved by aerobatics,Can be used for maneuvering without restriction.,Except for the restrictions formulated in accordance with Chapter G of these Provisions. Aircraft not approved by aerobatics,It can only be used for various maneuvers required for normal flight.,Stall included(Not including tail stall.)And slow figure-eight flight, sharp rise turn and sharp turn with a slope of not more than 60 degrees.

Section 23.2010strip　Acceptable compliance method

(a)The applicant shall adopt a compliance method acceptable to the Bureau.,Indicate compliance with these provisions. Conformity method acceptable to the bureau,Including recognized standards and other standards accepted by the bureau.

(b)The applicant shall submit the compliance method in the format and manner specified by the Bureau.

Bchapter　Feihang

Section 1 sexual performance

Section 23.2100strip　Weight and center of gravity

(a)The applicant shall set the weight and center of gravity limits for the safe operation of the aircraft.

(b)The applicant shall use the critical combination of weight and center of gravity to meet the requirements of each article in this chapter.,These critical combinations should be determined in the aircraft stowage state.,And meet the tolerance acceptable to the bureau.

(c)Aircraft state for determining empty weight and center of gravity,It should be clearly defined and easy to reproduce.

Section 23.2105strip　performance data

(a)not otherwise provided,The aircraft shall meet the performance requirements of this chapter according to the following conditions:

(one)For all aircraft,According to the standard atmospheric conditions of still air and sea level.;

(2)For high-speed aircraft in Class 1 and Class 2 and all aircraft in Class 3 and Class 4.,According to the ambient atmospheric conditions within the use envelope.

(b)not otherwise provided,The applicant shall formulate the performance data required in this chapter according to the following conditions:

(one)The height of the airport ranges from sea level to 3,048 meters(10,000 ft);

(2)Within the limits of use,Temperatures above and below the standard temperature that adversely affect performance.

(c)Procedures for determining takeoff and landing distances,Under the atmospheric conditions expected to be encountered in service,It should be consistently executable by drivers with a general skill level.

(d)According to this article(b)Performance data determined in paragraph.,Losses due to atmospheric conditions, cooling requirements and other power requirements should be considered.

Section 23.2110strip　stalling speed

The applicant shall determine the stall speed or minimum steady flight speed for each flight configuration used in normal operation.,Normal operation includes takeoff, climb, cruise, descent, approach and landing. When determining stall speed or minimum steady flight speed,The most unfavorable state of each flight configuration for the following power settings shall be considered:

(a)For propulsion systems that are mainly used to provide thrust,Power set to idle or zero thrust.;

(b)For propulsion systems used for flight control or high-lift devices in addition to providing thrust,,Power is set to nominal thrust.

23.2115strip　Takeoff performance

(a)The applicant shall determine the takeoff performance of the aircraft.,When determining, consideration should be given to:

(one)Stall speed safety margin;

(2)Minimum control speed;

(three)Climbing gradient.

(b)For single-engine aircraft and low-speed multi-engine aircraft in Class 1, Class 2 and Class 3 aircraft,,Takeoff performance includes ground taxi and initial climb to 15 meters above the takeoff surface.(50 feet)The distance.

(c)For high-speed multi-aircraft in Class 1, Class 2 and Class 3 and multi-aircraft in Class 4,,Take-off performance includes the following distances after sudden loss of critical thrust:

(one)Interrupt takeoff distance at critical speed;

(2)Ground taxi plus initial climb to 10.7m above the takeoff surface.(35 ft)Distance;

(three)Net takeoff flight path.

Section 23.2120strip　Climbing requirement

The design shall meet the following minimum climb performance without ground effect:

(a)Full engine operation and initial climb configuration:

(one)For low-speed aircraft in Class 1 and Class 2 aircraft,,Land-based aircraft should have a climb gradient of 8.3%,Seaplanes and amphibious aircraft should have a climb gradient of 6.7%.;

(2)High-speed aircraft in Class 1 and Class 2 aircraft,And the single-engine aircraft in all Class 3 and Class 4 aircraft.,There should be a 4% climb gradient after take-off.

(b)After multiple aircraft lose critical thrust;

(one)Low-speed aircraft in Class 1 and Class 2 aircraft that do not meet the requirements of single-engine crashworthiness.,In cruise configuration,At 1,524 meters(5,000 ft)The barometric altitude should have a climb gradient of 1.5%.;

(2)High-speed aircraft in Class 1 and Class 2 and low-speed aircraft in Class 3.,With the landing gear retracted and the flaps in the takeoff configuration.,122 meters above the takeoff surface(400 feet)There should be a 1% climb gradient.;

(three)For high-speed aircraft in Class 3 aircraft and all Class 4 aircraft,,The landing gear is retracted and the flaps are in the approach configuration.,122 meters above the takeoff surface(400 feet)There should be a 2% climb gradient.

(c)For an interrupted landing,With the landing gear down and the flaps in the landing configuration.,There should be a climb gradient of 3%,And will not lead to the driver’s excessive workload.

23.2125strip　Climbing performance data

(a)The applicant shall determine the following climbing performance for each weight, altitude and external temperature within the operation limit:

(one)Climbing performance of all single-engine aircraft;

(2)High-speed multiple aircraft in Class 1 and Class 2 aircraft and multiple aircraft in Class 3 aircraft.,During the take-off phase,Climbing performance after losing critical thrust in initial climbing configuration;

(three)All multiple aircraft,During the flight phase of the route,Climbing performance of full engine in cruise configuration and climbing performance after losing critical thrust.

(b)The applicant shall determine the gliding performance of a single-engine aircraft after it completely loses thrust.

Section 23.2130strip　Landing

The applicant should aim at the combination of weight and height criticality within the operation limit.,Determine the following performance data at standard temperature:

(a)From 15 meters above the landing surface(50 feet)Landing distance required to stop;

(b)Approaching and landing speeds, configurations and procedures. Drivers with average skill level can consistently land within the landing distance to be announced by using this speed, configuration and procedure.,It will not cause aircraft damage or personal injury. When the landing needs to be interrupted,Consider the following factors,Be able to make a safe transition to the interrupted landing in this regulation:

(one)Stall speed safety margin;

(2)Minimum control speed(VMC).

Section 2 Flight characteristics

23.2135strip　control ability

(a)Under the following circumstances,Within the operating envelope,Aircraft should be maneuverable and maneuverable.,Without special driving skills, vigilance or physical strength:

(one)All stowage conditions applied for examination and approval;

(2)All flight phases;

(three)Possible failure of reversible flight control or propulsion system;

(four)During the configuration change.

(b)Use the approved steepest approach gradient procedure and provide a landing speed below the reference speed.(VREF)Or a reasonable margin higher than the approach angle of attack.,The plane should be able to land safely.,Without causing serious damage to aircraft or personnel.

(c)Yeah, multiple aircraft,If applicable,The applicant should determine the minimum control speed for the most critical configuration used during takeoff and landing.(VMC).

(d)Application for aerobatic aerobatic aircraft,The applicant shall demonstrate the stunt maneuver applied for approval and determine the speed at which the corresponding stunt maneuver can be started.

Section 23.2140strip　Leveling

(a)In the following States,In that case that the pilot or the flight control system doe not exert further force or displacement on the main control system or the corresponding trim control.,The aircraft should maintain the lateral and heading trim:

(one)For Class 1, Class 2 and Class 3 aircraft,,Cruise state;

(2)For class 4 aircraft,Normal operation state.

