HO = PAs
where–
As
P = +0.024
6240
HO : Maximum opening in square feet, need not exceed 20 square feet. As : Maximum cross-sectional area of the pressurized shell normal to the longitudinal axis, in square feet; and
(3) The maximum opening caused by airplane or equipment failures not shown to be extremely improbable.
(f)
In complying withparagraph(e) of this section, thefail-safefeatures of thedesign maybe consideredin determining theprobability offailure orpenetration andpro-bable size of openings,provided thatpossibleimproper operation of closuredevices and inadvertent door openings are also considered. Furthermore, the resulting dif-ferential pressure loads must be combined in a rational and conservative manner with 1-g level .ight loads and any loads arising from emergency depressurization conditions. Theseloads maybe considered as ultimate conditions;however, any deformations associated with these conditions must not interfere with continued safe .ight and landing. The pressure relief provided by intercompartment venting may also be considered.
(g)
Bulkheads, .oors,andpartitionsinpressurizedcompartmentsforoccupantsmustbe designedto withstand the conditions speci.edinparagraph(e) of this section.In addition, reasonabledesignprecautions mustbetakento minimizetheprobability of parts becoming detached and injuring occupants while in their seats.
Amdt. 25-87, E.. 7/5/96
FAR 25.367 : Unsymmetrical loads due to engine failure.
(a)
The airplane mustbedesignedfor the unsymmetricalloads resultingfrom thefailure of the critical engine. Turbopropeller airplanes must be designed for the following conditions in combination with a single malfunction of the propeller drag limiting system, considering the probable pilot corrective action on the .ight controls :
(1)
At speedsbetween VMC and VD, theloads resultingfrompowerfailurebecause of fuel .ow interruption are considered to be limit loads.
(2)
At speeds between VMC and VC, the loads resulting from the disconnection of the engine compressor from the turbine or from loss of the turbine blades are considered to be ultimate loads.
(3)
The time history of the thrust decay and drag build-up occurring as a result of the prescribed engine failures must be substantiated by test or other data applicable to the particular engine-propeller combination.
(4)
The timing and magnitude of the probable pilot corrective action must be conservatively estimated, consideringthe characteristicsoftheparticular engine-propeller-airplane combination.
(b)
Pilot corrective action maybe assumed tobeinitiated at the time maximumyawing velocity is reached, but not earlier than two seconds after the engine failure. The magnitude of the corrective action may be based on the control forces speci.ed in Sec. 25.397(b) except that lower forces may be assumed where it is shown by analysis or test that these forces can control the yaw and roll resulting from the prescribed engine failure conditions.
FAR 25.371 : Gyroscopic loads.
[The structure supportingany engine or auxiliarypower unit mustbedesignedfor the loadsincluding thegyroscopicloadsarisingfromtheconditions speci.edinSecs.25.331, 25.341(a),25.349,25.351,25.473,25.479,and25.481,with the engine or auxiliarypower unit at the maximum rpm appropriate to the condition. For the purposes of compliance with this section, the pitch maneuver in Sec. 25.331(c)(1) must be carried out until the positivelimit maneuvering loadfactor(pointA2inSec.25.333(b)) is reached.] Amdt. 25-91, E.. 7/29/97
′
Elodie Roux. Septembre 2003
Subpart C : Structure
FAR 25.373 : Speed control devices.
Ifspeedcontroldevices(suchasspoilersanddrag .aps) areinstalledforuseinen route conditions–
(a)
[ The airplane must be designed for the symmetrical maneuvers prescribed in Sec.
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本文鏈接地址：FAA規(guī)章 美國(guó)聯(lián)邦航空規(guī)章 Federal Aviation Regulations 3(52)
