CS-23 Amendment 2 (Corrigendum) - EASA

404 Pages·2010·7.33 MB·English

Annex to ED Decision 2010/008/R

European Aviation Safety Agency

Certification Specifications
for
Normal, Utility, Aerobatic, and
Commuter Category
Aeroplanes

CS-23

Amendment 2 (Corrigendum)
28 September 2010

Amendment 2 - Corrigendum
Annex to ED Decision 2010/008/R
CS-23

CONTENTS (general layout)

CS–23

NORMAL, UTILITY, AEROBATIC, AND COMMUTER CATEGORY
AEROPLANES

PREAMBLE

BOOK 1 – AIRWORTHINESS CODE

SUBPART A – GENERAL
SUBPART B – FLIGHT
SUBPART C – STRUCTURE
SUBPART D – DESIGN AND CONSTRUCTION
SUBPART E – POWERPLANT
SUBPART F – EQUIPMENT
SUBPART G – OPERATING LIMITATIONS AND INFORMATION

APPENDICES
APPENDIX A – SIMPLIFIED DESIGN LOAD CRITERIA FOR CONVENTIONAL,
SINGLE-ENGINE AIRPLANES OF 2722 KG (6 000 POUNDS) OR LESS
MAXIMUM WEIGHT
APPENDIX C – BASIC LANDING CONDITIONS
APPENDIX D – WHEEL SPIN-UP LOADS
APPENDIX F – TEST PROCEDURE FOR SELF-EXTINGUISHING MATERIALS IN
ACCORDANCE WITH CS 23.853, 23.855 AND 23.1359
APPENDIX G – INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
APPENDIX H – INSTALLATION OF AN AUTOMATIC POWER RESERVE (APR)
SYSTEM
APPENDIX I – SEAPLANE LOADS
APPENDIX J – ANTHROPOMORPHIC TEST DUMMIES FOR SHOWING
COMPLIANCE WITH 23.562

BOOK 2 – ACCEPTABLE MEANS OF COMPLIANCE (AMC)

AMC – SUBPART C
AMC – SUBPART D
AMC – SUBPART E
AMC – SUBPART F
AMC – SUBPART G
AMC – APPENDIX A

BOOK 2 – FLIGHT TEST GUIDE (FTG)

FTG – CONTENTS
CHAPTER 1 – GENERAL
C-1
Amendment 2 - Corrigendum
Annex to ED Decision 2010/008/R
CS-23

CHAPTER 2 – FLIGHT
CHAPTER 3 – DESIGN AND CONSTRUCTION
CHAPTER 4 – POWERPLANT
CHAPTER 5 – EQUIPMENT
CHAPTER 6 – OPERATING LIMITATIONS AND INFORMATION
APPENDIX 1 – POWER AVAILABLE
APPENDIX 2 – CLIMB DATA REDUCTION
APPENDIX 3 – STATIC MINIMUM CONTROL SPEED EXTRAPOLATION TO SEA
LEVEL
APPENDIX 4 – CS–23 MANUALS, MARKINGS & PLACARDS CHECKLIST
APPENDIX 5 – (RESERVED)
APPENDIX 6 – SAMPLE KINDS OF OPERATING EQUIPMENT LIST
APPENDIX 7 – USEFUL INFORMATION
APPENDIX 8 – CONVERSION FACTORS TABLE
APPENDIX 9 – AIRSPEED CALIBRATIONS
APPENDIX 10 – GUIDE FOR DETERMINING CLIMB PERFORMANCE AFTER STC
MODIFICATIONS
C-2
Amendment 2 - Corrigendum
Annex to ED Decision 2010/008/R
CS­23 BOOK 1 
EASA Certification Specifications 
for 
Normal, Utility, Aerobatic, and Commuter 
Category Aeroplanes 
CS­23 
Book 1 
Airworthiness code
Amendment 2 - Corrigendum
1­0­1
Annex to ED Decision 2010/008/R
CS-23

PREAMBLE

CS-23 Amendment 2 (Corrigendum)
Effective: 28 September 2010

Subpart C Amended (rectification of administrative oversight)

CS-23 Amendment 2
Effective: 9 September 2010

The following is a list of paragraphs affected by this amendment.