(b)In the following States,Under the condition that the pilot or flight control system does not exert further force or displacement on the main control system or the corresponding trim control.,The aircraft should maintain longitudinal trim.;

(one)climb;

(2)Pingfei;

(three)descend;

(four)Approach.

(c)During normal operation and possible abnormal or emergency operation of the aircraft(Include that situation that multiple aircraft lose critical thrust.),Residual control force shall not make the driver tired or distracted.

23.2145strip　stability

(a)Aircraft not approved by aerobatics,Should:

(one)During normal operation,It has static stability in longitudinal direction, transverse direction and heading direction.;

(2)During normal operation,Dynamic stability with short period mode and Dutch roll mode;

(three)Within the whole use envelope,Provide stable control force feedback.

(b)The aircraft shall not have longitudinal stability characteristics that increase the workload of the pilot or endanger the divergence of the aircraft and its crew.

23.2150strip　Stall characteristics, stall warning and spin

(a)Aircraft should have controllable stall characteristics during straight flight, turning flight and accelerating turning flight.,And there is a clear stall warning.,Stall warning should provide sufficient margin to prevent unintentional entry into stall.

(b)Single-engine aircraft not approved by aerobatics,There shall be no tendency to unintentionally deviate from the controllable flight state.

(c)Multiple aircraft in Class 1 and Class 2 aircraft that have not been approved by aerobatics.,Asymmetric thrust state after losing critical thrust,There shall be no tendency to unintentionally deviate from the controllable flight state.

(d)Aircraft approved for aerobatics with spin.,Should have controllable stall characteristics.,And after making the first recovery maneuver.,Can use no more than one and a half additional rotations.,Recover from any point of the spin,Stay within the operational limits of the aircraft during the period. The aircraft shall not rotate more than six laps or more laps before starting to recover the control.

(e)For aircraft approved by aerobatics with spin.,Its spin characteristics should be such that the spin can be recovered without exceeding the limit.,And there will be no irreversible spin due to the following circumstances:

(one)Typical use of flight control or engine power control;

(2)The driver is disoriented or disabled.

23.2155strip　Ground and water handling characteristics

Aircraft expected to operate on land or water.,It should have longitudinal and directional maneuverability during taxiing, takeoff and landing operations.

Section 23.2160strip　Vibration, buffeting and high-speed characteristics

(a)Reach the design dive speed(VD/MD,Expressed in airspeed or Mach number.)front,Vibration and buffeting shall not affect the operation of the aircraft or cause excessive fatigue of the flight crew.,The stall warning chattering meeting this requirement is allowed.

(b)For high-speed aircraft and the maximum operating altitude is greater than 7,620 meters(25,000 ft)All aircraft at barometric altitude,When in the 1g state in the cruise configuration,Before the speed reaches VMO/MMO.,In addition to stall buffeting,There shall be no perceptible chattering.

(c)For high-speed aircraft,The positive maneuvering load factor should be determined.,Within the operating envelope,When the aircraft is in cruise configuration and reaches this load factor.,Sensible chattering began to appear. Possible unintentional exceeding of this boundary shall not cause structural damage.

(d)From any possible speed up to VMO/MMO,After the following situations occur,High-speed aircraft should have recovery characteristics that will not cause structural damage or out of control;

(one)Unintentional growth rate;

(2)For aircraft whose dynamic pressure may damage the longitudinal trim system.,High speed mismatch level.

23.2165strip　Performance and flight characteristics required for flying in icing conditions

(a)The application shall be in accordance with the Airworthiness Standard for Transport Aircraft.(Hereinafter referred to as CCAR25.)Flight under icing conditions as defined in Appendix C, Part I shall be examined and approved.,Or when applying for approval according to these icing conditions and other additional atmospheric icing conditions.,The applicant shall carry out the following work under the icing conditions and the normal working conditions of the icing protection system:

(one)Indicate compliance with each requirement in this chapter.,However, it does not include the requirements applicable to spin and any requirements that need to be demonstrated at more than the following speeds:

(i)463 km/h(250 knots)Calibrated airspeed;

(ii)VMO/MMO or speed cannot be exceeded.(VNE);

(iii)The applicant demonstrated the speed at which the fuselage would not freeze.

(2)It shows that the stall warning mode of flying in icing condition is the same as that in non-icing condition.

(b)If you apply for the approval of flight under icing conditions,The applicant shall provide measures to detect icing conditions beyond the application approval.,It shows that the aircraft has the ability to avoid or get rid of this icing condition.

(c)The applicant shall formulate operational restrictions.,It is forbidden to intentionally fly into unapproved icing conditions.,Including take-off and landing.

Cchapter　Structure

Section 1 General Provisions

Section 23.2200strip　Structural design envelope

The applicant shall determine the envelope of structural design.,This envelope specifies the scope and limits of aircraft design and operation parameters.,And is used to indicate compliance with the requirements of this chapter. The applicant should consider all the design and operation parameters of the aircraft that may affect the structural load, strength, durability and aeroelasticity.,Including:

(a)Used to show that the structural design airspeed, landing sinking speed and any other airspeed restrictions meet the requirements of this chapter. Structural design airspeed shall be:

(one)Fully greater than the stall speed of the aircraft,Prevent the plane from getting out of control in turbulence;

(2)Provide sufficient margin for formulating the actual use limit airspeed.

(b)Design maneuver load factor,The coefficient shall not be less than the possible maneuvering load coefficient in the structural design envelope indicated by service experience.

(c)Inertia attribute,Include weight, center of gravity and moment of inertia of mass.,Consider:

(one)Every critical weight from the empty weight of the aircraft to the maximum weight.;

(2)Weight and distribution of passengers, commercial load and fuel.

(d)Characteristics of aircraft control system,Including the range of motion and tolerance of control surfaces, high-lift devices or other movable surfaces.

(e)Up to each critical height of the maximum height.

Section 23.2205strip　Interaction between system and structure

If the plane is equipped with a certain system,,The system changes the structural performance, alleviates the impact of the requirements of this chapter or provides compliance methods to meet the requirements of this chapter.,In indicating compliance with the requirements of this chapter,The applicant should consider the impact and failure of the system.

Section 2 Structural Load

Section 23.2210strip　Structural design load

(a)The applicant shall be within and on the boundary of the structural design envelope.,For all critical combinations of parameters,Determine the related structural design load that may be caused by internal or external pressure, force or moment. These pressures, forces or moments may occur during air, ground and water operations.,When operating on the ground and water.,And when the aircraft is parked or tethered.

(b)Size and distribution of design load of relevant structures required in this article.,Should be based on physical principles.

Section 23.2215strip　Flight load situation

The applicant shall determine the structural design load caused by the following flight conditions:

(a)Atmospheric gust,Its magnitude and gradient are based on the measured gust statistics.;

(b)Symmetric and asymmetric maneuvers;

(c)Asymmetric thrust caused by critical engine failure.

Section 23.2220strip　Ground load and water load

The applicant shall, when the aircraft is in various normal and unfavorable postures and configurations.,Determine the structural design load caused by its taxiing, takeoff, landing and operation on the applicable surface.

