(a)
[The static directionalstability, as shown by the tendency to recover from a wings level sideslip with the rudder free, must be positive for any landing gear and .ap position appropriate to the takeo., climb, cruise, approach, and landing con.gu-rations. This must be shown with symmetrical power up to maximum continuous power, and at speeds from 1.2 VS1 up to the maximum allowable speed for the condition being investigated. The angle of sideslip for these tests must be appro-priate 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 .rst, 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 .ap positions. This must be shown with symmetricalpower up to75percent of maximum continuouspower at speeds above 1.2 VS1 in the takeo. con.guration(s) and at speeds above 1.3 VS1 in other con.gurations, up to the maximum allowable speed for the con.guration being investigated, in the takeo., climb, cruise, and approach con.gurations. For the landing con.guration, thepower mustbe that necessary to maintain a3degree angle of descent in coordinated .ight. The static lateral stability must not be ne-gative at 1.2 VS1 in the takeo. con.guration, or at 1.3 VS1 in other con.gurations. The angle of sideslip for these tests must be appropriate to the type of airplane, but in no case may the constant heading sideslip anglebe less than that obtainable with a 10 degree bank, or if less, the maximum bank angle obtainable with full rudderde.ection or150pound rudderforce.
(c)
Paragraph(b) of this sectiondoes not apply to acrobatic category airplanes certi.-cated for inverted .ight.
(d)
In straight, steady slips at 1.2 VS1 for any landing gear and .ap positions, and for any symmetricalpower conditions up to50percent of maximum continuouspower, 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 notresultinuncontrollable .ightcharacteristics.]
Amdt. 23-50, E.. 03/11/96
FAR 23.179 : Instrumented stick force measurements.
[Removed.] Amdt. 23-45, E.. 09/07/93
FAR 23.181 : Dynamic stability.
(a)
Any short period oscillation not including combined lateral-directional oscillations occurringbetween the stalling speed and the maximum allowable speed appropriate to the con.guration of the airplane mustbeheavilydamped withprimary controls–
(1)
Free; and
(2)
In a .xed position.
(b)
Any combinedlateral-directional oscillations(”Dutch roll”) occurringbetween the stalling speed and the maximum allowable speed appropriate to the con.guration
1
of the airplane must be damped to amplitude in 7 cycles with the primary
10
controls–
(1)
Free; and
(2)
In a .xed position.
(c)
[If it is determined that the function ofa stability augmentation system, reference Sec. 23.672, is needed to meet the .ight characteristic requirements of this part, theprimary control requirements ofparagraphs(a)(2) and(b)(2) ofthis section are not applicable to the tests needed to verify the acceptability of that system.
(d)
During the conditions as speci.edinSec.23.175, when thelongitudinal controlforce required to maintain speeds di.ering from the trim speed by at least ±15 percent is suddenly released, the response of the airplane must not exhibit any dangerous characteristics nor be excessive in relation to the magnitude of the control force released.Anylong-period oscillationof .ightpath,phugoid oscillation,thatresults must not be so unstable at to increase the pilot’s workload or otherwise endanger the airplane.]
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本文鏈接地址：FAA規(guī)章 美國聯(lián)邦航空規(guī)章 Federal Aviation Regulations 1(136)
