PORTARIA Nº 15.760, DE 31 DE OUTUBRO DE 2024 (parte 2 de 5)

ANEXO
CRITÉRIOS FINAIS DE AERONAVEGABILIDADE EVE-100
SUBPART A - GENERAL
EVE.2000 - Applicability and definitions.
(a) These airworthiness criteria prescribe airworthiness standards for the
issuance of a type certificate, and changes to that type certificate, for the EVE Soluções
de Mobilidade Aérea Urbana LTDA, Model EVE-100.
(b) For purposes of these airworthiness criteria, the following definitions
apply:
(1) Continued safe flight and landing -
(i) for "essential performance" means the aircraft is capable of continued
controlled flight and landing, possibly using emergency procedures, without requiring
exceptional pilot skill, strength, or alertness
(ii) for "increased performance" means the aircraft is capable of climbing to
a safe altitude, on a flightpath clear of obstacles, and maintaining level flight to a
planned destination or alternate landing, possibly using emergency procedures, without
requiring exceptional pilot skill, strength, or alertness.
(2) Phases of flight means ground operations, takeoff, climb, cruise, descent,
approach, hover, and landing.
(3) Source of lift means one of three sources of lift: thrust– borne, wing– borne,
and semi-– thrust– borne. Thrust– borne is defined as when the weight of the aircraft is
predominately supported by lift generated by engine-driven lift devices. Wing– borne is
defined as when the weight of the aircraft is predominately supported by aerodynamic
lift from fixed airfoil surfaces. Semi– thrust– borne is the combination of thrust– borne and
wing– borne, where both forms of lift are used to support the weight of the aircraft.
(4) Controlled emergency landing means the aircraft design allows direction
and area of touchdown to be chosen while reasonably protecting occupants from serious
injury, without requiring exceptional piloting skill or strength. Upon landing, some
damage to the aircraft may be acceptable."
(5) Critical change of thrust means the most adverse effects on performance
or handling qualities resulting from failures of the flight control or propulsive system,
either singular or in combination, not shown to be extremely improbable.
(6) Local events are failures of aircraft systems and components, other than
the engine control system, that may affect the installed environment of the engine or
propeller control system.
(7) Approved flight envelope means the flight envelope composed of (i) the
flight envelope associated to routine operational and/or prescribed conditions and (ii)
the flight envelope associated to warning onset cases excluding situations associated to
aircraft design limits or hard protection limits.
EVE.2005 - Reserved.
EVE.2010 - Accepted means of compliance.
(a) An applicant must comply with this regulation using a means of
compliance, which may include consensus standards, accepted by the ANAC.
(b) An applicant requesting acceptance of a means of compliance must
provide the means of compliance to ANAC in a form and manner acceptable to
ANAC.
SUBPART B - FLIGHT PERFORMANCE
EVE.2100 - Weight and center of gravity
(a) The applicant must determine limits for weights and centers of gravity
that provide for the safe operation of the aircraft.
(b) The applicant must comply with each requirement at critical combinations
of weight and center of gravity within the aircraft's range of loading conditions using
tolerances acceptable to ANAC.
(c) The condition of the aircraft at the time of determining its empty weight
and center of gravity must be well defined and easily repeatable.
EVE.2105 - Performance data
(a) Unless otherwise prescribed, the aircraft must meet the performance
requirements of this subpart in still air and standard atmospheric conditions.
(b) Unless otherwise prescribed, the applicant must develop the performance
data required for the following conditions:
(1) Altitudes from the minimum to the maximum altitude for which
certification is being sought; and
(2) Temperatures above and below standard day temperature that are within
the range of operating limitations, if those temperatures could have a negative effect on
performance.
(c) The procedures used for determining takeoff and landing performance
must be executable consistently by pilots of average skill in atmospheric conditions
expected to be encountered in service.
(d) Performance data determined in accordance with paragraph (b) of this
section must account for losses due to atmospheric conditions, cooling needs,
installation losses, downwash considerations, and other demands on power sources.
(e) The hovering ceiling, in and out of ground effect, must be determined
over the ranges of weight, altitude, and temperature, if applicable.