Section 23.2225strip　Component load situation

The applicant shall determine:

(a)Structural design load acting on each engine frame and its supporting structure,Make it withstand:

(one)The combination of the load caused by the operation of the power plant and the flying gust and maneuvering load.;

(2)Load caused by sudden stop of non-piston power plant.

(b)Structural design loads acting on each flight control surface and high-lift surface and their associated systems and supporting structures caused by the following factors:

(one)Inertia of each control surface, high-lift surface and connected counterweight.;

(2)Flight gust and maneuver;

(three)Driver or automatic system input;

(four)System-induced situation,Including jamming and friction.;

(five)Taxiing, takeoff and landing on applicable surfaces.,Including downwind sliding and sudden wind on the ground.

(c)The following structural design loads acting on the plenum chamber:

(one)The combination of load caused by pressure difference from zero to maximum relief pressure and sudden wind and maneuvering load.;

(2)If it is possible for the plane to land under cabin pressurization,Combination of load caused by pressure difference from zero to maximum relief pressure and ground or water load.;

(three)Without considering all other loads,The load caused by the pressure difference of the maximum relief pressure is multiplied by 1.33.

Section 23.2230strip　Limit and ultimate load

The applicant shall determine:

(a)Limit load,not otherwise provided,The limiting load is equal to the structural design load.;

(b)ultimate load,not otherwise provided,The ultimate load is equal to the limiting load multiplied by the safety factor of 1.5.

Section III Structural Performance

Article 23.2235　structural strength

The structure shall bear:

(a)Limit load,Will not hinder the safe operation of the aircraft or cause harmful permanent deformation.;

(b)Ultimate load.

Section 23.2240strip　Structural durability

(a)The applicant shall formulate inspection procedures or other procedures.,To prevent structural failure due to strength reduction for foreseeable reasons.,Failure of these structures may lead to serious or fatal injuries.,Or lead to long-term operation with reduced safety margin. The procedures formulated in accordance with this article shall be included in the airworthiness restriction section of the continuous airworthiness document required by Article 23.2625 of these Provisions.

(b)For class 4 aircraft,In order to comply with this article(a)Paragraph of the program.,It should be possible to detect the damage before it leads to structural failure.

(c)For supercharged aircraft:

(one)After the cabin suddenly lost pressure,,Including sudden pressure loss caused by door and window failure,Aircraft should be able to continue to fly and land safely.;

(2)For maximum running height greater than 12,497 meters(41,000 ft)The plane,In order to comply with this article（a)The procedures formulated by the paragraph,Should be able to before the injury may lead to rapid pressure loss that will cause serious or fatal injuries.,Check the damage of the pressurized cabin structure.

(d)When the non-containment engine or rotating machinery fails to produce high-energy debris and cause structural damage,,Aircraft design should minimize the damage to the aircraft.

Section 23.2245strip　aeroelasticity

(a)Under the following conditions,Aircraft shall not flutter, control reaction and divergence;

(one)All speeds within a sufficient range inside and outside the envelope of structural design.;

(2)Any configuration and operation;

(three)Consider the critical degree of freedom;

(four)Consider any critical failure or failure.

(b)The applicant should make a tolerance for all parameter values that affect flutter.

Section iv　Set a plan

Section 23.2250strip　Principles of design and construction

(a)The applicant shall, in accordance with the expected operating conditions of the aircraft,Design each part, assembly and assembly.

(b)Design data should fully define the configuration of parts, components or assemblies.,Its design features,And all materials and processes used.

(c)The applicant shall determine the applicability of each design detail and parts that have an important impact on the safety of aircraft operation.

(d)When the aircraft is subjected to the expected limiting aerodynamic load,The control system shall not be stuck, excessively rubbed and excessively deformed.

(e)Unless it is shown that opening it in flight will not cause harm.,Otherwise, every hatch, canopy and exit should be prevented from being inadvertently opened in flight.

23.2255strip　Structural protection

(a)The applicant shall protect every part of the aircraft.,Include small parts.,Such as fasteners,So as to prevent performance degradation or strength loss due to any possible reasons in the expected use environment.

(b)Every part of the aircraft should have adequate ventilation and drainage measures.

(c)For each part that needs maintenance, preventive maintenance or service.,The applicant shall take appropriate measures in aircraft design.,In order to complete these tasks.

Section 23.2260strip　Materials and technology

(a)For parts, components and assemblies whose failure may hinder the continued safe flight and landing.,The applicant shall, in consideration of the possible environmental conditions expected in service,,Determine the suitability and durability of the materials used.

(b)The methods or processes used in manufacturing and assembly should be able to continuously produce intact structures. If a manufacturing process needs strict control to achieve this goal.,The applicant shall implement it according to the approved process specifications.

(c)Except this article(f)Kuan he(g)In addition to the provisions of paragraph,The applicant shall select the design value.,The design value should ensure that the critical probabilistic material strength of structural elements is considered. The design value should consider the probability of structural failure caused by material variability.

(d)If there are requirements for the strength properties of materials,The determination of these properties should be based on sufficient material tests.(Materials shall conform to the specifications.),Design values are made on the basis of experimental statistics.

(e)For key components or structures with significant thermal impact under normal operating conditions,The applicant shall determine the influence of temperature on the design allowable stress.

(f)In general, only the guaranteed minimum value can be used,If each individual sample is tested before use,Confirm that the actual strength performance of this specific project is equal to or greater than the design use value.,Then the design value of such materials can be greater than the minimum value required by this article.

(g)With the consent of the bureau,Applicants can use other materials to design values.

23.2265strip　Special safety factor

(a)For each part, component or assembly whose critical design value is uncertain,And every part, component or assembly that meets any of the following conditions.,The applicant shall determine a special safety factor for each of its key design values:

(one)Before normal replacement,Its strength is likely to decrease in service.;

(2)Due to uncertain factors in manufacturing process or inspection method,Its strength is easy to change significantly.

(b)The applicant shall use quality control and specifications that consider the following factors to determine the special safety factor:

(one)Types of applications;

(2)Inspection method;

(three)Structural test requirements;

(four)Sampling percentage;

(five)Process and material control.

(c)When designing each structural part,The applicant shall put each limiting load and ultimate load,Multiply by the highest corresponding special safety factor. If there is no corresponding limiting load,Only the ultimate load is considered.

Section 5 Structural Occupant Protection

Section 23.2270strip　Emergency situation

(a)Even if it is damaged during emergency landing,The aircraft should also protect each crew member from injuries that make it impossible to evacuate under the following circumstances:

(one)Correct use of safety equipment and features specified in the design.;

(2)Passengers are subjected to the ultimate static inertia load that may be generated during emergency landing.;

(three)Quality items inside or behind the cockpit that may cause injuries to passengers.,Comprise an engine or an auxiliary power unit.,Withstand the ultimate static inertia load that may be generated during emergency landing.

(b)This article(a)fund(one)Xianghe(a)fund(2)Emergency landing situation specified in item.,The following requirements shall be met:

(one)Including the dynamic situation that may occur during emergency landing.;

(2)Loads experienced by passengers due to restraint or contact with objects in the aircraft.,It shall not exceed the human injury criterion determined according to human tolerance.

(c)Under possible flight, ground and emergency landing conditions,Aircraft should provide protection for all crew members.

(d)Each occupant protection system should be able to achieve its intended function.,And can not cause secondary injury to the passengers. When not in use,The occupant protection system shall not hinder the evacuation of occupants or interfere with the operation of aircraft.

