Arab Republic of Egypt ECAR Part 22

Ministry of Civil Aviation Subpart B

SUBPART B
Flight General

22. 21 Proof of compliance

(a) Each requirement of this subpart must be met at each appropriate combination of
weight and center of gravity within the range of loading conditions for gravity within
the range of loading conditions for which certification is requested.
This must be shown -
(1) By tests upon an airplane of the type for which certification is requested, or by
calculations based on, and equal in accuracy to, the results of testing; and
(2) By systematic investigation of each probable combination of weigh and center of
gravity, if compliance cannot be reasonably inferred upon combinations
investigated.
(b)The following general tolerances are allowed during flight testing however greater
tolerances may be allowed particular tests.
Item Tolerance
Weight --------------------------------------------------------- + 5% - 10%
--
Critical items affected by weight --------------------------- + 5% - 1%
--
C. G. ----------------------------------------------------------- + 7% total
-- travel
(c) Substantiation of the data and characteristics to be determined according to this
subpart may not require exceptional piloting skill, alertness or exceptionally favorable
conditions. (See ACJ 22. 21(c).)
(d) Consideration must be given to significant variations of performance and in flight
characteristics caused by rain and the accumulation of insects. (See AC 22. 21 (d).)

22. 23 Load distribution limits

Ranges of weight and centers of gravity within which the airplane may be safely operated
must be established and must include the range of lateral centers of gravity if possible
loading conditions can result in significant variation of their positions. (See AC 22. 23.)

22. 25 Weight limits

(a) Maximum weight. The maximum weight is the highest weight at which compliance
with each applicable requirement of this is shown - The maximum weight must be
established so that it is:
(1) Not more than:
(i) The highest weight selected by the applicant;
(ii)The design maximum weight, which is the highest weight at which
compliance with each applicable structural loading condition of this is
shown, or
(iii) The highest weight at which compliance with each applicable flight of this is
shown.
(2) Assuming a weight of 86 kg for each occupant of each seat, not less than the
weight with -
(i) Each seat occupied, full quantity of oil, and at least enough fuel for one hour
of operation at rated maximum continuous power; or
(ii) One pilot, full quantity of oil, and fuel to full tank capacity.
(b) Minimum weight. The minimum weight (the lowest weight at which compliance with
each applicable requirement of this is shown must be established so that it is not
more than the sum of:
(1) The empty weight determined under 22. 29;
(2) The weight of the pilot (assumed as 55 kg); and
(3) The fuel necessary for one half hour of operation at maximum continuous power.

22. 29 Empty weight and corresponding center of gravity

(a) The empty weight and corresponding center of gravity must be determined by
weighing the airplane with:
(1) Fixed ballast;

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 ECAR Part 22 Arab Republic of Egypt
Subpart B Ministry of Civil Aviation
(2) Unusable fuel determined under this Part; and
(3) Full operating fluids, including:
(i) Oil;
(ii) Hydraulic fluid; and
(iii) Other fluids required for operation of airplane systems.
(b) The condition of the airplane at the time of determining empty weight must be one
that is well defined and can be easily repeated.

22. 33 Propeller speed and pitch limits

(a) Propeller speed and pitch must be limited to values that ensure safe operation under
normal operating condition.
(b) Propellers that can not be controlled in flight must meet the following requirements:
(1) During take off and initial climb at Vy, the propeller must limit the engine
rotational speed at full throttle to a value not greater than the maximum
allowable take off rotational speed, and
(2) During a glide at Vne with throttle closed or the engine inoperative provided this
has no detrimental effect on the engine. the propeller must not permit the engine
to achieve a rotational speed greater than 110% of the maximum continuous
speed.
(c) A propeller that can be controlled in flight but does not have constant speed controls
must be so designed that:
(1) Sub-paragraph (b) (1) is met with the lowest possible pitch selected, and
(2) Sub -paragraph (b) (2) is met with the highest possible pitch selected.
(d) A controllable pitch propeller with constant speed controls must comply with the
following requirements:
(1)With the governor in operation, there must be a means to limit the maximum
engine rotational speed to the maximum allowable take-off speed, and
(2)With the governor inoperative, there must be a means to limit the maximum
engine rotational speed to 103% of the maximum allowable take-off speed with
the propeller blades at lowest possible pitch and the airplane stationary with no
wind at full throttle position.

