(c)
Critical Time Interval, as illustrated in .gure H1, means that period starting at V1 minus one second and ending at the intersection of the engine and APR failure .ight path line with the minimum performance all engine .ight path line. The engineandAPRfailure .ightpathlineintersectstheone-engine-inoperative .ight path line at 400 feet above the takeo. surface. The engine and APR failure .ight path is based on the airplane’s performance and must have a positive gradient of at least 0.5 percent at 400 feet above the takeo. surface.]

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FAR23.H3 :[Reliability andperformance requirements.]
(a)
[It must be shown that, during the critical time interval, an APR failure that in-creases or does not a.ect power on either engine will not create a hazard to the airplane, or it must be shown that such failures are improbable.

(b)
It must be shown that, during the critical time interval, there are no failure modes of the APR system that would result in a failure that will decrease the power on either engine or it must be shown that such failures are extremely improbable.

(c)
It must be shown that, during the critical time interval, there will be no failure of the APR system in combination with an engine failure or it must be shown that such failures are extremely improbable.

(d)
All applicable performance requirements must be met with an engine failure occur-ring at the most critical point during takeo. with the APR system functioning normally.]

Amdt. 23-43, E.. 05/10/93
Height. (feet)
400'
300'
200'
100'

Time (second). (For illustration only - typical for 120K climb speed)
FAR23.H4 :[Power setting.]
[The selectedtakeo.power set on each engine at thebeginning of the takeo. roll may not be less than–
(a)
The power necessary to attain, at V1, 90 percent of the maximum takeo. power approved for the airplane for the existing conditions;

(b)
That required to permit normal operation of all safety-related systems and equip-mentthat aredependent upon enginepower orpowerlevelposition; and

(c)
That shown to be free of hazardous engine response characteristics when power is advanced from the selected takeo. power level to the maximum approved takeo. power.]

Amdt. 23-43, E.. 05/10/93
FAR23.H5:[Powerplant controls–general.]
(a) [In addition to the requirements of Sec. 23.1141, no single failure or malfunction (or probable combination thereof)of the APR, including associated systems, may
′
Elodie Roux. Septembre 2003
AppendixH:Installation of anAutomaticPowerReserve(APR) System
cause the failure of any powerplant function necessary for safety.
(b)
The APR must be designed to–

(1)
Provide a means to verify to the .ight crew before takeo. that the APR is in an operating conditiontoperformitsintendedfunction;

(2)
Automatically advancepower on the operating enginesfollowing an enginefai-lureduring takeo.to achievethe maximum attainabletakeo.power without exceeding engine operating limits;

(3)
Prevent deactivation of the APR by manual adjustment of the power levers following an enginefailure;

(4)
Provide a means for the .ight crew to deactivate the automatic function. This means mustbedesigned topreventinadvertentdeactivation; and

(5)
Allow normalmanualdecrease orincreaseinpower up to the maximum takeo. power approved for the airplane under the existing conditions through the use of power levers, as stated in Sec. 23.1141(c), except as provided under paragraph(c) ofH23.5 of this appendix.

(c)
For airplanes equipped with limiters that automatically prevent engine operating limits from being exceeded, other means may be used to increase the maximum level of power controlled by the power levers in the event of an APR failure. The means must be located on or forward of the power levers, must be easily identi.ed and operated under all operating conditions by a single action of any pilot with the hand that is normally used to actuate the power levers, and must meet the requirements ofSec.23.777(a),(b), and(c).]
　
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本文鏈接地址：FAA規章 美國聯邦航空規章 Federal Aviation Regulations 3(18)