(e)Each luggage compartment and cargo hold shall meet the following requirements:

(one)According to its maximum loading weight and the critical load distribution under the maximum load coefficient corresponding to the flight and ground load conditions determined according to these regulations.;

(2)There are measures to prevent passengers from being injured or the aircraft from being harmed by the movement of the cargo in the cabin.;

(three)Any control device, wire, pipeline, equipment or accessories.,If damaged or damaged, it may affect the safe use.,It should be protected.

Dchapter　Design and construction

Section 23.2300strip　Flight control system

(a)The flight control system design shall:

(one)The operation is simple, smooth, stable and accurate.,To complete its function.;

(2)Prevent possible harm.

(b)If a trim system is installed,Its design should:

(one)Prevent unintentional, incorrect or rough balancing operation.;

(2)Provide a way,Used to indicate:

(i)Motion direction of trim control device related to aircraft motion;

(ii)The trim position corresponding to the trim adjustable range.;

(iii)Neutral position of lateral and heading trim;

(iv)The trim range for takeoff under all the gravity center ranges and configurations applied for approval.

Section 23.2305strip　Landing gear system

(a)Landing gear design should:

(one)During ground operation,Provide stable support and control for the aircraft.;

(2)Consider possible system failures and possible operating environments.(Including expected excesses and emergency procedures.).

(b)All aircraft should have reliable stopping devices.,The device should have enough ability to absorb landing kinetic energy. Aircraft requiring verification of the ability to interrupt takeoff should consider this additional kinetic energy.

(c)Aircraft with landing gear actuation system,Its design:

(one)There should be reliable measures to keep the landing gear in the landing position.;

(2)When the landing gear is not fully lowered, it is harmful,There should be backup measures to lower the landing gear to the landing position.

Section 23.2310strip　Buoyancy of seaplanes and amphibious aircraft

Aircraft expected to run on water,The following requirements shall be met:

(a)Provide 80% more buoyancy than that required to support the maximum weight of the aircraft in fresh water.;

(b)Have sufficient margin,When the buoy or hull is likely to be flooded,An airplane can float on calm water without capsizing.

The first section of the occupant system design protection

23.2315strip　Evacuation facilities and emergency exits

(a)For the cockpit where passengers are allowed to take off or land.,The aircraft design shall meet the following requirements:

(one)In case of possible situation after emergency landing.,Facilitate the rapid and safe evacuation of passengers.,The emergency landing here does not include the water landing of class 1, class 2 and single-engine class 3 aircraft.;

(2)Equipped with evacuation facilities(open one’s mouth,Exit or emergency exit),The facility can be easily located and opened from the inside and outside of the aircraft. The opening method should be simple and clear.,And marked inside and outside the aircraft.;

(three)Emergency exits should be easily accessible.

(b)Aircraft authorized for aerobatics,There should be measures to evacuate the plane in the air.

Section 23.2320strip　Occupant physical environment

(a)Aircraft design shall meet the following requirements:

(one)The flight crew can communicate clearly with passengers.;

(2)Protect the pilot and flight control system from propeller injury and damage.;

(three)Protect passengers from serious injuries caused by damage to windshield, window and hatch cover.

(b)For class 4 aircraft,At that maximum approach flap speed,The windshield and its supporting structure located directly in front of the driver should be able to withstand the impact equivalent to 2 pounds of birds without being punctured.

(c)During normal operation and possible failure,The aircraft should provide air with appropriate pressure for each crew member.,And there is no dangerous concentration of gas, steam and smoke.

(d)If a supercharging system is installed on the aircraft,,The pressurization system shall be designed to prevent the following situations:

(one)Loss of pressure to unsafe level;

(2)Excessive pressure difference.

(e)If an oxygen system is installed on the plane,The oxygen system shall have the following capabilities:

(one)Effectively provide oxygen for each user.,Avoid hypoxia;

(2)The oxygen system itself, the use method and the influence on other components are harmless.

Section 2 Fire Prevention and High Energy Protection

23.2325strip　Fire prevention

(a)The following materials,Should be self-extinguishing:

(one)Insulation of wires and cables;

(2)For Class 1, Class 2 and Class 3 aircraft,,Materials in luggage compartments and cargo holds that are inaccessible in flight.;

(three)For class 4 aircraft,Materials in cockpit, passenger cabin, luggage compartment and cargo compartment.

(b)The following materials,Should be flame retardant:

(one)For Class 1, Class 2 and Class 3 aircraft,,Materials in each compartment accessible in flight;

(2)Any equipment related to cable installation that may overheat in case of circuit overload or failure.

(c)Heat and sound insulation materials installed on the fuselage,There shall be no danger of flame spreading.

(d)The heat source in each luggage compartment and cargo compartment can ignite the adjacent articles.,Should be shielded and isolated.,To prevent ignition.

(e)For class 4 aircraft,Each luggage compartment and cargo hold shall meet the following requirements:

(one)The luggage compartment and cargo compartment should be arranged where the driver can see the fire.,Otherwise, a fire detection system and a warning system should be installed.;

(2)Can be close to manual fire extinguishing.,Or a built-in fire extinguishing system.,Or its construction and sealing can contain any fire in the cabin.

(f)There should be facilities to extinguish any fire in the cockpit.,The facility shall meet the following requirements:

(one)Drivers can easily access fire fighting facilities when sitting in their seats.;

(2)For Class 3 and Class 4 aircraft,There are fire-fighting facilities for passengers in the cabin.

(g)Where flammable liquid or vapor may escape due to leakage of liquid system.,The following requirements shall be met:

(one)Determine its location and scope;

(2)Measures should be taken to minimize the probability of liquid and vapor being ignited and the harm after being ignited.

(h)The installation of combustion heater should prevent non-inclusive fire.

Article 23.2330　Fire prevention in designated fire areas and adjacent areas

(a)Flight control systems, engine mounts and other flight structures located in or near the designated fire area should be able to withstand the impact of fire.

(b)In case of fire,The engine in the designated fire area should be connected with the aircraft.

(c)Designated fire zone,Terminals, equipment and cables used during emergency procedures shall be fire-resistant.

23.2335strip　Lightning protection

The design of aircraft should protect the aircraft from the disastrous consequences caused by lightning.

Echapter　powerplant

Section 23.2400strip　Power plant installation

(a)For the purposes of this chapter.,The installation of aircraft power plant should include every component necessary for propulsion, which affects the safety of propulsion and every component that provides auxiliary power for the aircraft.

(b)Engines and propellers installed on aircraft,It should have type certificate or be approved with the aircraft type certificate according to the standards accepted by the bureau.,The airworthiness criteria contained in this standard should be suitable for the specific design and intended use of the engine or propeller.,And reach the safety level acceptable to the bureau.

(c)The structure and arrangement of power plant installation should consider:

(one)Possible operating conditions,Including the threat of foreign objects.;

(2)The moving parts have enough clearance with other parts of the aircraft and the surrounding environment such as the ground.;

(three)Possible hazards in operation,Including hazards to people on the ground.;

(four)Vibration and fatigue.

(d)The dangerous accumulation of liquid, vapor or gas should be isolated from aircraft and personnel cabins.,And can be safely contained or discharged.