(f) Continued safe flight and landing must be possible from any point within
the approved flight envelope following a critical change of thrust.
(g) Following a condition when the aircraft can no longer provide the
commanded power or thrust for continued safe flight and landing, the aircraft must be
capable of a controlled emergency landing without requiring exceptional pilot skill,
strength, or alertness.
EVE.2110 - Minimum safe speed.
The applicant must determine the aircraft minimum safe speed for each flight
condition encountered in normal operations, including applicable source(s) of lift and
phase(s) of flight, to maintain controlled safe flight. The minimum safe speed
determination must account for the most adverse conditions for each flight
configuration.
EVE.2115 - Takeoff performance.
(a) The applicant must determine takeoff performance accounting for:
(1) All sources of lift for each takeoff flight path for which certification is
sought;
(2) Minimum safe speed safety margins;
(3) Climb requirements; and
(4) Obstacle Clearance.
(b) For aircraft approved for essential performance, the applicant must
determine the takeoff performance to a safe height above the takeoff. Additionally, the
aircraft must perform a continued safe flight and landing according to EVE.2105(f) at any
point along the takeoff flight path.
(c) For aircraft approved for increased performance, the takeoff performance
must be determined so that, following a critical change of thrust:
(1) Prior to reaching the takeoff decision point:
(i) A rejected takeoff resulting in a safe stop and landing can be made. The
takeoff decision point may be a speed, an altitude, or both; and
(2) After passing the takeoff decision point:
(i) Continue the takeoff and climb to a safe height above the takeoff
surface;
(ii) The aircraft can achieve the configuration and airspeed used in
compliance with EVE 2120(d)(1); and
(iii) The aircraft must perform a continued safe flight and landing according
to EVE.2105(f).
EVE.2120 - Climb requirements
(a) The applicant must demonstrate minimum climb performance out of
ground effect at each weight, altitude, and ambient temperature within the operating
limitations using the procedures published in the flight manual.
(b) For aircraft approved for essential and increased performance, the
applicant must determine the following all engines operating (AEO) climb performance
requirements:
(1) The aircraft must have a minimum steady climb gradient at sea level in
the initial takeoff configuration(s) and a climb speed selected by the applicant or Vy,
and
(2) For a balked landing, the aircraft must be able to maintain a minimum
steady climb gradient without creating undue pilot workload in the landing
configuration(s).
(c) For aircraft approved for essential performance, the climb performance
after a critical change of thrust must be determined:
(1) Using applicable sources of lift along the takeoff flight path for which
certification is being sought at the speeds and configurations selected by the applicant;
and
(2) For the transition from the takeoff to the enroute configuration. The total
altitude loss must be determined for the weight, altitude, and ambient temperature
where level flight cannot be maintained.
(d) For aircraft approved for increased performance, the climb performance
after a critical change of thrust must be such that during climb:
(1) Takeoff phase or following a balked landing:
(i) The trajectory must clear all obstacles by sufficient margins for takeoff or
landing and reach the Takeoff Safety Speed (VTOSS) at a safe height above the takeoff
or landing surface with a positive rate of climb;
(ii) The minimum rate of climb at initial takeoff height above the takeoff or
landing surface in VTOSS is assured;
(iii) The minimum rate of climb at final takeoff height above the takeoff or
landing surface in Final Takeoff Speed (VFTO) is assured;
(iv) From the initial takeoff height above the takeoff or landing surface, the
aircraft path must be level or positive until the VFTO or the final takeoff height is
attained, whichever is higher, with available rate of climb not less than the required by
(d)(1)(iii).
(2) Enroute:
(i) Where applicable, the steady rate of climb (or descent) must be
determined at each weight, altitude, temperature and sources of lift at which the
aircraft is expected to operate for which certification is requested.
EVE.2125 - Climb information
(a) The applicant must determine climb performance at each weight, altitude,
and ambient temperature within the operating limitations using the procedures
published in the flight manual.
(b) The applicant must determine climb performance accounting after a
critical change of thrust.
(c) The applicant must determine the performance accordingly for the
appropriate sources of lift applicable to the condition defined in EVE.2105(g).
