Federal Aviation Administration, DOT § 23.203

STALLS may not be less than 50 percent of max- imum continuous power. § 23.201 Wings level . (5) Trim. The airplane trimmed at a (a) It must be possible to produce and speed as near 1.5 VS1 as practicable. to correct roll by unreversed use of the (6) Propeller. Full increase r.p.m. posi- rolling control and to produce and to tion for the power off condition. correct yaw by unreversed use of the [Doc. No. 27807, 61 FR 5191, Feb. 9, 1996] directional control, up to the time the airplane stalls. § 23.203 Turning flight and accelerated (b) The wings level stall characteris- turning stalls. tics must be demonstrated in flight as Turning flight and accelerated turn- follows. Starting from a speed at least ing stalls must be demonstrated in 10 knots above the stall speed, the ele- tests as follows: vator control must be pulled back so (a) Establish and maintain a coordi- that the rate of speed reduction will nated turn in a 30 degree bank. Reduce not exceed one knot per second until a speed by steadily and progressively stall is produced, as shown by either: tightening the turn with the (1) An uncontrollable downward until the airplane is stalled, as defined pitching motion of the airplane; in § 23.201(b). The rate of speed reduc- (2) A downward pitching motion of tion must be constant, and— the airplane that results from the acti- (1) For a turning flight stall, may not vation of a stall avoidance device (for exceed one knot per second; and example, stick pusher); or (2) For an accelerated turning stall, (3) The control reaching the stop. be 3 to 5 knots per second with steadily (c) Normal use of elevator control for increasing normal acceleration. recovery is allowed after the downward (b) After the airplane has stalled, as pitching motion of paragraphs (b)(1) or defined in § 23.201(b), it must be possible (b)(2) of this section has unmistakably to regain wings level flight by normal been produced, or after the control has use of the flight controls, but without been held against the stop for not less increasing power and without— than the longer of two seconds or the (1) Excessive loss of altitude; time employed in the minimum steady (2) Undue pitchup; slight speed determination of § 23.49. (3) Uncontrollable tendency to spin; (d) During the entry into and the re- (4) Exceeding a bank angle of 60 de- covery from the maneuver, it must be grees in the original direction of the possible to prevent more than 15 de- turn or 30 degrees in the opposite direc- grees of roll or yaw by the normal use tion in the case of turning flight stalls; of controls. (5) Exceeding a bank angle of 90 de- (e) Compliance with the require- grees in the original direction of the ments of this section must be shown turn or 60 degrees in the opposite direc- under the following conditions: tion in the case of accelerated turning (1) Wing flaps. Retracted, fully ex- stalls; and tended, and each intermediate normal (6) Exceeding the maximum permis- operating position. sible speed or allowable limit load fac- (2) . Retracted and ex- tor. tended. (c) Compliance with the require- (3) Cowl flaps. Appropriate to configu- ments of this section must be shown ration. under the following conditions: (4) Power: (1) Wing flaps: Retracted, fully ex- (i) Power off; and tended, and each intermediate normal (ii) 75 percent of maximum contin- operating position; uous power. However, if the power-to- (2) Landing gear: Retracted and ex- weight ratio at 75 percent of maximum tended; continuous power result in extreme (3) Cowl flaps: Appropriate to configu- nose-up attitudes, the test may be car- ration; ried out with the power required for (4) Power: level flight in the landing configura- (i) Power off; and tion at maximum landing weight and a (ii) 75 percent of maximum contin- speed of 1.4 VSO, except that the power uous power. However, if the power-to- 215

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