Far 23
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Sec. 23.3 - Categories
The normal category is limited to aircraft that have a seating configuration, excluding pilot seats.
of nine or fewer, or a maximum certified takeoff weight of 12,500 pounds or less, and that are intended for operations
no acrobatics.
Non-acrobatic operations include:
Any type of normal flight maneuver;
2- Losses (except sudden losses); and
3- Lazy eights, chandelles, and pronounced turns, in which the angle of inclination shall not exceed 60 degrees.
Section 23.23 - Pesos
The maximum weight will be the MTOW provided by the manufacturer.
The minimum weight must not be greater than the sum of:
1- The empty weight;
2- The weight of the minimum required crew (assuming a weight of 170 pounds per member); and
3- The weight of the fuel needed for half an hour of operation at maximum continuous power.
Sec. 23.301 Loads
The strength requirements are expressed in terms of limit loads (the maximum loads that are expected to be reached in
service) and ultimate loads (the limit loads multiplied by prescribed safety factors). Unless otherwise stipulated in
on the contrary, the prescribed loads are the limit loads.
Sec. 23.303 Safety factor
Unless otherwise stipulated, a safety factor of 1.5 must be used.
Sec. 23.304 Forces and deformations
The structure must be able to support limit loads without permanently deforming. For any load above the
limit loads, deformation must not interfere with safe operation.
The structure must be able to withstand ultimate loads without breaking for at least 3 seconds, except for local failures or
Structural instabilities between the limit loads and the ultimate are acceptable only if the structure can support the load.
last required for at least 3 seconds.
Sec. 23.321 Load factor
The load factor represents the relationship between the aerodynamic force component (which acts in the direction normal to the axis
longitudinal of the airplane) and the weight of the airplane. A positive load factor is one in which the component of the force
aerodynamics act upwards, with respect to the airplane.
The compliance with the load factor requirements must be demonstrated:
1- For each critical altitude within the range where the aircraft is expected to operate;
2- For each weight from the minimum design weight to the maximum design weight; and
3- For each required altitude and weight, for any possible load distribution within operational limits
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specified in Secs. 23.1583 to 23.1589.
Sec. 23.333 Flight envelope
The compliance with the strength requirements must be demonstrated for each combination of air speed and factor.
of load on and within the boundaries of a flight envelope that represents the envelope of load conditions
during the flight specified by the maneuver and burst criteria.
Maneuver Envelope: It is assumed that the aircraft undergoes symmetric maneuvers resulting in the following factors of
load limits:
The positive load factor is specified in Sec. 23.337 for speeds up to V.D ;
2- The negative load factor is specified in Sec. 23.337 for speeds up to V.C ; y
3- The negative load factor varies linearly with speed from the specified value in V.Ca 0.0 enVDfor the
normal category.
Rafagas Envelope:
1- It is assumed that the airplane is subjected to symmetric vertical gusts. The resulting load factors must correspond to the
conditions determined as follows:
i- The positive (upward) and negative (downward) gusts of 50 ft/sec inVCthey must be considered for altitudes between
the sea level and 20000 ft. The gust speed must be linearly reduced from 50 ft/sec at 20000 ft to 25 ft/sec at
50000 ft.
ii- Positive and negative bursts of 25 ft/sec in VDaltitudes between sea level and 20000 ft should be considered.
the burst speed should be reduced linearly from 25 ft/sec at 20000 ft to 12.5 ft/sec at 50000 ft.
iii- In addition, for commuter category aircraft, positive and negative violent gusts of 66 ft/sec in VBthey must be considered
the altitudes between sea level and 20000 ft. The gust speed must be reduced linearly from 66 ft/sec to 20000 ft
up to 38 ft/s at 50000 ft.
2- The following must be assumed:
The shape of the gust is--
U 2p S
U= of
2 2S C
J1- cos N
where
Distance penetrated within the burst (ft);
Geometric mean chord of the wing (ft); and
UofSpeed derived from gust.
ii- The gust load factors vary linearly with the speed between VCyVD .