Performance
22. 45 General
Unless otherwise prescribed, the performance requirements of this Part. must be met for
still air and a standard atmosphere, at sea level (See AC 22. 45).

22. 49 stalling speed

(a) Voss is the stalling speed, if obtainable or the minimum steady, in knots (CAS), at
which the airplane is controllable, with the:
(1) Power condition set forth in sub-paragraph (c);
(2) Propeller in the take-off position;
(3) Landing gear extended;
(4) Wing flaps in the landing position;
(5) Cowl flaps closed:
(6) Center of gravity in the most unfavorable position within the allowable range; and
(7) Maximum weight.
(b) Voss may not exceed 45 knots (CAS).
(c) Vs1 is the stalling speed, if obtainable, or the minimum steady speed, in knots, CAS at
which the airplane is controllable with:
(1) Engine idling, throttle closed;
(2) Propeller in the take-off position;
(3) Airplane in the condition existing in the test in which Vise is being used ; and
(4) Maximum weight.
(d) Voss and Vs1 must be determined by flight tests, using the procedure specified in 22.
201.

22. 51 Take-off
(a) The distance required to take-off from a dry, level, hard surface and climb over a 15
meters obstacle must be determined and must not exceed 500 meters.
(b) This must be determined, in a rational and conservative manner, with:

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 Arab Republic of Egypt ECAR Part 22
Ministry of Civil Aviation Subpart B
(1) The engine operating within approved operating limitations; and
(2) The cowl flaps in the normal take-off position.
(c) Upon reaching a height of 15 meters and the take-off surface level, the airplane must
have reached a speed of not less than 1.3 Vs1.
(d) The starting point for measuring take-off distance must at rest except for seaplanes
and amphibians where it may be a point at which a speed of not more than three
knots is reached.

22. 65 Climbs
The steady rate of climb must be at least 2m/sec with -
(a) Not more than take - off power;
(b) Landing gear retracted.
(c) Wing flaps in take-off position; and
(d) Cowl flaps in the position used in the cooling tests.

22. 75 Landing
The horizontal distance necessary to land and come to a complete stop (or to a speed of
approximately 3 knots for water landings of seaplanes and amphibians) from a point 15
m above the landing surface must be determined as follows:
(a) A steady gliding approach with a calibrated airspeed of at least 1.3 Vs1, must be
maintained down to the 15 m height.
(b) The landing must be made without excessive vertical acceleration or tendency to
bounce, nose over, ground loop, porpoise or water loop.
(c) It must be shown that a safe transition to the balked landing conditions of 22.77 can
be made from the conditions that exist at the 15-m height.

22. 77 Balked landing For balked landings, it must be possible to maintain:

(a) A steady angle of climb at sea level of at least 1.30, or
(b) Level flight at an altitude of 3000 ft and at a speed at which the balked landing
transition has been shown to be safe, with:
(1) Take - off power;
(2) The landing gear extended; and
(3) The wing flaps in the landing position, except that if the flaps may be safely
retracted in two seconds or less, without loss of altitude and without sudden
changes of angle of attack or exceptional piloting skill, they may be retracted.

Flight Characteristics

22. 141 General

The airplane must meet the requirements of 22. 143 to 251 at the normally expected
operating altitudes.

