200
14 CFR Ch. I (1–1–14 Edition)
§ 23.151
(2) Maximum available takeoff power
on the operating engines;
(3) The most unfavorable center of
gravity;
(4) The airplane trimmed for takeoff;
and
(5) The most unfavorable weight in
the range of takeoff weights.
[Doc. No. 27807, 61 FR 5189, Feb. 9, 1996]
§ 23.151
Acrobatic maneuvers.
Each acrobatic and utility category
airplane must be able to perform safely
the acrobatic maneuvers for which cer-
tification is requested. Safe entry
speeds for these maneuvers must be de-
termined.
§ 23.153
Control during landings.
It must be possible, while in the land-
ing configuration, to safely complete a
landing without exceeding the one-
hand control force limits specified in
§ 23.143(c) following an approach to
land—
(a) At a speed of V
REF
minus 5 knots;
(b) With the airplane in trim, or as
nearly as possible in trim and without
the trimming control being moved
throughout the maneuver;
(c) At an approach gradient equal to
the steepest used in the landing dis-
tance demonstration of § 23.75; and
(d) With only those power changes, if
any, that would be made when landing
normally from an approach at V
REF
.
[Doc. No. 27807, 61 FR 5189, Feb. 9, 1996]
§ 23.155
Elevator control force in ma-
neuvers.
(a) The elevator control force needed
to achieve the positive limit maneu-
vering load factor may not be less
than:
(1) For wheel controls, W/100 (where
W is the maximum weight) or 20
pounds, whichever is greater, except
that it need not be greater than 50
pounds; or
(2) For stick controls, W/140 (where W
is the maximum weight) or 15 pounds,
whichever is greater, except that it
need not be greater than 35 pounds.
(b) The requirement of paragraph (a)
of this section must be met at 75 per-
cent of maximum continuous power for
reciprocating engines, or the maximum
continuous power for turbine engines,
and with the wing flaps and landing
gear retracted—
(1) In a turn, with the trim setting
used for wings level flight at V
O
; and
(2) In a turn with the trim setting
used for the maximum wings level
flight speed, except that the speed may
not exceed V
NE
or V
MO
/M
MO
, whichever
is appropriate.
(c) There must be no excessive de-
crease in the gradient of the curve of
stick force versus maneuvering load
factor with increasing load factor.
[Amdt. 23–14, 38 FR 31819, Nov. 19, 1973; 38 FR
32784, Nov. 28, 1973, as amended by Amdt. 23–
45, 58 FR 42158, Aug. 6, 1993; Amdt. 23–50, 61
FR 5189 Feb. 9, 1996]
§ 23.157
Rate of roll.
(a)
Takeoff. It must be possible, using
a favorable combination of controls, to
roll the airplane from a steady 30-de-
gree banked turn through an angle of
60 degrees, so as to reverse the direc-
tion of the turn within:
(1) For an airplane of 6,000 pounds or
less maximum weight, 5 seconds from
initiation of roll; and
(2) For an airplane of over 6,000
pounds maximum weight,
(W+500)/1,300
seconds, but not more than 10 seconds,
where W is the weight in pounds.
(b) The requirement of paragraph (a)
of this section must be met when roll-
ing the airplane in each direction
with—
(1) Flaps in the takeoff position;
(2) Landing gear retracted;
(3) For a single-engine airplane, at
maximum takeoff power; and for a
multiengine airplane with the critical
engine inoperative and the propeller in
the minimum drag position, and the
other engines at maximum takeoff
power; and
(4) The airplane trimmed at a speed
equal to the greater of 1.2 V
S1
or 1.1
V
MC
, or as nearly as possible in trim for
straight flight.
(c)
Approach. It must be possible,
using a favorable combination of con-
trols, to roll the airplane from a steady
30-degree banked turn through an angle
of 60 degrees, so as to reverse the direc-
tion of the turn within:
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