[Code of Federal Regulations]

[Title 14, Volume 1]

[Revised as of January 1, 2006]

From the U.S. Government Printing Office via GPO Access

[CITE: 14CFR23.145]



[Page 192-193]

 

                     TITLE 14--AERONAUTICS AND SPACE

 

CHAPTER I--FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION

 

PART 23_AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND 

COMMUTER CATEGORY AIRPLANES--Table of Contents

 

                            Subpart B_Flight

 

Sec. 23.145  Longitudinal control.



    (a) With the airplane as nearly as possible in trim at 1.3 

VS1, it must be possible, at speeds below the trim speed, to 

pitch the nose downward so that the rate of increase in airspeed allows 

prompt acceleration to the trim speed with--

    (1) Maximum continuous power on each engine;

    (2) Power off; and

    (3) Wing flap and landing gear--

    (i) retracted, and

    (ii) extended.

    (b) Unless otherwise required, it must be possible to carry out the 

following maneuvers without requiring the application of single-handed 

control forces exceeding those specified in Sec. 23.143(c). The 

trimming controls must not be adjusted during the maneuvers:

    (1) With the landing gear extended, the flaps retracted, and the 

airplanes as nearly as possible in trim at 1.4 VS1, extend 

the flaps as rapidly as possible and allow the airspeed to transition 

from 1.4VS1 to 1.4 VSO:

    (i) With power off; and

    (ii) With the power necessary to maintain level flight in the 

initial condition.

    (2) With landing gear and flaps extended, power off, and the 

airplane as nearly as possible in trim at 1.3 VSO: quickly 

apply takeoff power and retract the flaps as rapidly as possible to the 

recommended go around setting and allow the airspeed to transition from 

1.3 VSO to 1.3 VS1. Retract the gear when a 

positive rate of climb is established.

    (3) With landing gear and flaps extended, in level flight, power 

necessary to attain level flight at 1.1 VSO, and the airplane 

as nearly as possible in trim, it must be possible to maintain 

approximately level flight while retracting the flaps as rapidly as 

possible with simultaneous application of not more than maximum 

continuous power. If gated flat positions are provided, the flap 

retraction may be demonstrated in stages with power and trim reset for



[[Page 193]]



level flight at 1.1 VS1, in the initial configuration for 

each stage--

    (i) From the fully extended position to the most extended gated 

position;

    (ii) Between intermediate gated positions, if applicable; and

    (iii) From the least extended gated position to the fully retracted 

position.

    (4) With power off, flaps and landing gear retracted and the 

airplane as nearly as possible in trim at 1.4 VS1, apply 

takeoff power rapidly while maintaining the same airspeed.

    (5) With power off, landing gear and flaps extended, and the 

airplane as nearly as possible in trim at VREF, obtain and 

maintain airspeeds between 1.1 VSO, and either 1.7 

VSO or VFE, whichever is lower without requiring 

the application of two-handed control forces exceeding those specified 

in Sec. 23.143(c).

    (6) With maximum takeoff power, landing gear retracted, flaps in the 

takeoff position, and the airplane as nearly as possible in trim at 

VFE appropriate to the takeoff flap position, retract the 

flaps as rapidly as possible while maintaining constant speed.

    (c) At speeds above VMO/MMO, and up to the 

maximum speed shown under Sec. 23.251, a maneuvering capability of 1.5 

g must be demonstrated to provide a margin to recover from upset or 

inadvertent speed increase.

    (d) It must be possible, with a pilot control force of not more than 

10 pounds, to maintain a speed of not more than VREF during a 

power-off glide with landing gear and wing flaps extended, for any 

weight of the airplane, up to and including the maximum weight.

    (e) By using normal flight and power controls, except as otherwise 

noted in paragraphs (e)(1) and (e)(2) of this section, it must be 

possible to establish a zero rate of descent at an attitude suitable for 

a controlled landing without exceeding the operational and structural 

limitations of the airplane, as follows:

    (1) For single-engine and multiengine airplanes, without the use of 

the primary longitudinal control system.

    (2) For multiengine airplanes--

    (i) Without the use of the primary directional control; and

    (ii) If a single failure of any one connecting or transmitting link 

would affect both the longitudinal and directional primary control 

system, without the primary longitudinal and directional control system.



[Doc. No. 26269, 58 FR 42157, Aug. 6, 1993; Amdt. 23-45, 58 FR 51970, 

Oct. 5, 1993, as amended by Amdt. 23-50, 61 FR 5188, Feb. 9, 1996]