Code of Federal Regulations - Title 14

386

14 CFR Ch. I (1–1–14 Edition)

§ 25.147

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

and either 1.6 V

SR1

or V

, which-

ever is lower.

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]

§ 25.147

Directional and lateral con-

trol.

(a)

Directional control; general. It must

be possible, with the wings level, to
yaw into the operative engine and to
safely make a reasonably sudden
change in heading of up to 15 degrees in
the direction of the critical inoperative
engine. This must be shown at 1.3 V

for heading changes up to 15 degrees
(except that the heading change at
which the rudder pedal force is 150
pounds need not be exceeded), and
with—

(1) The critical engine inoperative

and its propeller in the minimum drag
position;

(2) The power required for level flight

at 1.3

R1, but not more than max-

imum continuous power;

(3) The most unfavorable center of

gravity;

(4) Landing gear retracted;
(5) Flaps in the approach position;

and

(6) Maximum landing weight.

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