ED Decision 2016/010/R
(See AMC 25.349)
The aeroplane must be designed for loads resulting from the rolling conditions specified in sub-paragraphs (a) and (b) of this paragraph. Unbalanced aerodynamic moments about the centre of gravity must be reacted in a rational or conservative manner, considering the principal masses furnishing the reacting inertia forces.
(a) Manoeuvring. The following conditions, speeds, aileron deflections and cockpit roll control motions (except as the deflections and the motions may be limited by pilot effort) must be considered in combination with an aeroplane load factor of zero and of two-thirds of the positive manoeuvring factor used in design. For aeroplanes equipped with electronic flight controls, where the motion of the control surfaces does not bear a direct relationship to the motion of the cockpit control devices, these conditions must be considered in combination with an aeroplane load factor ranging from zero to two thirds of the positive manoeuvring factor used in design. In determining the required or resulting aileron deflections, the torsional flexibility of the wing must be considered in accordance with CS 25.301(b):
(1) Conditions corresponding to steady rolling velocities must be investigated. In addition, conditions corresponding to maximum angular acceleration must be investigated for aeroplanes with engines or other weight concentrations outboard of the fuselage, and for aeroplanes equipped with electronic flight controls, where the motion of the control surfaces does not bear a direct relationship to the motion of the cockpit control devices. For the angular acceleration conditions, zero rolling velocity may be assumed in the absence of a rational time history investigation of the manoeuvre.
(2) At VA, a sudden deflection of the aileron to the stop is assumed.
(3) At VC, the aileron deflection must be that required to produce a rate of roll not less than that obtained in sub-paragraph (a)(2) of this paragraph.
(4) At VD, the aileron deflection must be that required to produce a rate of roll not less than one-third of that in sub-paragraph (a)(2) of this paragraph.
(5) For aeroplanes equipped with electronic flight controls, where the motion of the control surfaces does not bear a direct relationship to the motion of the cockpit control devices, in lieu of subparagraphs (a)(2), (a)(3), and (a)(4), the following apply:
(i) At VA, movement of the cockpit roll control up to the limit is assumed. The position of the cockpit roll control must be maintained until a steady roll rate is achieved and then it must be returned suddenly to the neutral position.
(ii) At VC, the cockpit roll control must be moved suddenly and maintained so as to achieve a roll rate not less than that obtained in subparagraph (a)(5)(i) of this paragraph. The return of cockpit control to neutral is initiated suddenly when steady roll rate is reached.
(iii) At VD, the cockpit roll control must be moved suddenly and maintained so as to achieve a roll rate not less than one third of that obtained in subparagraph (a)(5)(i) of this paragraph.
The conditions specified in this subparagraph must be investigated without any corrective yaw control action (pilot or system induced) to maximise sideslip, and, as a separate condition, with corrective yaw control action (pilot or system induced) to reduce sideslip as far as possible. The first condition (without any corrective yaw control action) may be considered as a failure condition under CS 25.302.
(See AMC 25.349(a))
(b) Unsymmetrical gusts. The aeroplane is assumed to be subjected to unsymmetrical vertical gusts in level flight. The resulting limit loads must be determined from either the wing maximum airload derived directly from CS 25.341(a), or the wing maximum airload derived indirectly from the vertical load factor calculated from CS 25.341(a). It must be assumed that 100 percent of the wing airload acts on one side of the aeroplane and 80 percent of the wing airload acts on the other side.
[Amdt 25/13]
[Amdt 25/18]
Loading collections...