14 CFR Part 23 — Airworthiness Standards: Normal Category Airplanes

14 CFR Ch. I (1–1–25 Edition) § 23.2100 including takeoff, climb, cruise, de- Subpart B—Flight scent, approach, and landing. The stall P ERFORMANCE speed or minimum steady flight speed determination must account for the § 23.2100 Weight and center of gravity.

most adverse conditions for each flight (a) The applicant must determine configuration with power set at— limits for weights and centers of grav- (a) Idle or zero thrust for propulsion ity that provide for the safe operation systems that are used primarily for of the airplane. thrust; and (b) The applicant must comply with (b) A nominal thrust for propulsion each requirement of this subpart at systems that are used for thrust, flight critical combinations of weight and control, and/or high-lift systems.

center of gravity within the airplane’s § 23.2115 Takeoff performance.

range of loading conditions using toler- ances acceptable to the Administrator. (a) The applicant must determine air- (c) The condition of the airplane at plane takeoff performance accounting the time of determining its empty for— weight and center of gravity must be (1) Stall speed safety margins; well defined and easily repeatable. (2) Minimum control speeds; and (3) Climb gradients.

§ 23.2105 Performance data.

(b) For single engine airplanes and levels 1, 2, and 3 low-speed multiengine (a) Unless otherwise prescribed, an airplanes, takeoff performance includes airplane must meet the performance the determination of ground roll and requirements of this subpart in— initial climb distance to 50 feet (15 me- (1) Still air and standard atmospheric ters) above the takeoff surface.

conditions at sea level for all airplanes; (c) For levels 1, 2, and 3 high-speed and multiengine airplanes, and level 4 mul- (2) Ambient atmospheric conditions tiengine airplanes, takeoff performance within the operating envelope for lev- includes a determination of the fol- els 1 and 2 high-speed and levels 3 and lowing distances after a sudden critical 4 airplanes.

loss of thrust— (b) Unless otherwise prescribed, the (1) An aborted takeoff at critical applicant must develop the perform- speed; ance data required by this subpart for (2) Ground roll and initial climb to 35 the following conditions: feet (11 meters) above the takeoff sur- (1) Airport altitudes from sea level to face; and 10,000 feet (3,048 meters); and (3) Net takeoff flight path.

(2) Temperatures above and below standard day temperature that are [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR within the range of operating limita- 96689, Dec. 30, 2016, as amended by Doc. No.

tions, if those temperatures could have FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

a negative effect on performance. 9, 2022] (c) The procedures used for deter- § 23.2120 Climb requirements.

mining takeoff and landing distances must be executable consistently by pi- The design must comply with the fol- lots of average skill in atmospheric lowing minimum climb performance conditions expected to be encountered out of ground effect: in service.

(a) With all engines operating and in (d) Performance data determined in the initial climb configuration(s)— accordance with paragraph (b) of this (1) For levels 1 and 2 low-speed air- section must account for losses due to planes, a climb gradient of 8.3 percent atmospheric conditions, cooling needs, for landplanes and 6.7 percent for sea- and other demands on power sources.

planes and amphibians; and (2) For levels 1 and 2 high-speed air- § 23.2110 Stall speed.

planes, all level 3 airplanes, and level 4 The applicant must determine the single-engines a climb gradient after airplane stall speed or the minimum takeoff of 4 percent.

steady flight speed for each flight con- (b) After a critical loss of thrust on figuration used in normal operations, multiengine airplanes— Federal Aviation Administration, DOT § 23.2140 (1) For levels 1 and 2 low-speed air- (b) The approach and landing speeds, planes that do not meet single-engine configurations, and procedures, which crashworthiness requirements, a climb allow a pilot of average skill to land gradient of 1.5 percent at a pressure al- within the published landing distance titude of 5,000 feet (1,524 meters) in the consistently and without causing dam- cruise configuration(s); age or injury, and which allow for a (2) For levels 1 and 2 high-speed air- safe transition to the balked landing planes, and level 3 low-speed airplanes, conditions of this part accounting for: a 1 percent climb gradient at 400 feet (1) Stall speed safety margin; and (122 meters) above the takeoff surface (2) Minimum control speeds.

with the landing gear retracted and F LIGHT C HARACTERISTICS flaps in the takeoff configuration(s); and § 23.2135 Controllability.

(3) For level 3 high-speed airplanes (a) The airplane must be controllable and all level 4 airplanes, a 2 percent and maneuverable, without requiring climb gradient at 400 feet (122 meters) exceptional piloting skill, alertness, or above the takeoff surface with the strength, within the operating enve- landing gear retracted and flaps in the lope— approach configuration(s).

(1) At all loading conditions for (c) For a balked landing, a climb gra- which certification is requested; dient of 3 percent without creating (2) During all phases of flight; undue pilot workload with the landing (3) With likely reversible flight con- gear extended and flaps in the landing trol or propulsion system failure; and configuration(s).

