[Code of Federal Regulations]
[Title 14, Volume 1]
[Revised as of January 1, 2007]
From the U.S. Government Printing Office via GPO Access
[CITE: 14CFR23.145]

[Page 195-196]
 
                     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 
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

[[Page 196]]

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]