Controllability And Maneuverability

22. 143 General

(a) The airplane must be safely controllable and maneuverable during :
(1) Take-off;
(2) Climb;
(3) Level flight;
(4) Descent; and
(5) Landing (power on and power off) with the wing flaps extended and retracted.
(b) It must be possible to make a smooth transition from one flight condition to another
(including turns and slips) without danger of exceeding the limit load factor, under
any probable operating condition.
(c) If marginal conditions exist with regard to required pilot strength, the strength of
pilots, limits must be shown by quantitative tests. In no case may the limits exceed
prescribed in the following table;

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 ECAR Part 22 Arab Republic of Egypt
Subpart B Ministry of Civil Aviation
Values in Dan of force as Pitch Roll Yaw Flaps, Trim tabs, landing gear
applied to the controls etc.
(a) For temporary
application:
Stick -------------- 20 10 ---
Wheel (applied to rim) 25 20 ---
Rudder pedal --------- --- --- 40
Other controls -------- --- --- --- 20
(b) For prolonged
application ------------ 2 1.5 10
22. 145 Longitudinal Control
(a) It must be possible at any speed below 1.3 Vs1, to pitch the nose downwards so that a
speed equal to 1.3 Vs, can be reached promptly.
(1) This must be shown with the airplane in all possible configurations, with power
on at maximum continuous power and power idle, and with the airplane trimmed
at 1.3 Vs1,
(b) It must be possible throughout the appropriate flight envelope to change the
configuration (landing gear, wing flaps etc....) without exceeding the pilot forces
detained in 22. 143 (c).
(c) It must be possible to raise the nose at f at all permitted c.g. positions and engine
powers.
(d) It must be possible to maintain steady straight flight and transition into climbs.
Descents. Or turning flight, without exceeding the forces declined in 143 ©.
(e) It must be possible to maintain approximately level flight when flap retraction from
any position is made during steady horizontal flight at 1.1 Vs1 with simultaneous
application of not more than maximum continuous power.
(f) For any trim setting required under 22. 161(b)(1) it must be possible to take-off,
climb, descend and land the airplane in required configurations with no adverse effect
and with acceptable control forces.

22. 153 Control during landings

It must be possible, while in the landing configuration to safely complete a landing
following an approach to land -
(a) At a speed 5 knots less than the speed used in complying with 22. 75 and with the
airplane in trim or as nearly as possible in trim;
(b) With neither the trimming control being moved throughout the maneuver nor the
power being increased during the landing flare; and
(c) With power off.
22. 155 Elevator control forces in maneuvers
The elevator control forces during turns or when recovering from maneuvers must be
such that an increase in control forces is needed to cause an increase in load factor. It
mist be shown by flight measurements that the stick force per ‘g’ is such that the stick
force to achieve the positive limit maneuvering load factor is not less than 7 daN in the
clean configuration.
22.157 Rate of roll
(a) Take-off. it must be possess using a favorable combination of controls, to roll the
airplane from a steady 30 degree banked turn through an angle of 60 degrees, so as
to reverse the direction of the turn within 5 seconds from initiation of roll with -
(1) Flaps in the take-off position;
(2) Landing gear retractor;
(3) Maximum take-off power; and
(4) The airplane trimmed at 1.2 Vs1, or as nearly as possible in trim for straight
flight.
(b) Approach. It must be possible, using favorable combination of controls, to roll the
airplane from a steady 30 degree banked turn through an angle of 60 degrees. so as
to reverse the direction of the turn within 4 seconds from initiation of roll with:
(1) Flaps extended:
(2) Landing gear extended:
(3) Engine operating at idle power and engine operating at the power for level flight;
and
(4) The airplane trimmed at 13 Vsi.
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 Arab Republic of Egypt ECAR Part 22
Ministry of Civil Aviation Subpart B

Trim

22. 161 Trim

(a) Lateral and directional trim. In level flight at 0.9 VH or Vc (whichever is lower) the
airplane must remain in trimmed condition around roll and yaw axis with respective
controls free. (VH is maximum speed in level flight with maximum continuous
power.)
(b) Longitudinal trim
(1) The airplane must maintain longitudinal trim in level flight at any from 1.4 Vs1 to
0.9 VH or VC (whichever is lower)
(2) The airplane must maintain longitudinal trim during:
(i) A climb with maximum continuous power at a speed Vy with landing gear
and wing flaps retracted.
(ii) A descent with idle power at a speed of 1.3 Vs1 with landing gear extended,
and wing flaps in the landing position.