Book 1
Subpart B
 CS 23.221 Amended (Editorial correction)

Subpart D
 CS 23.603 Amended (NPA 2009-06)
 CS 23.813(b)(4) Amended (Editorial correction)

Subpart E
 CS 23.909 Amended (Editorial correction)

Appendices
 Appendix D Amended (Editorial correction)

Book 2
Subpart C
 AMC 23.573(a)(1)&(3) Amended (NPA 2009-06)

Subpart D
 AMC 23.603 Deleted (NPA 2009-06)
 AMC 23.613 Amended (NPA 2009-06)
 AMC 23.629 Amended (NPA 2009-06 & Editorial correction)

Flight Test Guide (FTG)
 192 Paragraph 23.909 Amended (Editorial correction)
 207 Paragraph 23.959 Amended (Editorial correction)
 208 Paragraph 23.961 Amended (Editorial correction)
 307 Paragraph 23.1329 Amended (Editorial correction)

Amendment 2 - Corrigendum
P-1
Annex to ED Decision 2010/008/R
CS-23

CS-23 Amendment 1
Effective: 12 February 2009

The following is a list of paragraphs affected by this amendment.

Book 1
Subpart B
 CS 23.49(c) Amended (NPA 2008-08)
 CS 23.49(d) Created (NPA 2008-08)
Subpart C
 CS 23.562(d) Created (NPA 2008-08)
 CS 23.562(e) Amended (NPA 2008-08)
Amendment 2 - Corrigendum
P-2
Annex to ED Decision 2010/008/R
CS­23 BOOK 1 
SUBPART A — GENERAL 
CS 23.1  Applicability 
(a)  This airworthiness codeis applicableto– 
(1)  Aeroplanes  in  the  normal,  utility 
and  aerobatic  categories  that  have  a  seating 
configuration,  excluding  the  pilot  seat(s),  of 
nine or fewer and a maximum certificated take­ 
off weight of 5670 kg (12 500 lb) or less; and 
(2)  Propeller­driven  twin­engined 
aeroplanes in the commuter category that have a 
seating  configuration,  excluding  the  pilot 
seat(s), of nineteen or fewer and a maximum 
certificated take­off weight of 8618 kg (19 000 
lb) or less. 
CS 23.3  Aeroplane categories 
(a)  The  normal category  is  limited  to  non­ 
aerobatic  operations.    Non­aerobatic  operations 
include– 
(1)  Any manoeuvre incident to normal 
flying; 
(2)  Stalls (except whip stalls); and 
(3)  Lazy  eights,  chandelles  and  steep 
turns or similar manoeuvres, in which the angle 
of bank is not more than 60°. 
(b)  The utilitycategory is limited to any of the 
operations covered under sub­paragraph (a); plus – 
(1)  Spins (ifapproved for the particular 
type of aeroplane); and 
(2)  Lazy  eights,  chandelles,  and  steep 
turns, or similar manoeuvres in which the angle 
of bank is more than 60° but not more than 90°. 
(c)  The  aerobatic  category  is  without 
restrictions,  other  than  those  shown  to  be 
necessary as a result of required flight tests. 
(d)  Commuter category operation is limited to 
any manoeuvre incident to normal flying, stalls 
(except whip stalls) and steep turns in which the 
angle of bank is not more than 60°. 
(e)  Except for commuter category, aeroplanes 
may be certificated in more than one category if 
the requirements of each requested category are 
met.
Amendment 2 - Corrigendum
1–A–1
Annex to ED Decision 2010/008/R
CS-23 BOOK 1
SUBPART B – FLIGHT
GENERAL
(i) The highest weight selected by
the applicant; or
CS 23.21 Proof of compliance
(ii) The design maximum weight,
(a) Each requirement of this subpart must be which is the highest weight at which
met at each appropriate combination of weight and compliance with each applicable
centre of gravity within the range of loading structural loading condition of CS-23
conditions for which certification is requested. (other than those complied with at the
This must be shown – design landing weight) is shown; or
(1) By tests upon an aeroplane of the (iii) The highest weight at which
type for which certification is requested, or by compliance with each applicable flight
calculations based on, and equal in accuracy to, requirement is shown, and,
the results of testing; and
(2) Not less than the weight with:-
(2) By systematic investigation of each
(i) Each seat occupied, assuming a
probable combination of weight and centre of
weight of 77kg (170 lbs) for each occupant
gravity, if compliance cannot be reasonably
for normal and commuter category
inferred from combinations investigated.
aeroplanes, and 86kg (190 lbs) for utility
(b) The following general tolerances are and acrobatic category aeroplanes, except
allowed during flight testing. However, greater that seats other than pilot seats may be
tolerances may be allowed in particular tests – placarded for a lesser weight; and
(A) Oil at full capacity, and
Item Tolerance (B) At least enough fuel for
maximum continuous power operation
Weight +5%, –10%
of at least 30 minutes for day-VFR
