221 

Federal Aviation Administration, DOT 

§ 25.145 

activated and is performing its in-
tended function, it must be dem-
onstrated in flight with the most crit-
ical of the ice accretion(s) defined in 
Appendix C, part II, paragraph (e) of 
this part and Appendix O, part II, para-
graph (d) of this part, as applicable, in 
accordance with § 25.21(g), that: 

(1) The airplane is controllable in a 

pull-up maneuver up to 1.5 g load fac-
tor; and 

(2) There is no pitch control force re-

versal during a pushover maneuver 
down to 0.5 g load factor. 

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as 
amended by Amdt. 25–42, 43 FR 2321, Jan. 16, 
1978; Amdt. 25–84, 60 FR 30749, June 9, 1995; 
Amdt. 25–108, 67 FR 70826, Nov. 26, 2002; 
Amdt. 25–121, 72 FR 44667, Aug. 8, 2007; Amdt. 
25–129, 74 FR 38339, Aug. 3, 2009; Amdt. 25–140, 
79 FR 65525, Nov. 4, 2014] 

§ 25.145

Longitudinal control. 

(a) It must be possible, at any point 

between the trim speed prescribed in 
§ 25.103(b)(6) and stall identification (as 
defined in § 25.201(d)), to pitch the nose 
downward so that the acceleration to 
this selected trim speed is prompt with 

(1) The airplane trimmed at the trim 

speed prescribed in § 25.103(b)(6); 

(2) The landing gear extended; 
(3) The wing flaps (i) retracted and 

(ii) extended; and 

(4) Power (i) off and (ii) at maximum 

continuous power on the engines. 

(b) With the landing gear extended, 

no change in trim control, or exertion 
of more than 50 pounds control force 
(representative of the maximum short 
term force that can be applied readily 
by one hand) may be required for the 
following maneuvers: 

(1) With power off, flaps retracted, 

and the airplane trimmed at 1.3 V

SR1

, 

extend the flaps as rapidly as possible 
while maintaining the airspeed at ap-
proximately 30 percent above the ref-
erence stall speed existing at each in-
stant throughout the maneuver. 

(2) Repeat paragraph (b)(1) except ini-

tially extend the flaps and then retract 
them as rapidly as possible. 

(3) Repeat paragraph (b)(2), except at 

the go-around power or thrust setting. 

(4) With power off, flaps retracted, 

and the airplane trimmed at 1.3 V

SR1

, 

rapidly set go-around power or thrust 
while maintaining the same airspeed. 

(5) Repeat paragraph (b)(4) except 

with flaps extended. 

(6) With power off, flaps extended, 

and the airplane trimmed at 1.3 V

SR1

, 

obtain and maintain airspeeds between 
V

SW

and either 1.6 V

SR1

or V

FE

, which-

ever is lower. 

(c) It must be possible, without ex-

ceptional piloting skill, to prevent loss 
of altitude when complete retraction of 
the high lift devices from any position 
is begun during steady, straight, level 
flight at 1.08 V

SR1

for propeller powered 

airplanes, or 1.13 V

SR1

for turbojet pow-

ered airplanes, with— 

(1) Simultaneous movement of the 

power or thrust controls to the go- 
around power or thrust setting; 

(2) The landing gear extended; and 
(3) The critical combinations of land-

ing weights and altitudes. 

(d) If gated high-lift device control 

positions are provided, paragraph (c) of 
this section applies to retractions of 
the high-lift devices from any position 
from the maximum landing position to 
the first gated position, between gated 
positions, and from the last gated posi-
tion to the fully retracted position. 
The requirements of paragraph (c) of 
this section also apply to retractions 
from each approved landing position to 
the control position(s) associated with 
the high-lift device configuration(s) 
used to establish the go-around proce-
dure(s) from that landing position. In 
addition, the first gated control posi-
tion from the maximum landing posi-
tion must correspond with a configura-
tion of the high-lift devices used to es-
tablish a go-around procedure from a 
landing configuration. Each gated con-
trol position must require a separate 
and distinct motion of the control to 
pass through the gated position and 
must have features to prevent inad-
vertent movement of the control 
through the gated position. It must 
only be possible to make this separate 
and distinct motion once the control 
has reached the gated position. 

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as 
amended by Amdt. 25–23, 35 FR 5671, Apr. 8, 
1970; Amdt. 25–72, 55 FR 29774, July 20, 1990; 
Amdt. 25–84, 60 FR 30749, June 9, 1995; Amdt. 
25–98, 64 FR 6164, Feb. 8, 1999; 64 FR 10740, 
Mar. 5, 1999; Amdt. 25–108, 67 FR 70827, Nov. 
26, 2002] 

VerDate Sep<11>2014 

12:50 Apr 30, 2019

Jkt 247046

PO 00000

Frm 00231

Fmt 8010

Sfmt 8010

Y:\SGML\247046.XXX

247046

spaschal on DSK3GDR082PROD with CFR