Stability

22. 171 General

The airplane must be longitudinally, directionally, and laterally stable under 22.173 to
22.181. In addition, the airplane must show suitable stability and control feel (static
stability) in any condition normally encountered in service, if flight tests show it is
necessary for safe operation.

22. 173 Static longitudinal stability

Under the conditions specified in 22.175 and with the airplane trimmed as indicated the
characteristics of the elevator control forces and the friction within the control system
must be as follows:
(a) A pull must be required to obtain and maintain speeds below the specified trim speed
and a push required to obtain and maintain speeds above the specified trim speed.
This must be shown at any speed that can be obtained, except that speeds requiring a
control force in excess of 18 Dan, or speeds above the maximum allowable speed or
below the minimum speed for steady installed flight, need not be considered.
(b) The airspeed must return to within 10% of the original trim speed when the control
force is slowly released at any speed within the speed range specified in sub-
paragraph (a) of this paragraph.
(c) The stick force must vary with speed so that any substantial speed change results in a
stick force clearly perceptible to the pilot.(See AC 22. 173 and AC 22. 175 ).

22. 175 Demonstration of static longitudinal stability

Static longitudinal stability must be shown as follows:
(a) Climb. The stick force curve must have a stable slope, at speeds between 15% above
and below the trim speed, with -
(1) Flaps in the climb position:
(2) Landing gear retracted;
(3) At least 75% of maximum continuous power; and
(4) The airplane trimmed for Vy, except that the need not be less than 1.4 Vsi or the
speed used for showing compliance to the power plant cooling requirement of
22. 1041.

22. 177 Static directional and lateral stability

(a) Three-control airplanes. The stability requirements for three-control airplanes
are as follows:
(1) The static directional stability, as shown by the tendency to recover from a skid
with the rudder free, must be positive for any landing gear and flap position
appropriate to the take-off, climb, cruise, and approach configurations. This
must be shown with power up to maximum continuous power, and at speeds
from 1.2 Vs1 up to maximum allowable speed for the condition being
investigated. The angle of skid for these tests must be appropriate to the type of
airplane. At larger angles of skid up to that at which full rudder is used or a

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 ECAR Part 22 Arab Republic of Egypt
Subpart B Ministry of Civil Aviation
control force limit in 22.143 is reached, whichever occurs first, and at speeds
from 1.2 Vs1 to 22. the rudder pedal force must not reverse.
(2) The static lateral stability, as shown by the tendency to raise the low wing in a
slip, must be positive for any landing gear and flap positions, this must be shown
with power up to 75% of maximum continuous power at speeds above 1.2 Vs1,
up to the maximum allowable speed for the configuration being investigated.
The static lateral stability may not be negative at 1.2 Vs1. The angle of slip for
these tests must be appropriate to the type of airplane, but in no case may the
slip angle be less than that obtainable with 10 of bank.
(3) In straight, steady slips at 1.2 Vs1 for any landing gear and flap positions, and for
power conditions up to 50% of maximum continuous power, the aileron and
rudder control movements and forces must increase steadily (but not necessarily
in constant proportion) as the angle of slip is increased up to the maximum
appropriate to the type of airplane At larger slip angles up to the angle at which
full rudder or aileron control is used or a control force limit contained in 22. 143
is obtained, the rudder pedal force may not reverse. Enough bank must
accompany slipping to hold a constant heading. Rapid entry into, or recovery
from, a maximum slip may not result in uncontrollable flight characteristics.
(b) Two-control (or simplified control) airplanes. The stability requirements for
two-control airplanes are as follows:
(1) The directional stability of the airplane must be shown by showing that, in each
configuration, it can be rapidly rolled from a 45 bank in one direction to a 45
bank in the opposite direction to 45 bank in the opposite direction without
showing dangerous skid characteristics.
(2) The lateral stability of the airplane must be shown by shown by shown by
showing that it will not assume a dangerous attitude or speed when the controls
are abandoned for two minutes. This must be done in moderately smooth air
with the airplane trimmed for straight level flight at 0.9 VH or Vc, whichever is
lower, with flaps and landing gear retracted, and with a rearward center of
gravity.

