276
14 CFR Ch. I (1–1–24 Edition)
§ 25.737
(3)
Most severe landing stop. The most
severe landing stop is a stop at the
most critical combination of airplane
landing weight and speed. The most se-
vere landing stop brake kinetic energy
absorption requirement of each wheel,
brake, and tire assembly must be de-
termined. It must be substantiated by
dynamometer testing that, at the de-
clared fully worn limit(s) of the brake
heat sink, the wheel, brake and tire as-
sembly is capable of absorbing not less
than this level of kinetic energy. The
most severe landing stop need not be
considered for extremely improbable
failure conditions or if the maximum
kinetic energy accelerate-stop energy
is more severe.
(g)
Brake condition after high kinetic
energy dynamometer stop(s). Following
the high kinetic energy stop dem-
onstration(s) required by paragraph (f)
of this section, with the parking brake
promptly and fully applied for at least
3 minutes, it must be demonstrated
that for at least 5 minutes from appli-
cation of the parking brake, no condi-
tion occurs (or has occurred during the
stop), including fire associated with
the tire or wheel and brake assembly,
that could prejudice the safe and com-
plete evacuation of the airplane.
(h)
Stored energy systems. An indica-
tion to the flightcrew of the usable
stored energy must be provided if a
stored energy system is used to show
compliance with paragraph (b)(1) of
this section. The available stored en-
ergy must be sufficient for:
(1) At least 6 full applications of the
brakes when an antiskid system is not
operating; and
(2) Bringing the airplane to a com-
plete stop when an antiskid system is
operating, under all runway surface
conditions for which the airplane is
certificated.
(i)
Brake wear indicators. Means must
be provided for each brake assembly to
indicate when the heat sink is worn to
the permissible limit. The means must
be reliable and readily visible.
(j)
Overtemperature burst prevention.
Means must be provided in each braked
wheel to prevent a wheel failure, a tire
burst, or both, that may result from
elevated brake temperatures. Addition-
ally, all wheels must meet the require-
ments of § 25.731(d).
(k)
Compatibility. Compatibility of
the wheel and brake assemblies with
the airplane and its systems must be
substantiated.
[Doc. No. FAA–1999–6063, 67 FR 20420, Apr. 24,
2002, as amended by Amdt. 25–108, 67 FR
70827, Nov. 26, 2002; 68 FR 1955, Jan. 15, 2003]
§ 25.737
Skis.
Each ski must be approved. The max-
imum limit load rating of each ski
must equal or exceed the maximum
limit load determined under the appli-
cable ground load requirements of this
part.
F
LOATS AND
H
ULLS
§ 25.751
Main float buoyancy.
Each main float must have—
(a) A buoyancy of 80 percent in excess
of that required to support the max-
imum weight of the seaplane or am-
phibian in fresh water; and
(b) Not less than five watertight com-
partments approximately equal in vol-
ume.
§ 25.753
Main float design.
Each main float must be approved
and must meet the requirements of
§ 25.521.
§ 25.755
Hulls.
(a) Each hull must have enough wa-
tertight compartments so that, with
any two adjacent compartments flood-
ed, the buoyancy of the hull and auxil-
iary floats (and wheel tires, if used)
provides a margin of positive stability
great enough to minimize the prob-
ability of capsizing in rough, fresh
water.
(b) Bulkheads with watertight doors
may be used for communication be-
tween compartments.
P
ERSONNEL AND
C
ARGO
A
CCOMMODATIONS
§ 25.771
Pilot compartment.
(a) Each pilot compartment and its
equipment must allow the minimum
flight crew (established under § 25.1523)
to perform their duties without unrea-
sonable concentration or fatigue.
(b) The primary controls listed in
§ 25.779(a), excluding cables and control
rods, must be located with respect to
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