Code of Federal Regulations - Title 14

244

14 CFR Ch. I (1–1–14 Edition)

§ 23.699

changing conditions of airspeed, engine
power, and attitude.

necessitates wing flap retraction to po-
sitions that are not fully retracted, the
wing flap control lever settings cor-
responding to those positions must be
positively located such that a definite
change of direction of movement of the
lever is necessary to select settings be-
yond those settings.

[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as
amended by Amdt. 23–49, 61 FR 5165, Feb. 9,
1996]

§ 23.699

Wing flap position indicator.

There must be a wing flap position

indicator for—

(a) Flap installations with only the

retracted and fully extended position,
unless—

(1) A direct operating mechanism

provides a sense of ‘‘feel’’ and position
(such as when a mechanical linkage is
employed); or

(2) The flap position is readily deter-

mined without seriously detracting
from other piloting duties under any
flight condition, day or night; and

(b) Flap installation with inter-

mediate flap positions if—

(1) Any flap position other than re-

tracted or fully extended is used to
show compliance with the performance
requirements of this part; and

(2) The flap installation does not

meet the requirements of paragraph
(a)(1) of this section.

§ 23.701

Flap interconnection.

(a) The main wing flaps and related

movable surfaces as a system must—

(1) Be synchronized by a mechanical

interconnection between the movable
flap surfaces that is independent of the
flap drive system; or by an approved
equivalent means; or

(2) Be designed so that the occur-

rence of any failure of the flap system
that would result in an unsafe flight
characteristic of the airplane is ex-
tremely improbable; or

(b) The airplane must be shown to

have safe flight characteristics with
any combination of extreme positions
of individual movable surfaces (me-
chanically interconnected surfaces are
to be considered as a single surface).

multiengine airplanes, it must be de-
signed to account for the
unsummetrical loads resulting from
flight with the engines on one side of
the plane of symmetry inoperative and
the remaining engines at takeoff
power. For single-engine airplanes, and
multiengine airplanes with no slip-
stream effects on the flaps, it may be
assumed that 100 percent of the critical
air load acts on one side and 70 percent
on the other.

[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as
amended by Amdt. 23–14, 38 FR 31821, Nov. 19,
1973; Amdt. 23–42, 56 FR 353, Jan. 3, 1991; 56
FR 5455, Feb. 11, 1991; Amdt. 23–49, 61 FR 5165,
Feb. 9, 1996]

§ 23.703

Takeoff warning system.

For all airplanes with a maximum

weight more than 6,000 pounds and all
jets, unless it can be shown that a lift
or longitudinal trim device that affects
the takeoff performance of the airplane
would not give an unsafe takeoff con-
figuration when selected out of an ap-
proved takeoff position, a takeoff
warning system must be installed and
meet the following requirements:

(a) The system must provide to the

pilots an aural warning that is auto-
matically activated during the initial
portion of the takeoff role if the air-
plane is in a configuration that would
not allow a safe takeoff. The warning
must continue until—

(1) The configuration is changed to

allow safe takeoff, or

(2) Action is taken by the pilot to

abandon the takeoff roll.

(b) The means used to activate the

system must function properly for all
authorized takeoff power settings and
procedures and throughout the ranges
of takeoff weights, altitudes, and tem-
peratures for which certification is re-
quested.

unsafe takeoff configuration is the in-
ability to rotate or the inability to pre-
vent an immediate stall after rotation.

[Doc. No. 27806, 61 FR 5166, Feb. 9, 1996, as
amended by Amdt. 23–62, 76 FR 75757, Dec. 2,
2011]

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