Critical items affected by weight +5%, –1% approved aeroplanes and at least 45
minutes for night-VFR and IFR
C.G. ±7% total travel
approved aeroplanes; or
(ii) The required minimum crew,
CS 23.23 Load distribution limits
and fuel and oil to full tank capacity.
(a) Ranges of weight and centres of gravity
(b) Minimum weight. The minimum weight
within which the aeroplane may be safely operated
(the lowest weight at which compliance with each
must be established and must include the range for
applicable requirement of CS-23 is shown) must
lateral centres of gravity if possible loading
be established so that it is not more than the sum
conditions can result in significant variation of
of –
their positions.
(1) The empty weight determined under
(b) The load distribution must not exceed –
CS 23.29;
(1) The selected limits;
(2) The weight of the required minimum
(2) The limits at which the structure is crew (assuming a weight of 77 kg (170 lb) for
proven; or each crew member); and
(3) The limits at which compliance with (3) The weight of –
each applicable flight requirement of this
(i) For turbojet powered
subpart is shown.
aeroplanes, 5% of the total fuel capacity
of that particular fuel tank arrangement
CS 23.25 Weight limits under investigation; and
(a) Maximum weight. The maximum weight (ii) For other aeroplanes, the fuel
is the highest weight at which compliance with necessary for one-half hour of operation
each applicable requirement of CS-23 (other than at maximum continuous power.
those complied with at the design landing weight)
is shown. The maximum weight must be
established so that it is –
(1) Not more than the least of –
1–B–1 Amendment 2 - Corrigendum
Annex to ED Decision 2010/008/R
CS-23 BOOK 1
(2) During a closed throttle glide at
VNE, the propeller may not cause an engine
CS 23.29 Empty weight and correspond-
speed above 110% of maximum continuous
ing centre of gravity
speed.
(a) The empty weight and corresponding
(c) Controllable pitch propellers without
centre of gravity must be determined by weighing
constant speed controls. Each propeller that can
the aeroplane with –
be controlled in flight, but that does not have
(1) Fixed ballast; constant speed controls, must have a means to
limit the pitch range so that –
(2) Unusable fuel determined under
CS 23.959; and (1) The lowest possible pitch allows
compliance with sub-paragraph (b)(1); and
(3) Full operating fluids, including –
(2) The highest possible pitch allows
(i) Oil;
compliance with sub-paragraph (b)(2).
(ii) Hydraulic fluid; and
(d) Controllable pitch propellers with
(iii) Other fluids required for constant speed controls. Each controllable pitch
normal operation of aeroplane systems, propeller with constant speed controls must have –
except potable water, lavatory precharge
(1) With the governor in operation, a
water, and water intended for injection in
means at the governor to limit the maximum
the engines.
engine speed to the maximum allowable take-
(b) The condition of the aeroplane at the time off rpm; and
of determining empty weight must be one that is
(2) With the governor inoperative, the
well defined and can be easily repeated.
propeller blades at the lowest possible pitch,
with take-off power, the aeroplane stationary,
CS 23.31 Removable ballast and no wind, either:-
Removable ballast may be used in showing (i) A means to limit the maximum
compliance with the flight requirements of this engine speed to 103 percent of the
subpart, if – maximum allowable take-off r.p.m., or
(a) The place for carrying ballast is properly (ii) For an engine with an
designed and installed, and is marked under approved overspeed, means to limit the
CS 23.1557; and maximum engine and propeller speed to
not more than the maximum approved
(b) Instructions are included in the aeroplane
overspeed.
flight manual, approved manual material, or
markings and placards, for the proper placement
of the removable ballast under each loading
PERFORMANCE
condition for which removable ballast is
necessary.
CS 23.45 General
CS 23.33 Propeller speed and pitch (a) Unless otherwise prescribed, the
limits performance requirements of this subpart must be
met for –
(a) General. The propeller speed and pitch
must be limited to values that will assure safe (1) Still air and standard atmosphere;
operation under normal operating conditions.
(2) Ambient atmospheric conditions, for
(b) Propellers not controllable in flight. For commuter category aeroplanes, for