(e)The components of the power plant shall meet the requirements of their component restrictions and installation instructions.,Or indicate that it will not cause harm.

Section 23.2405strip　Power or thrust control system

Power or thrust control system,Refers to the system that adjusts the power or thrust controlled by direct setting.

(a)The power or thrust control system should be designed to,It shall not lead to unsafe conditions during normal operation of the system.

(b)Any single failure or possible failure combination of power or thrust control system shall not prevent the aircraft from continuing to fly and land safely.

(c)Misoperation of the flight crew on the power or thrust control system should be prevented.,Unless it will not lead to unsafe conditions.

(d)Unless the failure probability of the power or thrust automatic control system is rare.,Otherwise, the system should:

(one)Provide flight crew with measures to confirm that the system is in working condition.;

(2)Measures to provide automatic override function for flight crew,If the harm brought by the system exceeds the safety benefit;

(three)Prevent it from being unintentionally lifted.

Section 23.2410strip　Hazard assessment of power plant installation

The applicant shall separately evaluate each power plant system and evaluate other systems and installations.,To show that the harmful consequences caused by any possible failure of the power plant system, components or accessories will not lead to the following situations:

(a)Hinder the plane from continuing to fly and land safely.,Or if it is impossible to ensure safe flight and landing.,Harm should be minimized.;

(b)Cause avoidable serious injury;

(c)The crew members are required to take immediate action for the continued operation of any remaining power plant system.

23.2415strip　Anti-icing of power plant

(a)Aircraft design,Includes an air intake system.,Predictable ice accumulation or snow accumulation that adversely affects the operation of the power plant should be prevented.

(b)Design of power plant installation,Any ice accumulation or snow accumulation that adversely affects the operation of the power plant should be prevented under the icing conditions applied for approval.

Section 23.2420strip　Reverse thrust system

Each reverse thrust system shall be designed to:

(a)There will be no unsafe conditions in the normal operation of the system.;

(b)After any single failure, possible failure combination or failure of the reverse thrust system occurs,The plane can continue to fly and land safely.

23.2425strip　Working characteristics of power plant

(a)During normal and emergency operation within the limits of aircraft and engine operation,The power plant shall not have dangerous characteristics.

(b)The driver should be enabled to stop the power plant in the air.,And restart the power plant within the established work envelope.

Section 23.2430strip　Fuel system

(a)Each fuel system shall meet the following requirements:

(one)For those with multiple fuel storage and supply systems,It should be designed and arranged to be independent of each other.,So that the failure of any component in one system will not lead to the loss of fuel storage or supply in other systems.;

(2)It is designed and arranged to prevent the fuel in the system from being ignited by direct lightning strike or sweeping lightning strike in the high-incidence area.,Or ignited by corona discharge and streamer at the fuel vent.;

(three)Provide necessary fuel to ensure that each power unit and auxiliary power unit can work normally under all possible operating conditions.;

(four)Provide measures for the flight crew to determine the total amount of available fuel.,And when the fuel system works normally,Considering the possible fluctuation of fuel,This available fuel can be continuously supplied.;

(five)Provide measures to safely discharge or isolate the fuel stored in the system from the aircraft.;

(six)Designed to conserve fuel under any possible operating conditions.,And minimize the harm to the occupants during any survivable emergency landing. For class 4 aircraft,Failure of landing system due to overload should be considered.;

(seven)Prevent the fuel oil supplied to each power unit and auxiliary power unit from being harmfully polluted.

(b)Each fuel storage system shall meet the following requirements:

(one)Able to bear the load under possible operating conditions without failure.;

(2)Isolated from the personnel cabin and protected from hazards caused by unexpected temperature effects.;

(three)Designed to prevent fuel transfer between storage or supply systems.,Or under possible operating conditions.,Large loss from any ventilation system;

(four)Provide fuel that works for at least half an hour at maximum continuous power or thrust.;

(five)Safe emergency oil discharge when landing is required.

(c)Each refueling system shall meet the following requirements:

(one)Prevent improper refueling;

(2)Prevent the stored fuel from being polluted under possible operating conditions.;

(three)Prevent any harm to aircraft or personnel during refueling.

23.2435strip　Air intake and exhaust system of power plant

(a)Air intake system of each power plant or auxiliary power plant and its accessories,The following requirements shall be met:

(one)Under possible operating conditions.,Provide the required air for the power plant or auxiliary power plant and its accessories.;

(2)Designed to prevent possible hazards caused by fire or tempering.;

(three)Minimize the inhalation of foreign objects.;

(four)Provide a backup air inlet in case the main air inlet is easily blocked.

(b)exhaust system,Includes an exhaust heat exchanger for each power plant or auxiliary power plant.,The following requirements shall be met:

(one)Provide measures to safely discharge potentially harmful substances.;

(2)Designed to prevent possible hazards caused by heat, corrosion or blockage.

Article 23.2440　Fire protection of power plant

(a)Power plant, auxiliary power plant or combustion heater containing combustible fluid and ignition source for igniting the fluid shall be installed in the designated fire area.

(b)Each designated fire zone,In case of internal fire or overheating,Measures should be taken to isolate and reduce the harm to aircraft.

(c)Every component, conduit, joint and control device affected by fire shall meet the following requirements:

(one)Its design and arrangement should prevent the harm caused by fire.,Including any parts, conduits, joints and control devices located near the designated fire zone that may be affected by the fire in the fire zone.;

(2)Conveying combustible liquid, gas or air.,Or the components, conduits, joints and control devices that work in case of fire are required to be fire-resistant.;

(three)Components, conduits, joints and control devices for storing flammable liquids are fireproof.,Or protected by a fire shield.

(d)The applicant shall provide measures to prevent dangerous flammable liquids from flowing into, through or in the designated fire area.,This measure shall meet the following requirements:

(one)Do not restrict the flow or the work of the remaining power plant, auxiliary power plant or equipment necessary for safety.;

(2)It should be prevented from misoperation.;

(three)Should be located outside the fire zone.,Unless it is located in a fire area, it can provide the same level of safety.

(e)Measures for rapid detection of fire shall be provided for the following designated fire areas:

(one)Detection measures can reduce the fire area of multiple aircraft that may be harmful;

(2)Fire area with fire extinguishing measures.

(f)Except for the fire zone of the combustion heater,Fire extinguishing measures shall be provided for the following fire areas:

(one)Any fire area beyond the driver’s sight.;

(2)Any fire zone in the fuselage,The fire area should also have redundant fire extinguishing measures.;

(three)Any fire zone on a Class 4 aircraft.

Fchapter　Set up

Section 23.2500strip　Aircraft-class system requirements

This clause is the general requirements for the equipment and systems installed on the aircraft.,Unless otherwise required by other provisions of this regulation for specific equipment or systems.

(a)The operation type of the aircraft approved according to its application.(Day VFR, night VFR, IFR)The design and installation of systems and equipment required for safe operation shall meet the following requirements:

(one)Meet the safety level applicable to the approval level and aircraft performance level requirements.;

(2)Complete the expected functions under the operational and environmental restrictions approved by the aircraft.

(b)This article(a)The design and installation of systems and equipment not covered in paragraph shall ensure that their operation will not adversely affect the aircraft and crew.

Section 23.2505strip　Function and installation

Every piece of equipment installed on the plane.,Should work as expected.