22. 181 Dynamic stability

(a) Any short period oscillation not including combined lateral - directional oscillations
occurring between the stalling speed and the maximum allowable speed appropriate
to the configuration of the airplane must be heavily damped with the primary controls
-
(1) Free; and
(2) In a fixed position.
(b) Any combined lateral - directional oscillations (Dutch roll ) occurring between the
stalling speed and the maximum allowable speed appropriate to the configuration of
the airplane must be damped to amplitude in 7 cycles with the primary controls :
(1) Free; and
(2) In a fixed position.

Stalls

22. 201 Wings level stall

(a) For an airplane with independently controlled roll and directional controls be possible
to produce and to correct roll by unreserved use of the rolling control and to produce
and to correct yaw by unreserved use of the directional control, up to the time the
airplane stalls.

(b) For an airplane with interconnected lateral and directional controls (2 controls) and
for an airplane with only one of these controls, it must be possible to produce and
correct roll by unreserved use of the rolling control without producing excessive
yaw, up to the time the airplane stalls.
(c) The wing level stall characteristics of the airplane must be demonstrated in flight as
follows: The airplane speed must be reduced with the elevator control until the speed
is slightly above the stalling speed, then the elevator control must be pulled back so
that the rate of speed reduction will not exceed one knot per second until a stall is
produced, as shown by an uncontrollable downward pitching motion of the airplane,

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 Arab Republic of Egypt ECAR Part 22
Ministry of Civil Aviation Subpart B
or until the control reaches the stop. Normal use of the elevator control for recovery
is allowed after the airplane has stalled.
(d) Except where made inapplicable by the special features of a particular type of
airplane, the following apply to the measurement of loss of altitude during a
stall:
(1) The loss of altitude encountered in the stall (power on or power off) is the
change in altitude (as observed on the sensitive altimeter testing installation)
between the altitude at which the airplane pitches and the altitude at which
horizontal flight is regained.
(2) If power or thrust is required during stall recovery the power or thrust must be
that which would be used under the normal operating procedures selected by the
applicant for this maneuver. However, the power used to regain level flight may
not be applied until flying control is regained.
(e) During the recovery part of the maneuver, it must be possible to prevent more
than 15 degrees of roll or yaw by the normal use of controls.
(f) Compliance with the requirements of this paragraph must be shown under the
following conditions:
(1) Wing Flaps: Full up, full down and intermediate, if appropriate.
(2) Landing Gear: Retracted and extended.
(3) Cowl flaps appropriate to configuration.
(4) Power: Power or thrust off, and 75% maximum continuous power or thrust.
(5) Trim: 1.5 Vs, or at the minimum trim speed, whichever is higher.
(6) Propeller: Full increase rpm position for the power off condition. (See AC 22.
201.)

22.203 Turning flight and accelerated stalls

Turning flight and accelerated stalls must be demonstrated in tests as follows :
(a) Establish and maintain a coordinated turn in a 30 degree bank, Reduce speed by
steadily and progressively tightening the turn with the elevator until the elevator has
reached its stop. The rate of speed reduction must be constant, and;
(1) For turning flight stall, may not exceed one knot per second; and
(2) For an accelerated stall, be 3 to 5 knots per second with steadily increasing
normal acceleration.
(b) When the stall has fully developed or the elevator has reached its stop, it must be
possible to regain level flight by normal use of controls and without:
(1) Excessive loss of altitude;
(2) Undue pitch up;
(3) Uncontrollable tendency to spin;
(4) Exceeding 60 degree of roll in either direction from the established 30 degree
bank; and
(5) For accelerated entry stalls, without exceeding the maximum permissible speed or
the allowable limit load factor.
(c) Compliance with the requirements of this paragraph must be shown with:
(1) Wing Flaps: Retracted and fully extended for turning flight and accelerated entry
stalls, and intermediate, if appropriate, for accelerated entry stalls;
(2) Landing Gear: Retracted and extended;
(3) Cowl Flaps: Appropriate to configuration;
(4) Power; 75% maximum continuous power; and
(5) Trim; 1.5 Vs, or minimum trim speed, whichever is higher.

