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§ 23.143 14 CFR Ch. I (1–1–17 Edition)

maximum operating altitude estab- lows prompt acceleration to the trim lished under § 23.1527, and without re- speed with— quiring exceptional piloting skill, (1) Maximum continuous power on alertness, or strength. each engine; [Doc. No. 26269, 58 FR 42156, Aug. 6, 1993] (2) Power off; and (3) Wing and gear— CONTROLLABILITY AND (i) retracted, and MANEUVERABILITY (ii) extended. (b) Unless otherwise required, it must § 23.143 General. be possible to carry out the following (a) The must be safely con- maneuvers without requiring the appli- trollable and maneuverable during all cation of single-handed control forces flight phases including— exceeding those specified in § 23.143(c). (1) ; The trimming controls must not be ad- (2) Climb; justed during the maneuvers: (3) Level flight; (1) With the landing gear extended, (4) Descent; the flaps retracted, and the (5) Go-around; and as nearly as possible in trim at 1.4 VS1, (6) Landing (power on and power off) extend the flaps as rapidly as possible with the wing flaps extended and re- and allow the airspeed to transition tracted. from 1.4VS1 to 1.4 VSO: (b) It must be possible to make a (i) With power off; and smooth transition from one flight con- (ii) With the power necessary to dition to another (including turns and maintain level flight in the initial con- slips) without danger of exceeding the dition. limit load factor, under any probable (2) With landing gear and flaps ex- operating condition (including, for tended, power off, and the airplane as multiengine airplanes, those condi- nearly as possible in trim at 1.3 VSO: tions normally encountered in the sud- quickly apply takeoff power and re- den failure of any engine). tract the flaps as rapidly as possible to (c) If marginal conditions exist with the recommended go around setting regard to required pilot strength, the and allow the airspeed to transition control forces necessary must be deter- from 1.3 VSO to 1.3 VS1. Retract the gear mined by quantitative tests. In no case when a positive rate of climb is estab- may the control forces under the condi- lished. tions specified in paragraphs (a) and (b) (3) With landing gear and flaps ex- of this section exceed those prescribed tended, in level flight, power necessary in the following table: to attain level flight at 1.1 VSO, and the airplane as nearly as possible in trim, Values in pounds force applied Pitch Roll Yaw to the relevant control it must be possible to maintain ap- proximately level flight while retract- (a) For temporary application: Stick ...... 60 30 ...... ing the flaps as rapidly as possible with Wheel (Two hands on rim) 75 50 ...... simultaneous application of not more Wheel (One hand on rim) .. 50 25 ...... than maximum continuous power. If Pedal ...... 150 (b) For prolonged application .... 10 5 20 gated flat positions are provided, the flap retraction may be demonstrated in stages with power and trim reset for [Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as level flight at 1.1 V , in the initial con- amended by Amdt. 23–14, 38 FR 31819, Nov. 19, S1 1973; Amdt. 23–17, 41 FR 55464, Dec. 20, 1976; figuration for each stage— Amdt. 23–45, 58 FR 42156, Aug. 6, 1993; Amdt. (i) From the fully extended position 23–50, 61 FR 5188, Feb. 9, 1996] to the most extended gated position; (ii) Between intermediate gated posi- § 23.145 Longitudinal control. tions, if applicable; and (a) With the airplane as nearly as (iii) From the least extended gated possible in trim at 1.3 VS1, it must be position to the fully retracted position. possible, at speeds below the trim (4) With power off, flaps and landing speed, to pitch the nose downward so gear retracted and the airplane as that the rate of increase in airspeed al- nearly as possible in trim at 1.4 VS1, 204

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apply takeoff power rapidly while § 23.147 Directional and lateral con- maintaining the same airspeed. trol. (5) With power off, landing gear and (a) For each multiengine airplane, it flaps extended, and the airplane as must be possible, while holding the nearly as possible in trim at VREF, ob- wings level within five degrees, to tain and maintain airspeeds between make sudden changes in heading safely 1.1 VSO, and either 1.7 VSO or VFE, in both directions. This ability must be whichever is lower without requiring shown at 1.4 VS1 with heading changes the application of two-handed control up to 15 degrees, except that the head- forces exceeding those specified in ing change at which the rudder force § 23.143(c). corresponds to the limits specified in (6) With maximum takeoff power, § 23.143 need not be exceeded, with the— landing gear retracted, flaps in the (1) Critical engine inoperative and its takeoff position, and the airplane as propeller in the minimum posi- nearly as possible in trim at VFE appro- tion; priate to the takeoff flap position, re- (2) Remaining engines at maximum tract the flaps as rapidly as possible continuous power; while maintaining constant speed. (3) Landing gear— (c) At speeds above VMO/MMO, and up (i) Retracted; and to the maximum speed shown under (ii) Extended; and § 23.251, a maneuvering capability of 1.5 (4) Flaps retracted. g must be demonstrated to provide a (b) For each multiengine airplane, it margin to recover from upset or inad- must be possible to regain full control vertent speed increase. of the airplane without exceeding a (d) It must be possible, with a pilot bank angle of 45 degrees, reaching a control force of not more than 10 dangerous attitude or encountering pounds, to maintain a speed of not dangerous characteristics, in the event more than VREF during a power-off glide of a sudden and complete failure of the with landing gear and wing flaps ex- critical engine, making allowance for a tended, for any weight of the airplane, delay of two seconds in the initiation up to and including the maximum of recovery action appropriate to the weight. situation, with the airplane initially in (e) By using normal flight and power trim, in the following condition: controls, except as otherwise noted in (1) Maximum continuous power on paragraphs (e)(1) and (e)(2) of this sec- each engine; tion, it must be possible to establish a (2) The wing flaps retracted; zero rate of descent at an attitude suit- (3) The landing gear retracted; able for a controlled landing without (4) A speed equal to that at which exceeding the operational and struc- compliance with § 23.69(a) has been tural limitations of the airplane, as shown; and follows: (5) All propeller controls in the posi- (1) For single-engine and multiengine tion at which compliance with § 23.69(a) airplanes, without the use of the pri- has been shown. mary longitudinal control system. (c) For all airplanes, it must be (2) For multiengine airplanes— shown that the airplane is safely con- (i) Without the use of the primary di- trollable without the use of the pri- rectional control; and mary lateral control system in any all- (ii) If a single failure of any one con- engine configuration(s) and at any necting or transmitting link would af- speed or altitude within the approved fect both the longitudinal and direc- operating envelope. It must also be tional primary control system, without shown that the airplane’s flight char- the primary longitudinal and direc- acteristics are not impaired below a tional control system. level needed to permit continued safe [Doc. No. 26269, 58 FR 42157, Aug. 6, 1993; flight and the ability to maintain atti- Amdt. 23–45, 58 FR 51970, Oct. 5, 1993, as tudes suitable for a controlled landing amended by Amdt. 23–50, 61 FR 5188, Feb. 9, without exceeding the operational and 1996] structural limitations of the airplane.

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