Section 23.2510strip　Systems, equipment and installation

Except for other separate requirements in these Provisions.,Each system, equipment and installation of aircraft shall meet the following requirements:

(a)Average failure probability of each catastrophic failure state.,Is highly unlikely.;

(b)Average failure probability of each dangerous failure state.,Is very rare.;

(c)Average failure probability of each major failure state.,Is very small.

23.2515strip　Lightning protection of electronic and electrical systems

Unless it shows that lightning is unlikely.,Otherwise, according to the instrument flight rules.(IFR)Operate an approved aircraft,The following requirements shall be met:

(a)For every electronic and electrical system whose function failure will prevent the aircraft from continuing to fly and land safely.,Its design and installation shall meet the following requirements:

(one)During and after lightning strikes the plane,Aircraft-class functions will not be adversely affected.;

(2)Unless this functional recovery conflicts with other operation or functional requirements of this system.,Otherwise, after the plane encounters lightning,,The system should restore the normal operation of this function in time.

(b)For every electronic and electrical system whose function failure will seriously reduce the ability of aircraft or flight crew to cope with adverse operating conditions.,Its design and installation should ensure that when the aircraft encounters lightning,,The system resumes the normal operation of this function in time.

Section 23.2520strip　High intensity radiation field(HIRF)protect

(one)When an airplane is exposed to a high-intensity radiation field(HIRF)During and after the environment,Aircraft-class functions will not be adversely affected.;

(2)Unless this functional recovery conflicts with other operation or functional requirements of this system.,Otherwise, when the plane leaves the high-intensity radiation field,(HIRF)After the environment,The system should restore the normal operation of this function in time.

(b)According to instrument flight rules(IFR)Approved aircraft,For every electronic and electrical system whose function failure will seriously reduce the ability of aircraft or flight crew to cope with adverse operating conditions.,Its design and installation should ensure that when the aircraft leaves the high-intensity radiation field.(HIRF)After the environment,The system resumes the normal operation of this function in time.

23.2525strip　Power supply and distribution system

Design and installation of power supply and distribution system for all systems.,It should be ensured that:

(a)Under all expected operating conditions,Provide the connected load with electric energy needed for operation.;

(b)The power supply system, power distribution system or other power consumption systems will not be unable to supply power to the important loads needed for the continued safe flight and landing of the aircraft due to single point failure or fault.;

(c)When the main power supply fails,There should be enough electricity.,During the time required for safe flight and landing.,Power all important loads.

Section 23.2530strip　Exterior and cockpit lighting

(a)Design and installation of all lighting,The adverse impact on the flight crew’s ability to perform their duties should be minimized.

(b)Such as installing navigation lights and anti-collision lights.,Its light intensity, flashing frequency, color, coverage and other characteristics.,It should be able to provide enough time for another aircraft to avoid collision.

(c)Such as installing navigation lights,It should include a red light on the left side of the plane and a green light on the right side of the plane. If space permits.,The lateral distance between the two lamps should be as large as possible. besides,It should also include a backward white light on the tail or wing tip of the aircraft.

(d)Design and installation of taxiing and landing lights,Should be able to provide enough lighting for night operation.

(e)For seaplanes or amphibious aircraft,Parking lights should provide visible white light under clean atmospheric conditions.

23.2535strip　safety equipment

Safety and life-saving equipment required by civil aviation operation regulations,Should be reliable, accessible and identifiable.,And clearly identify the operation method.

Section 23.2540strip　Fly in icy conditions

Apply for the approval of flying under icing conditions defined in Part I of Appendix C of CCAR25 Part 25.,Or when applying to fly under these icing conditions and any additional atmospheric icing conditions for approval.,It shall be indicated under the icing conditions for approval:

(a)The icing protection system can make the aircraft run safely.;

(b)When the autopilot works,,Aircraft design should provide protection against stall.

23.2545strip　Supercharging system component

The pressurization system should be able to withstand appropriate verification pressure and failure pressure.

Section 23.2550strip　Equipment with high-energy rotor

Design and installation of equipment with high-energy rotor,Crew and aircraft should be protected from non-inclusive debris.

23.2555strip　cockpit voice recorder

(a)The cockpit voice recorder required by the civil aviation operation regulations shall be approved in accordance with the requirements of these regulations.,And after its installation,It shall be possible to record the following information:

(one)A call made or received by radio on an airplane.;

(2)Dialogue between flight crew members in cockpit;

(three)Calls of flight crew members in cockpit when using the intercom system of aircraft.;

(four)Voice or audio identification signals entering navigation or approach navigation AIDS in headphones or speakers.;

(five)Calls of flight crew members when using the passenger address system(If a passenger announcement system is installed,And in accordance with this article(c)fund(four)item(ii)The purpose requires a fourth channel to be available.);

(six)If a data link communication device is installed,All data link communications use the approved data information format. Data link information should be recorded as an output signal of the communication device.,The communication device converts the signal into usable data.

(b)A regional microphone shall be installed in the cockpit to meet this requirement.(a)fund(2)Record requirements for items. The microphone should be installed in the best position.,Be able to record the conversations between the first and second drivers at their working positions.,And record the conversation of other crew members in the cockpit when they face the above working position. Positioning of microphone,The intelligibility of recorded and replayed recorded communications under cockpit noise conditions in flight should be made as high as possible.,If necessary,The preamplifier and filter of the recorder should be adjusted or compensated. It can be played back repeatedly by recording.,To evaluate the intelligibility.

(c)Installation of voice recorder in each cockpit,This article should be(a)Call or audio signal specified in paragraph.,According to different sound sources, they are recorded on the following channels:

(one)First passage,Each boom, oxygen mask or hand-held microphone, earphone or speaker from the first driver’s working position.;

(2)Second passage,Each boom, oxygen mask or hand-held microphone, earphone or speaker from the second driver’s working position.;

(three)The third channel,From the regional microphone installed in the cockpit.;

(four)The fourth channel:

(i)Each boom, oxygen mask or hand-held microphone, earphone or speaker from the working positions of the third and fourth crew members.;

(ii)From each microphone used with the passenger address system in the cockpit.,If this signal is not picked up by other channels(Provided that this article is not required to be configured.(c)fund(four)item(i)The working position specified in the target or the signal of the working position is picked up by another channel.).

(five)Regardless of pressing the talk switch(Intercom-radio transmitter)In what position?,This article should be(c)fund(one)、(2)and(four)All the sounds received by the microphone described in item are recorded as uninterrupted as possible. The design should ensure that only when the intercom, passenger broadcasting system or radio transmitter are used.,Will produce sidetone to the flight crew.

(d)The installation of each cockpit voice recorder shall meet the following requirements:

(one)(i)Its power supply should come from the bus bar that is most reliable for the operation of cockpit voice recorder.,Without endangering the power supply to important loads or emergency loads.;

(ii)It should keep its power supply as long as possible.,Without endangering the emergency work of the aircraft.

(2)Automatic devices should be provided.,Within 10 minutes after the impact.,Can stop the recorder and stop the functions of each erasing device.;

(three)Should be equipped with audio or visual means.,Used to check whether the recorder works properly before flight.;

(four)Any single electrical failure outside the recorder cannot disable the cockpit voice recorder and flight data recorder.;

(five)Has an independent power supply:

(i)Provide 10 1 minute power supply for the operation of cockpit voice recorder and cockpit area microphone.;

(ii)As close as possible to the cockpit voice recorder.;

(iii)In the event of all other power interruptions to the cockpit voice recorder,Whether it is normally turned off or the bus bar supplying power to it is powered off for other reasons.,The cockpit voice recorder and cockpit area microphone can be automatically switched to this independent power supply.