EVE.2130 - Landing.
The applicant must determine the following, for the critical combinations of
weight, altitudes and temperatures within the operational limits:
(a) The approach, transition and landing speeds and procedures, which allow
a pilot of average skill to land within the published landing performance consistently and
without causing damage or injury, and which allow for a safe transition to the balked
landing conditions of these airworthiness criteria accounting for:
(1) All sources of lift for each approach and landing flight path for which
certification is sought; and
(2) Any minimum or maximum speed safety margins.
(b) For aircraft approved for essential performance, the applicant must
determine the landing performance from a safe height above the landing surface.
Additionally, the aircraft must perform a continued safe flight and landing according to
EVE.2105(f) at any point along the approach flight path.
(c) For aircraft approved for increased performance, the applicant must
determine the landing performance from a safe height above the landing surface so
that, following a critical change of thrust that occurs:
(1) Prior to reaching the landing decision point, the aircraft can-
(i) Land and stop safely on the landing surface; or
(ii) Transition to the balked landing condition established in EVE.2120(d)(1)
and perform a continued safe flight and landing according to EVE.2105(f).
(2) After passing the landing decision point, the aircraft can-
(i) Land and stop safely on the landing surface.
FLIGHT CHARACTERISTICS
EVE.2135 - Controllability
(a) The aircraft must be controllable and maneuverable, without requiring
exceptional piloting skill, alertness, or strength, within the approved flight envelope:
(1) At all loading conditions for which certification is requested;
(2) During all phases of flight while using applicable sources of lift;
(3) With flight control or propulsion systems failures, in a complementary
approach to the airworthiness criteria EVE.2510 for handling qualities aspects
evaluation;
(4) During configuration changes;
(5) In all degraded flight control and propulsion systems operating modes not
shown to be extremely improbable;
(6) In thrust-borne operation, and must be controllable in wind velocities
from zero to at least 17 knots from any azimuth angle; and
(7) The aircraft must be able to safely complete a landing using the steepest
approach gradient procedures.
(b) The applicant must determine critical control parameters, such as limited
control power margins, and if applicable, account for those parameters in appropriate
operating limitations.
(c) It must be possible to make a smooth transition from one flight condition
to another (changes in configuration and in source of lift and phase of flight) without
exceeding the approved flight envelope.
(d) Operation of features that protect the aircraft against loss of control, or
exceeding critical limits, must not adversely affect flight characteristics in aircraft
response to inceptor inputs, unsteady atmospheric conditions, and other likely
conditions, including simultaneous limiting events.
EVE.2140 - Trim
(a) The aircraft must maintain lateral and directional trim without further
force upon, or movement of, the inceptor by the pilot, under all normal operations
while using applicable sources of lift.
(b) The aircraft must maintain longitudinal trim without further force upon,
or movement of, the inceptor by the pilot, under the following conditions:
(1) Climb.
(2) Level flight.
(3) Descent.
(4) Approach.
(c) Residual control forces must not fatigue or distract the pilot during normal
operations of the aircraft and abnormal or emergency operations, including a critical
change of thrust.
EVE.2145 - Stability
(a) Within the approved flight envelope, the aircraft must show suitable
stability and control feel, in all axes.
(b) Within the approved flight envelope, no aircraft may exhibit any divergent
stability characteristic, so as to require exceptional piloting skills, alertness, or strength
or otherwise endanger the aircraft and its occupants.
EVE.2150 - Minimum safe speed characteristics and warning.
(a) For wing borne operation, the aircraft must have controllable minimum
safe speed flight characteristics in straight flight, turning flight, and accelerated turning
flight. In case there is no high incidence protection system, there must be a clear and
distinctive minimum safe speed warning that provides sufficient margin to prevent
inadvertently slowing below the minimum safe speed.
(b) For wing borne and semi-thrust-borne operations, the aircraft must not
have a tendency to inadvertently depart controlled safe flight, including a sudden change
of thrust.
EVE.2155 - Ground handling characteristics.
