(2)
[Alimit torque correspondingto the maximum continuouspower andpropeller speed, acting simultaneously with the limit loads from .ight condition A of Sec. 25.333(b); and]
(3)
For turbopropeller installations, in addition to the conditions speci.ed in pa-ragraphs(a)(1) and(2) ofthis section, alimit enginetorque corresponding to takeo. power and propeller speed, multiplied by a factor accounting for propeller control system malfunction, including quick feathering, acting si-multaneously with lg level .ight loads. In the absence of a rational analysis, a factor of 1.6 must be used.
(b)
For turbine engine installations, the engine mounts and supporting structure must be designed to withstand each of the following :
(1)
A limit engine torque load imposed by sudden engine stoppage due to mal-function or structuralfailure(such as compressorjamming).
(2)
Alimitengine torqueloadimposedbythe maximum acceleration ofthe engine.
(c)
[Thelimit enginetorquetobe consideredunderparagraph(a) ofthis section must be obtained by multiplying mean torque for the speci.ed power and speed by a factor of–]
(1)
1.25 for turbopropeller installations;
(2)
1.33 for reciprocating engines with .ve or more cylinders; or
(3)
Two,three, orfour,forengineswithfour,three,ortwocylinders,respectively. Amdt. 25-72, E.. 8/20/90
FAR25.363:[Sideloadonengineand auxiliarypowerunitmounts.]
(a)
[Each engine and auxiliary power unit mount and its supporting structure must be designed for a limit load factor in lateral direction, for the side load on the engine and auxiliarypower unit mount, atleast equal tothe maximumloadfactor obtained in the yawing conditions but not less than–]
(1) 1.33; or
′
Elodie Roux. Septembre 2003
Subpart C : Structure
(2) One-third of the limit load factor for .ight condition A as prescribed in Sec. 25.333(b).
(b) The side load prescribed in paragraph (a) of this section may be assumed to be independent of other .ight conditions.
Amdt. 25-91, E.. 7/29/97
FAR 25.365 : Pressurized compartment loads.
For airplanes with one or more pressurized compartments the following apply :
(a)
Theairplanestructuremustbestrongenough towithstand the .ightloadscombined with pressure di.erential loads from zero up to the maximum relief valve setting.
(b)
The external pressure distribution in .ight, and stress concentrations and fatigue e.ects must be accounted for.
(c)
If landings may be made with the compartment pressurized, landing loads must be combined with pressure di.erential loads from zero up to the maximum allowed during landing.
(d)
[The airplane structure must be designed to be able to withstand the pressure dif-ferential loads corresponding to the maximum relief valve setting multiplied by a factor of1.33for airplanes tobe approvedfor operation to45,000feet orby afactor of1.67for airplanestobe approvedforoperationabove45,000feet, omitting other loads.]
(e)
Any structure, component or part, inside or outside a pressurized compartment, the failure of which could interfere with continued safe .ight and landing, must be designed to withstand the e.ects of a sudden release of pressure through an opening in any compartment at any operating altitude resulting from each of the following conditions :
(1)
The penetration of the compartment by a portion of an engine following an engine disintegration :
(2)
Any openingin anypressurized compartment up to the sizeHOin squarefeet; however, small compartments may be combined with an adjacentpressurized compartment and both considered as a single compartment for openings that cannot be reasonably be expected to be con.ned to the small compartment. The size HO must be computed by the following formula
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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(51)
