Code of Federal Regulations - Title 14

198

14 CFR Ch. I (1–1–14 Edition)

§ 23.147

simultaneous application of not more
than maximum continuous power. If
gated flat positions are provided, the
flap retraction may be demonstrated in
stages with power and trim reset for
level flight at 1.1 V

, in the initial con-

figuration for each stage—

(i) From the fully extended position

to the most extended gated position;

(ii) Between intermediate gated posi-

tions, if applicable; and

(iii) From the least extended gated

position to the fully retracted position.

(4) With power off, flaps and landing

gear retracted and the airplane as
nearly as possible in trim at 1.4 V

apply takeoff power rapidly while
maintaining the same airspeed.

(5) With power off, landing gear and

flaps extended, and the airplane as
nearly as possible in trim at V

REF

, ob-

tain and maintain airspeeds between
1.1 V

, and either 1.7 V

or V

whichever is lower without requiring
the application of two-handed control
forces exceeding those specified in
§ 23.143(c).

(6) With maximum takeoff power,

landing gear retracted, flaps in the
takeoff position, and the airplane as
nearly as possible in trim at V

appro-

priate to the takeoff flap position, re-
tract the flaps as rapidly as possible
while maintaining constant speed.

, and up

to the maximum speed shown under
§ 23.251, a maneuvering capability of 1.5
g must be demonstrated to provide a
margin to recover from upset or inad-
vertent speed increase.

(d) It must be possible, with a pilot

control force of not more than 10
pounds, to maintain a speed of not
more than V

REF

during a power-off glide

with landing gear and wing flaps ex-
tended, for any weight of the airplane,
up to and including the maximum
weight.

(e) By using normal flight and power

controls, except as otherwise noted in
paragraphs (e)(1) and (e)(2) of this sec-
tion, it must be possible to establish a
zero rate of descent at an attitude suit-
able for a controlled landing without
exceeding the operational and struc-
tural limitations of the airplane, as
follows:

(1) For single-engine and multiengine

airplanes, without the use of the pri-
mary longitudinal control system.

(2) For multiengine airplanes—
(i) Without the use of the primary di-

rectional control; and

(ii) If a single failure of any one con-

necting or transmitting link would af-
fect both the longitudinal and direc-
tional primary control system, without
the primary longitudinal and direc-
tional control system.

[Doc. No. 26269, 58 FR 42157, Aug. 6, 1993;
Amdt. 23–45, 58 FR 51970, Oct. 5, 1993, as
amended by Amdt. 23–50, 61 FR 5188, Feb. 9,
1996]

§ 23.147

Directional and lateral con-

trol.

(a) For each multiengine airplane, it

must be possible, while holding the
wings level within five degrees, to
make sudden changes in heading safely
in both directions. This ability must be
shown at 1.4 V

with heading changes

up to 15 degrees, except that the head-
ing change at which the rudder force
corresponds to the limits specified in
§ 23.143 need not be exceeded, with the—

(1) Critical engine inoperative and its

propeller in the minimum drag posi-
tion;

(2) Remaining engines at maximum

continuous power;

(3) Landing gear—
(i) Retracted; and
(ii) Extended; and
(4) Flaps retracted.
(b) For each multiengine airplane, it

must be possible to regain full control
of the airplane without exceeding a
bank angle of 45 degrees, reaching a
dangerous attitude or encountering
dangerous characteristics, in the event
of a sudden and complete failure of the
critical engine, making allowance for a
delay of two seconds in the initiation
of recovery action appropriate to the
situation, with the airplane initially in
trim, in the following condition:

(1) Maximum continuous power on

each engine;

(2) The wing flaps retracted;
(3) The landing gear retracted;
(4) A speed equal to that at which

compliance with § 23.69(a) has been
shown; and

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