For aircraft intended for operation on land or water, the aircraft must have
controllable longitudinal and directional handling characteristics during taxi, takeoff, and
landing operations.
EVE.2160 - Vibration, buffeting, and high-speed characteristics
(a) Each part of the aircraft must be free from excessive vibration and
buffeting under each appropriate speed and power condition. Vibration and buffeting,
for operations up to VD /MD, must not interfere with the control of the aircraft or cause
excessive fatigue to the flightcrew. Stall warning buffet within these limits is
allowable.
(b) For inadvertent excursions beyond the maximum approved speed, the
aircraft must be able to safely recover back to its approved flight envelope without
requiring exceptional piloting skill, strength, or alertness. This recovery may not result in
structural damage or loss of control.
EVE.2165 - Performance and flight characteristics requirements for flight in
atmospheric icing conditions.
(a) Reserved
(b) The applicant must provide a means to detect icing conditions for which
certification is not requested and show the aircraft's ability to avoid or exit those icing
conditions.
(c) The applicant must develop an operating limitation to prohibit intentional
flight, including takeoff and landing, into icing conditions for which the aircraft is not
certified to operate.
SUBPART C - STRUCTURES
EVE.2200 - Structural design envelope
The applicant must determine the structural design envelope, which describes
the range and limits of aircraft design and operational parameters for which the
applicant will show compliance with the requirements of this subpart. The applicant
must account for all aircraft design and operational parameters that affect structural
loads, strength, durability, and aeroelasticity, including:
(a) Structural design airspeeds, landing descent speeds, and any other
airspeed limitation at which the applicant must show compliance to the requirements of
this subpart. The structural design airspeeds must:
(1) Be sufficiently greater than the minimum safe speed of the aircraft to
safeguard against loss of control in turbulent air; and
(2) Provide sufficient margin for the establishment of practical operational
limiting airspeeds.
(b) Design maneuvering load factors not less than those, which service history
shows, may occur within the structural design envelope.
(c) Inertial properties including weight, center of gravity, and mass moments
of inertia, accounting for:
(1) Each critical weight from the aircraft empty weight to the maximum
weight; and
(2) The weight and distribution of occupants, payload, and energy-storage
systems.
(d) Characteristics of aircraft control systems, including range of motion and
tolerances for control surfaces, high lift devices, or other moveable surfaces.
(e) Each critical altitude up to the maximum altitude.
(f) Engine-driven lifting/thrusting-device rotational speed and ranges, and the
maximum rearward and sideward flight speeds.
(g) Thrust– borne, wing– borne, and semi– thrust– borne flight configurations, with
associated flight load envelopes.
EVE.2205 - Interaction of systems and structures
For aircraft equipped with systems that modify structural performance,
alleviate the impact of this subpart's requirements, or provide a means of compliance
with this subpart, the applicant must account for the influence and failure of these
systems when showing compliance with the requirements of this subpart.
STRUCTURAL LOADS
EVE.2210 - Structural design loads
(a) The applicant must:
(1) Determine the applicable structural design loads resulting from likely
externally or internally applied pressures, forces, or moments that may occur in flight,
ground and water operations, ground and water handling, and while the aircraft is
parked or moored.
(2) Determine the loads required by paragraph (a)(1) of this section at all
critical combinations of parameters, on and within the boundaries of the structural
design envelope.
(b) The magnitude and distribution of the applicable structural design loads
required by this section must be based on physical principles.
EVE.2215 - Flight Load Conditions
(a) The applicant must determine the structural design loads resulting from
the following flight conditions:
(1) Atmospheric gusts where the magnitude and gradient of these gusts are
based on measured gust statistics.
(2) Symmetric and asymmetric maneuvers.
(3) Asymmetric thrust resulting from the failure of a powerplant unit.
(b) There must be no vibration or buffeting severe enough to result in
structural damage, at any speed up to dive speed, within the structural design envelope,
in any configuration and power settings.
EVE.2220 - Ground and water load conditions
The applicant must determine the structural design loads resulting from taxi,
takeoff, landing, and handling conditions on the applicable surface in normal and
adverse attitudes and configurations.