Sec. 23.335 Design Speeds
The design speeds are equivalent speeds.
Design cruise speed (VC )
1- LaVCin kts cannot be less than:
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i- 33 W Swfor normal, utility, and commuter categories; and
ê
ii- 36 W Swfor acrobatic category.
For wingê load values greater than 20, the multiplication factors decrease linearly with the wing load until
value 28.6 when the wing load is 100.
3-VCit must not be greater than 0.9VHat sea level.
For altitudes where an M is establishedDa cruising speed must be selected.Climited by compressibility
dad.
Design dive speed (VD )
1-VD /MDit cannot be less than 1.25VC /MC ; y
2- ConVCminthe minimum design cruising speed, VD(in kts) cannot be less than--
i- 1.40VCmin(for normal and commuter categories);
ii- 1.50VCmin(for utility category); and
iii- 1.55VCmin(for acrobatic category).
For wing loading values greater than 20, the multiplication factors decrease linearly with the wing loading until
value 1.35 when the load factor is 100.
Maneuver design speed (VA )
1-VAit cannot be less than VSwhere
i-VSit is the stall speed without flaps for the design weight, usually based on the normal force coefficients
maximums of the airplane, CNA ; y
ii-nes the limiting load factor used in the design.
2- The value of VAit should not exceed the value of VCused in the design.
Design speed for maximum burst intensity (VB )
1-VBit cannot be less than the speed determined by the intersection of the line representing positive lift
maxima, CNMAXand the line that represents the most violent gust speed in the gust V-n diagram, oVS 1
n, the
that is less, where:
i-n git is the positive gust load factor of the aircraft due to gusts, at speed VC , and for the particular low weight
consideration; and
ii-VSit1 is the stall speed without flaps for the specific weight under consideration.
2-VBdoes not need to be greater than VC .
Sec. 23.337 Limit Load Factors for Maneuvers
The maximum positive load factor cannot be less than --
24000
1- 2.1+ W+10000
for normal and commuter categories, where W=MTOW, setting aside what needs to be greater than 3.8;
2- 4.4 for the utility category; or
3- 6.0 for acrobatic category.
The negative limit load factor cannot be less than --
1- 0.4 times the positive load factor for normal, utility, and commuter categories; or
2- 0.5 times the positive load factor for acrobatic category.
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Sec. 23.341 Gust load factors
Each airplane must be designed to withstand loads resulting from gusts on each lifting surface.
The load factors of bursts must be computed as follows--
K gUofV a
n= 1+
498 W Sw
0.88m gH ê L
K g= 5.3+mg
m g= H a êg L
rC
2 W Sw
where--
UofDerived burst speed (ft/sec);
rAir density (slug/ft) 3
2
W/SwWing load (lbf/ft) due to the weight of the airplane in the case of specific load;
C=Geometric mean (ft);
2
Acceleration due to gravity (ft/s)
Equivalent speed of the airplane (kts); and
a=Slope of the curve of the normal force coefficient of the aircraft CNAper radian if the burst loads are applied
on the wings and the horizontal surfaces of the tail simultaneously by a rational method. The slope of the curve of
wing support CLper radian can be used when the burst loads are applied only on the wings and the
Load bursts on the horizontal tail are treated as a separate condition.
Sec. 23.345 High-Lift Devices
If flaps or other similar high-lift devices are going to be used for takeoff, approach, or landing, the aircraft,
with the flaps fully extendedF it is assumed that it is subjected to symmetric maneuvers and bursts within the range
determined by
1- Maneuvering, for a limit load factor of 2.0; and
2- Positive and negative bursts of 25 ft/s acting normally at
VFit should not be assumed to be less than 1.4VSat 1.8VSF the one that is greater, where--
1-VSit is the stall speed without flaps for the design weight; and
2-VS F It is the stall speed with flaps fully extended for the design weight.
