604 

14 CFR Ch. I (1–1–14 Edition) 

Pt. 25, App. I 

a prominent location that reads: ‘‘The Air-
worthiness Limitations section is FAA-ap-
proved and specifies maintenance required 
under §§ 43.16 and 91.403 of the Federal Avia-
tion Regulations, unless an alternative pro-
gram has been FAA approved.’’ 

H25.5

Electrical Wiring Interconnection Sys-

tem (EWIS) Instructions for Continued Air-
worthiness. 

(a) The applicant must prepare Instruc-

tions for Continued Airworthiness (ICA) ap-
plicable to EWIS as defined by § 25.1701 that 
are approved by the FAA and include the fol-
lowing: 

(1) Maintenance and inspection require-

ments for the EWIS developed with the use 
of an enhanced zonal analysis procedure that 
includes: 

(i) Identification of each zone of the air-

plane. 

(ii) Identification of each zone that con-

tains EWIS. 

(iii) Identification of each zone containing 

EWIS that also contains combustible mate-
rials. 

(iv) Identification of each zone in which 

EWIS is in close proximity to both primary 
and back-up hydraulic, mechanical, or elec-
trical flight controls and lines. 

(v) Identification of— 
(A) Tasks, and the intervals for performing 

those tasks, that will reduce the likelihood 
of ignition sources and accumulation of com-
bustible material, and 

(B) Procedures, and the intervals for per-

forming those procedures, that will effec-
tively clean the EWIS components of com-
bustible material if there is not an effective 
task to reduce the likelihood of combustible 
material accumulation. 

(vi) Instructions for protections and cau-

tion information that will minimize con-
tamination and accidental damage to EWIS, 
as applicable, during performance of mainte-
nance, alteration, or repairs. 

(2) Acceptable EWIS maintenance prac-

tices in a standard format. 

(3) Wire separation requirements as deter-

mined under § 25.1707. 

(4) Information explaining the EWIS iden-

tification method and requirements for iden-
tifying any changes to EWIS under § 25.1711. 

(5) Electrical load data and instructions for 

updating that data. 

(b) The EWIS ICA developed in accordance 

with the requirements of H25.5(a)(1) must be 

in the form of a document appropriate for 
the information to be provided, and they 
must be easily recognizable as EWIS ICA. 
This document must either contain the re-
quired EWIS ICA or specifically reference 
other portions of the ICA that contain this 
information. 

[Amdt. 25–54, 45 FR 60177, Sept. 11, 1980, as 
amended by Amdt. 25–68, 54 FR 34329, Aug. 18, 
1989; Amdt. 25–102, 66 FR 23130, May 7, 2001; 
Amdt. 25–123, 72 FR 63408, Nov. 8, 2007; Amdt. 
25–132, 75 FR 69782, Nov. 15, 2010] 

A

PPENDIX

I 

TO

P

ART

25—I

NSTALLATION

 

OF AN

A

UTOMATIC

T

AKEOFF

T

HRUST

 

C

ONTROL

S

YSTEM

(ATTCS) 

I25.1

General. 

(a) This appendix specifies additional re-

quirements for installation of an engine 
power control system that automatically 
resets thrust or power on operating engine(s) 
in the event of any one engine failure during 
takeoff. 

(b) With the ATTCS and associated sys-

tems functioning normally as designed, all 
applicable requirements of Part 25, except as 
provided in this appendix, must be met with-
out requiring any action by the crew to in-
crease thrust or power. 

I25.2

Definitions. 

(a) 

Automatic Takeoff Thrust Control System 

(ATTCS).  An ATTCS is defined as the entire 
automatic system used on takeoff, including 
all devices, both mechanical and electrical, 
that sense engine failure, transmit signals, 
actuate fuel controls or power levers or in-
crease engine power by other means on oper-
ating engines to achieve scheduled thrust or 
power increases, and furnish cockpit infor-
mation on system operation. 

(b) 

Critical Time Interval. When conducting 

an ATTCS takeoff, the critical time interval 
is between V

1

minus 1 second and a point on 

the minimum performance, all-engine flight 
path where, assuming a simultaneous occur-
rence of an engine and ATTCS failure, the 
resulting minimum flight path thereafter 
intersects the Part 25 required actual flight 
path at no less than 400 feet above the take-
off surface. This time interval is shown in 
the following illustration: 

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