(six)When both cockpit voice recorder and flight data recorder are needed,The cockpit voice recorder should be in a container separate from the flight data recorder. If it is only used to meet the requirements of cockpit voice recorder,A combination unit can be installed.

(e)Record the location and installation of the container.,It should be possible to break the container by impact.,And the probability of thermal damage of the recorder caused by the subsequent fire is minimized;

(one)In addition to this article(e)fund(2)Outside the item,The recording container should be located as close as possible to the rear of the aircraft.,But it doesn’t have to be installed outside the pressurized cabin.,And shall not be installed in the position where the tail crane engine may damage the container during impact.;

(2)If two separate combined digital flight data recorder and cockpit voice recorder units are installed,Instead of a cockpit voice recorder and a digital flight data recorder.,Install a combination unit to meet the requirements of cockpit voice recorder.,Can be located near the cockpit.

(f)If the cockpit voice recorder is equipped with a batch erasing device,Its installation should be designed to minimize the probability of misoperation and action during collision and impact.

(g)Each recorder container shall meet the following requirements:

(one)Appearance is bright orange or bright yellow.;

(2)A reflective strip is fixed on its outer surface.,To help find its underwater position.;

(three)When required by civil aviation operation regulations,An underwater positioning device is installed on or near the container.,Its fixing method should ensure that it is unlikely to be separated in the event of collision and impact.

Section 23.2560strip　Flight data recorder

(a)Installation of flight data recorder required by civil aviation operation regulations,The following requirements shall be met:

(one)From the data sources that meet the requirements and functions of the aircraft-class system specified in Article 23.2500 of these Provisions.,Obtain airspeed, altitude and direction data;

(2)The vertical acceleration sensor should be rigidly fixed.,Its longitudinal position should be within the approved center of gravity of the aircraft.,Or within these limits that the forward or backward distance does not exceed 25% of the average aerodynamic chord length of the aircraft.;

(three)(i)Its power supply should come from the bus bar which is the most reliable for the flight data recorder.,And the power supply to important loads or emergency loads is not endangered.;

(ii)Keep its power supply as long as possible.,And does not endanger the emergency operation of the aircraft.

(four)Should be equipped with audio or visual means.,Used to check whether the data recording of the recorder storage medium is normal before flight.;

(five)Except for recorders that are solely powered by an engine-driven generator system.,Automatic devices should be provided.,Within 10 minutes after the impact.,The recorder with data erasing device can be stopped and the functions of each erasing device can be stopped at the same time.;

(six)Any single electrical failure outside the recorder cannot disable the cockpit voice recorder and flight data recorder.;

(seven)When both cockpit voice recorder and flight data recorder are needed,The flight data recorder should be in a container separate from the cockpit voice recorder. If it is only used to meet the requirements of flight data recorder,A combination unit can be installed. If a combination unit is installed as a cockpit voice recorder,Used to comply with the provisions of article 23.2555.(e)fund(2)Item requirement,The other combine unit should meet that requirements of this flight data record.

(b)The location and installation of each non-pop-up recorder container should minimize the probability that the container will be broken due to collision impact and the recorder will be destroyed by fire. To meet this requirement,The container should be installed as far back as possible.,But it doesn’t have to be installed outside the pressurized cabin.,And shall not be installed in the position where the tail crane engine may damage the container during impact.

(c)The airspeed, altitude and heading readings of the flight data recorder should be established with the corresponding readings on the instrument of the first pilot.(Considering the correction coefficient)The relationship between them. This relationship should cover the airspeed range, altitude limit range and 360-degree heading range of aircraft operation. The correlation can be determined by a suitable method on the ground.

(d)Each recorder shall meet the following requirements:

(one)Appearance is bright orange or bright yellow.;

(2)A reflective strip is fixed on its outer surface.,To help find its underwater position.;

(e)Any novel and unique design or use characteristics of the aircraft should be evaluated.,To determine whether there are any special parameters that must be recorded on the flight data recorder.,In addition to or instead of existing requirements.

Gchapter　Flight crew interface and other information

Section 23.2600strip　Flight crew interface

(a)Cockpit and its equipment and layout(Including the design of the driver’s vision.)Every driver should be enabled to perform his duties.,Including taxiing, taking off, climbing, cruising, descending, approaching and landing.,As well as any maneuver within that operational envelope of the aircraft.,Without too much concentration, skill, vigilance or fatigue.

(b)The applicant shall install control devices and display equipment for flight, navigation, surveillance and power devices.,So that the qualified flight crew can monitor and perform the specified tasks related to the expected functions of the system and equipment. Design of system and equipment,Flight crew errors that may cause additional hazards should be corrected.,Minimize.

(c)For class 4 aircraft,The interface design of flight crew should ensure that when the field of vision through any windshield is lost,Can still continue to fly and land safely.

Section 23.2605strip　Installation and use

(a)Each installed device associated with the flight crew interface.,Should be identified.(If applicable),Explain its name, function or use restrictions.,Or a combination of these elements.

(b)The responsible crew members should be provided with the system operating parameters required to operate the aircraft in an identifiable way.,Including warning, alert and normal instructions.

(c)Information concerning the unsafe operation state of the system shall be provided to the crew responsible for taking corrective measures in a timely manner. This information should be clear enough to avoid possible crew errors.

Section 23.2610strip　Instrument marks, control device marks and signs

(a)Each aircraft shall conspicuously display the signs and instrument marks required for operation.

(b)Aircraft design should clearly indicate the function of each control device in the cockpit except the main control device.

(c)The aircraft flight manual should contain the information of instrument marks and signs.

Article 23.2615　Flight, navigation and power plant instrumentation

(a)The installed system shall provide the required information for the flight crew members who are responsible for setting or monitoring the parameters of flight, navigation and power plant at each flight stage.,Enable it to set or monitor parameters of flight, navigation and pow plant.

(one)The information should be given in such a way that the crew can monitor the parameters and determine their changing trends.(if necessary),To operate the plane.;

(2)Include restriction information.,Unless these limits are not exceeded in all expected operations.

(b)Indicating system integrated with flight or power plant parameters required for operating aircraft or operating regulations.,The following requirements shall be met:

(one)In any normal operation mode,The main display including flight or power plant parameters necessary for any flight crew member shall not be suppressed.;

(2)Design and installation in combination with other systems,So that after any single failure or possible combination of failures occurs,It can still provide the flight crew with the key information needed to continue safe flight and landing in time.

Section 23.2620strip　Aircraft flight manual

(a)Aircraft flight manual,It shall include the following contents:

(one)Aircraft use restrictions;

(2)Aircraft use program;

(three)Performance data;

(four)Loading data;

(five)Other information required for the safe operation of the aircraft.

(b)The following contents in the aircraft flight manual,It shall be approved by the bureau according to the prescribed procedures:

(one)For low-speed aircraft in Class 1 and Class 2 aircraft,,This article is included in the aircraft flight manual.(a)fund(one)Part of the content specified in item.;

(2)For high-speed aircraft in Class 1 and Class 2 aircraft and all Class 3 and Class 4 aircraft.,This article is included in the aircraft flight manual.(a)fund(one)Xiangzhi(a)fund(four)Part of the content specified in item.