22. 207 Stall warning

(a) There must be a clear and distinctive stall warning, with the flaps and landing gear in
any normal position, in straight and turning flight.
(b) The stall warning may be furnished either through the inherent aerodynamic qualities
of the airplane or by a device that will give clearly distinguishable indications under
expected conditions of flight. However, a visual stall-warning device that requires the
attention of the crew within the cockpit is not acceptable by itself.
(c) The stall warning must begin at a speed exceeding the stalling speed by a margin of
not less than 5 knots, but not more than 10 knots and must continue until the stall
occurs.

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 ECAR Part 22 Arab Republic of Egypt
Subpart B Ministry of Civil Aviation
Spinning
22. 221 Spinning
(a) The airplane must be able to recover from a one-turn spin or a 3-second spin,
whichever takes longer, in not more than one additional turn, with the controls used
in the manner normally used for recovery, In addition -
(1) For both the flaps-retracted and flaps-extended conditions, the applicable
airspeed limit and positive limit maneuvering load factor may not be exceeded;
(2) There may be no excessive back pressure during the spin or recovery; and
(3) It must be impossible to obtain uncontrollable spins with any use of the controls.
For the flaps-extended condition, the flaps may be retracted during recovery.
(b) Airplanes, characteristically incapable of spinning; if it is desired to designate an
airplane as characteristically incapable of spinning, this characteristic must be shown
with -
(1) A weight five percent more than the highest weight for which approval is
requested;
(2) A center of gravity at least three percent of the mean aerodynamic chord aft of
the rearmost position for which approval is requested;
(3) An available elevator up-travel; in excess of that to which the elevator travel is to
be limited for approval: and
(4) An available ruder travel, 79 in both directions, in excess of that to which the
rudder travel is to be limited for approval.

Ground and Water Handling Characteristics

22. 231 longitudinal stability and control

(a) A landplane may have no uncontrollable tendency to nose over in any reasonably
expected operating condition, including rebound during landing or take-off, Wheel
brakes must operate smoothly and may not induce any undue tendency to nose over.
(b) A seaplane or amphibian may not have dangerous or uncontrollable proposing
characteristics at any normal operating speed on the water.

22. 233 Directional stability and control

(a) There may be no uncontrollable ground or water looping tendency in 90°cross winds,
up to a wind velocity of 10 knots at any speed at which the airplane may be expected
to be operated on the ground or water.
(b) A landplane must be satisfactorily controllable, without exceptional piloting skill or
alertness, in power-off landings at normal landing speed, without using brakes or
engine power to maintain a straight path.
(c) The airplane must have adequate directional control during taxiing.

22.235 Taxiing condition

The shock - absorbing mechanism may not damage the structure of the airplane when the
airplane is taxied on the roughest ground that may reasonably be expected in normal
operation.

22.239 Spray characteristics

Spray may not dangerously obscure the vision of the pilots or damage the propeller or
other parts of a seaplane or amphibian at any time during taxiing, take-off, and landing.

Miscellaneous Flight Requirements

22.251 Vibration and buffeting

Each part of the airplane must be free from excessive vibration under any appropriate
speed and power conditions up to at least the minimum value of VD allowed in 22. 335.
In addition, there may be no buffeting, in any normal flight condition, severe enough to
interfere with the satisfactory control of the airplane, cause excessive fatigue to the pilot,
or result in structural damage. Stall warning buffeting within these limits is allowable.

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