each propeller whose pitch cannot be controlled in reciprocating engine-powered aeroplanes of
flight – more than 2 722 kg (6 000 lb) maximum weight
and for turbine engine-powered aeroplanes.
(1) During take-off and initial climb at
the all-engine(s)-operating climb speed (b) Performance data must be determined
specified in CS 23.65, the propeller must limit over not less than the following ranges of
the engine rpm, at full throttle or at maximum conditions –
allowable take-off manifold pressure, to a
(1) Aerodrome altitude from sea-level
speed not greater than the maximum allowable
to 3048 m (10 000 ft); and
take-off rpm; and
1–B–2 Amendment 2 - Corrigendum
Annex to ED Decision 2010/008/R
CS-23 BOOK 1
(2) For reciprocating engine-powered (4) Landing distance of CS 23.75.
aeroplanes of 2 722 kg (6 000 lb) or less
The effect on these distances of operation on
maximum weight, temperatures from standard
other types of surface (e.g. grass, gravel) when
to 30°C above standard; or
dry, may be determined or derived and these
(3) For reciprocating engine-powered surfaces listed in accordance with CS 23.1583 (p).
aeroplanes of more than 2 722 kg (6 000 lb)
(h) For commuter category aeroplanes, the
maximum weight and turbine engine-powered
following also apply:
aeroplanes, temperature from standard to 30°C
above standard, or the maximum ambient (1) Unless otherwise prescribed, the
atmospheric temperature at which compliance take-off, en-route, approach and landing
with the cooling provisions of CS 23.1041 to configurations for the aeroplane must be
23.1047 is shown, if lower. selected;
(c) Performance data must be determined (2) The aeroplane configuration may
with the cowl flaps or other means for controlling vary with weight, altitude and temperature, to
the engine cooling air supply in the position used the extent that they are compatible with the
in the cooling tests required by CS 23.1041 to operating procedures required by sub-paragraph
23.1047. (h) (3);
(d) The available propulsive thrust must (3) Unless otherwise prescribed, in
correspond to engine power, not exceeding the determining the critical-engine-inoperative
approved power, less – take-off performance, take-off flight path and
accelerate-stop distance, changes in the
(1) Installation losses; and
aeroplane’s configuration, speed and power
(2) The power absorbed by the must be made in accordance with procedures
accessories and services appropriate to the established by the applicant for operation in
particular ambient atmospheric conditions and service.
the particular flight condition.
(4) Procedures for the execution of
(e) The performance as affected by engine discontinued approaches and balked landings
power must be based on a relative humidity of – associated with the conditions prescribed in
CS 23.67 (c) (4) and 23.77 (c) must be
(1) 80% at and below standard
established; and
temperature; and
(5) The procedures established under
(2) 34% at and above standard
sub-paragraphs (h) (3) and (h) (4) must –
temperature plus 28°C (plus 50°F).
(i) Be able to be consistently
Between the two temperatures listed in sub-
executed by a crew of average skill in
paragraphs (e) (1) and (e) (2) the relative humidity
atmospheric conditions reasonably
must vary linearly.
expected to be encountered in service;
(f) Unless otherwise prescribed in
(ii) Use methods or devices that
determining the take-off and landing distances,
are safe and reliable; and
changes in the aeroplane’s configuration, speed
and power must be made in accordance with (iii) Include allowances for any
procedures established by the applicant for reasonably expected time delays in the
operation in service. These procedures must be execution of the procedures.
able to be executed consistently by pilots of
average skill in atmospheric conditions reasonably
CS 23.49 Stalling speed
expected to be encountered in service.
(a) VSO and VS1 are the stalling speeds or the
(g) The following, as applicable, must be
minimum steady flight speed (CAS) at which the
determined on a smooth, dry, hard-surfaced
aeroplane is controllable with –
runway –
(1) For reciprocating engine-powered
(1) Take-off distance of CS 23.53 (b);
aeroplanes, engine(s) idling, the throttle(s)
(2) Accelerate-stop distance of CS closed or at not more than the power necessary
23.55; for zero thrust at a speed not more than 110%
of the stalling speed; and
(3) Take-off distance and take-off run
of CS 23.59; and
1–B–3 Amendment 2 - Corrigendum