EVE.2225 - Component Loading Conditions
The applicant must determine the structural design loads acting on:
(a) Each engine mount and its supporting structure such that both are
designed to withstand loads resulting from:
(1) Powerplant operation combined with flight gust and maneuver loads;
and
(2) For non-reciprocating powerplants, sudden powerplant stoppage.
(b) Each flight control and high-lift surface, their associated system and
supporting structure resulting from:
(1) The inertia of each surface and mass balance attachment;
(2) Flight gusts and maneuvers;
(3) Pilot or automated system inputs;
(4) System induced conditions, including jamming and friction; and
(5) Taxi, takeoff, and landing operations on the applicable surface, including
downwind taxi and gusts occurring on the applicable surface.
(c) Reserved.
(d) Engine-driven lifting/thrusting-device assemblies, considering loads
resulting from flight and ground conditions, as well limit input torque at any
lifting/thrusting- device rotational speed.
EVE.2230 - Limit and ultimate loads The applicant must determine:
(a) The limit loads, which are equal to the structural design loads unless
otherwise specified elsewhere in these airworthiness criteria; and
(b) The ultimate loads, which are equal to the limit loads multiplied by a 1,5
factor of safety unless otherwise specified elsewhere in these airworthiness criteria.
STRUCTURAL PERFORMANCE
EVE.2235 - Structural strength
The structure must support:
(a) limit loads without:
(1) interference with the safe operation of the aircraft; and
(2) detrimental or permanent deformation.
(b) ultimate loads.
EVE.2240 - Structural durability.
(a) The applicant must develop and implement inspections or other
procedures to prevent structural failures due to foreseeable causes of strength
degradation, which could result in serious or fatal injuries, or extended periods of
operation with reduced safety margins. Each of the inspections or other procedures
developed under this section must be included in the Airworthiness Limitations Section
of the Instructions for Continued Airworthiness required by EVE.1529.
(b) If safety-by-design (fail-safe) is used to comply with paragraph (a) of this
section, safety-by-inspection (damage tolerance) must also be incorporated to reliably
detect structural damage before the damage could result in structural failure.
(c) Reserved.
(d) The aircraft must be designed to minimize hazards to the aircraft due to
structural damage caused by high-energy fragments from an uncontained engine or
rotating machinery failure.
EVE.2241 - Aeromechanical stability
The aircraft must be free from dangerous oscillations and aeromechanical
instabilities for all configurations and conditions of operation on the ground and in
flight.
EVE.2245 - Aeroelasticity
(a) The aircraft must be free from flutter, control reversal, and divergence:
(1) At all speeds within and sufficiently beyond the structural design
envelope;
(2) For any configuration and condition of operation;
(3) Accounting for critical structural modes; and
(4) Accounting for any critical failures or malfunctions.
(b) The applicant must establish tolerances for all quantities that affect
aeroelastic stability.
(c) Each component and rotating aerodynamic surface of the aircraft must be
free from any aeroelastic instability under each appropriate speed and power
condition.
DESIGN
EVE.2250 - Design and construction principles
(a) The applicant must design each part, article, and assembly for the
expected operating conditions of the aircraft.
(b) Design data must adequately define the part, article, or assembly
configuration, its design features, and any materials and processes used.
(c) The applicant must determine the suitability of each design detail and
part having an important bearing on safety in operations. The applicant must prevent
single failures from resulting in a catastrophic effect upon the aircraft.
(d) The control system must be free from jamming, excessive friction, and
excessive deflection when the aircraft is subjected to expected limit airloads.
(e) Doors, canopies, and exits must be protected against inadvertent opening
in flight, unless shown to create no hazard when opened in flight.
EVE.2255 - Protection of Structure
(a) The applicant must protect each part of the aircraft, including small parts
such as fasteners, against deterioration or loss of strength due to any cause likely to
occur in the expected operational environment.
(b) Each part of the aircraft must have adequate provisions for ventilation
and drainage.
(c) For each part that requires maintenance, preventive maintenance, or
servicing, the applicant must incorporate a means into the aircraft design to allow such
actions to be accomplished.
EVE.2260 - Materials and processes.