Article 23.2625　Continuous airworthiness document

(a)The applicant shall, in accordance with the provisions of Appendix A.,Prepare sustainable airworthiness documents acceptable to the Bureau.

(b)If there is a plan to ensure that before the first aircraft is delivered or the standard airworthiness certificate is issued,,Complete the preparation of continuous airworthiness documents.,Then the continuous airworthiness document is issued at the time of type certificate.,Can be incomplete.

Hchapter　Supplementary requirements for power plant of electric aircraft

23.2700strip　Electric propulsion system

Electric propulsion system installed on electric aircraft,Should be in accordance with the standards accepted by the bureau.,With the plane, type certificate was approved. The airworthiness criteria contained in this standard.,Should be adapt to that specific design and intended use of the electric propulsion system.,And reach the safety level acceptable to the bureau.

Section 23.2705strip　Battery and power distribution system

(a)Each battery and distribution system,The following requirements shall be met:

(one)For those with multiple sets of batteries and distribution systems,It should be designed and arranged to be independent of each other.,So that the failure of any component in one system will not lead to the loss of batteries or power distribution functions in other systems.;

(2)Should be designed and arranged so that when it is possible to be exposed to lightning.,Can prevent catastrophic events caused by the direct or indirect influence of lightning.;

(three)Provide electric energy with proper margin for the installation of power plant.,To ensure that under all permissible and possible operating conditions,Consider possible component failures.,Able to work safely;

(four)Provide the flight crew with measures for determining the total amount of remaining available electric energy.,And can provide uninterrupted power supply when the system works normally.,At this time, the possible fluctuation of power supply should be considered.;

(five)Provide measures to safely remove or isolate the batteries in the system from the aircraft.;

(six)Can prevent electric leakage under any possible operating conditions.,And minimize the harm to the occupants during any survivable emergency landing. For class 4 aircraft,Failure of landing system due to overload should be considered.

(b)Each battery system shall meet the following requirements:

(one)Consider the installation situation.,Able to bear the load under possible operating conditions without failure.;

(2)Isolate from the personnel cabin and protect personnel from its possible hazards.;

(three)Provide electric energy for at least half an hour at maximum continuous power or thrust.

(c)Design of each charging system,The following requirements shall be met:

(one)Prevent improper charging;

(2)Prevent damage to the battery during possible operation.;

(three)Prevent damage to aircraft or personnel during charging.

(d)Possible errors during aircraft ground operation,Do not cause dangerous loss of electric energy.

Section 23.2710strip　Fire protection of battery and electric power system

In the case of possible fire or overheating in the operation of battery or electric power system,Measures should be taken to isolate and reduce its harm to aircraft.

Ichapter　Supplementary rules

Section 23.2800strip　Shihang

These Provisions shall come into force as of August 1, 2022. Airworthiness Regulations for Normal, Practical, Stunt and Commuter Aircraft promulgated by the former Civil Aviation Administration on October 12, 2004.(DecreeNo. 132nd of CAAC)Abolish at the same time.

Appendix a

Requirements for preparation of continuous airworthiness documents

A23.1　general provision

(a)This appendix is the requirements for the preparation of sustainable airworthiness documents.

(b)The continuous airworthiness document of aircraft must include: engine and propeller.(Hereinafter referred to as products.)Continuous airworthiness document of,Documents on the continuous airworthiness of equipment required by the regulations concerning civil aviation management.,And the required information about the interconnection between these equipment and products and the aircraft. If the manufacturer of the installed equipment or product fails to provide the continuous airworthiness document.,Then the document of the aircraft’s continuous airworthiness shall contain the above-mentioned information essential for the aircraft’s continuous airworthiness.

(c)The applicant shall submit a document to the Bureau.,Information on how to distribute the continuous airworthiness documents provided by the applicant or the manufacturer of installed products and equipment,Explain.

A23.2　Lattice type

(a)The applicant shall, according to the amount of information provided,Compile the sustainable airworthiness documents into one or more manuals.

(b)The format of the manual must be practical.

A23.3　Internal capacity

The contents of the manual shall be written in Chinese or other languages accepted by the Bureau. The documents of continuous airworthiness shall include the following manuals or chapters and the following materials:

(a)Aircraft maintenance manual or chapter

(one)Summary information,Including the description of aircraft characteristics and data within the scope required for maintenance or preventive maintenance.

(2)Aircraft, its system and installation(Including products and equipment.)Description of.

(three)Basic operation and use information that explains how aircraft components and systems operate and work.(Including applicable special procedures and restrictions.).

(four)Service information about the following details: capacity of service point, oil tank and fluid container, type of fluid used, applicable pressure of each system, position of access cover for inspection and service, position of lubricating point and lubricant used, equipment required for service, description and limitation of traction, mooring, jacking and leveling.

(b)Maintenance instructions

(one)Periodic maintenance data of every part of aircraft and its engine, auxiliary power unit, propeller, accessories, instruments and equipment.,This information provides the recommended cycle of cleaning, inspection, adjustment, testing and lubrication for the above items.,And provide the degree of inspection, the applicable wear tolerance and the recommended work content in these cycles. but,If the applicant shows that an accessory, instrument or equipment is very complicated,It needs specialized maintenance technology, test equipment or experts to deal with it.,The applicant may specify to obtain the above information from the manufacturer of the piece. The recommended renovation period and cross-references to airworthiness restrictions should also be included. besides,The applicant shall submit an inspection outline containing the frequency and scope of the inspection required for the continuous airworthiness of the aircraft.

(2)Inspection and troubleshooting materials that explain possible faults, how to distinguish these faults and take remedial measures for these faults.

(three)Information indicating the sequence and method of disassembling and replacing products and parts and the necessary preventive measures that should be taken.

(four)Other general program descriptions,Including the system ground operation test, symmetry inspection, weighing and determining the center of gravity, jacking and supporting, and storage restriction procedures.

(c)Structural access cover diagram,When there is no access cover, the information needed for access inspection shall be provided.

(d)If special inspection is required(Include radiographic and ultrasonic inspection.),Provide details of how to carry out special inspections.

(e)Information required for protective treatment of the structure after inspection.

(f)All information about structural fasteners,Such as identification, scrap suggestion and tightening torque.

(g)List of required special tools.

(h)besides,For class 4 aircraft,The following information must be provided:

(one)Electrical load of each system;

(2)Balance method of control surface;

(three)The difference between primary structure and secondary structure;

(four)Special repair methods suitable for this type of aircraft.

A23.4　Airworthiness restriction chapter

The continuous airworthiness document must contain a section entitled airworthiness restrictions.,This chapter should be arranged separately and clearly distinguished from other parts of the document. This chapter must specify the mandatory replacement time, structural inspection interval and related structural inspection procedures required for model qualification examination. If the continuous airworthiness document consists of multiple documents,Then the contents of airworthiness restrictions required by this article shall be included in the main manual. The applicant shall clearly state in a prominent position in this chapter: "This chapter on airworthiness restrictions has been approved by the Civil Aviation Administration of China.,It stipulates the maintenance contents required by the provisions on maintenance and operation in the regulations concerning civil aviation management.,Unless otherwise approved by the Bureau. "