(4) During configuration changes.

[Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR (b) The airplane must be able to com- 96689, Dec. 30, 2016, as amended by Doc. No.

plete a landing without causing sub- FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

stantial damage or serious injury using 9, 2022] the steepest approved approach gra- dient procedures and providing a rea- § 23.2125 Climb information.

sonable margin below V or above ap- ref (a) The applicant must determine proach angle of attack.

climb performance at each weight, alti- (c) V is the calibrated airspeed at MC tude, and ambient temperature within which, following the sudden critical the operating limitations— loss of thrust, it is possible to maintain (1) For all single-engine airplanes; control of the airplane. For multien- (2) For levels 1 and 2 high-speed mul- gine airplanes, the applicant must de- tiengine airplanes and level 3 multien- termine V if applicable, for the most MC, gine airplanes, following a critical loss critical configurations used in takeoff of thrust on takeoff in the initial climb and landing operations.

configuration; and (d) If the applicant requests certifi- (3) For all multiengine airplanes, cation of an airplane for aerobatics, during the enroute phase of flight with the applicant must demonstrate those all engines operating and after a crit- aerobatic maneuvers for which certifi- ical loss of thrust in the cruise configu- cation is requested and determine ration.

entry speeds.

(b) The applicant must determine the § 23.2140 Trim.

glide performance for single-engine air- planes after a complete loss of thrust.

(a) The airplane must maintain lat- eral and directional trim without fur- § 23.2130 Landing.

ther force upon, or movement of, the The applicant must determine the primary flight controls or cor- following, for standard temperatures at responding trim controls by the pilot, critical combinations of weight and al- or the flight control system, under the titude within the operational limits: following conditions: (a) The distance, starting from a (1) For levels 1, 2, and 3 airplanes in height of 50 feet (15 meters) above the cruise.

landing surface, required to land and (2) For level 4 airplanes in normal op- come to a stop. erations.

14 CFR Ch. I (1–1–25 Edition) § 23.2145 (b) The airplane must maintain lon- additional turns after initiation of the gitudinal trim without further force first control action from any point in a upon, or movement of, the primary spin, not exceeding six turns or any flight controls or corresponding trim greater number of turns for which cer- controls by the pilot, or the flight con- tification is requested, while remaining trol system, under the following condi- within the operating limitations of the tions: airplane.

(1) Climb.

(e) Spin characteristics in airplanes (2) Level flight.

certified for aerobatics that includes (3) Descent.

spins must recover without exceeding (4) Approach.

limitations and may not result in unre- (c) Residual control forces must not coverable spins— fatigue or distract the pilot during nor- (1) With any typical use of the flight mal operations of the airplane and or engine power controls; or likely abnormal or emergency oper- (2) Due to pilot disorientation or in- ations, including a critical loss of capacitation.

thrust on multiengine airplanes.

§ 23.2155 Ground and water handling § 23.2145 Stability.

characteristics.

(a) Airplanes not certified for aero- For airplanes intended for operation batics must— on land or water, the airplane must (1) Have static longitudinal, lateral, have controllable longitudinal and di- and directional stability in normal op- rectional handling characteristics dur- erations; ing taxi, takeoff, and landing oper- (2) Have dynamic short period and ations.

Dutch roll stability in normal oper- ations; and § 23.2160 Vibration, buffeting, and (3) Provide stable control force feed- high-speed characteristics.

back throughout the operating enve- lope.

(a) Vibration and buffeting, for oper- (b) No airplane may exhibit any di- ations up to V /M must not interfere D D, vergent longitudinal stability char- with the control of the airplane or acteristic so unstable as to increase cause excessive fatigue to the the pilot’s workload or otherwise en- flightcrew. Stall warning buffet within danger the airplane and its occupants.

these limits is allowable.

(b) For high-speed airplanes and all § 23.2150 Stall characteristics, stall airplanes with a maximum operating warning, and spins.

altitude greater than 25,000 feet (7,620 (a) The airplane must have control- meters) pressure altitude, there must lable stall characteristics in straight be no perceptible buffeting in cruise flight, turning flight, and accelerated configuration at 1g and at any speed up turning flight with a clear and distinc- to V /M , except stall buffeting.

MO MO tive stall warning that provides suffi- (c) For high-speed airplanes, the ap- cient margin to prevent inadvertent plicant must determine the positive stalling.

maneuvering load factors at which the (b) Single-engine airplanes, not cer- onset of perceptible buffet occurs in tified for aerobatics, must not have a the cruise configuration within the tendency to inadvertently depart con- operational envelope. Likely inad- trolled flight.

vertent excursions beyond this bound- (c) Levels 1 and 2 multiengine air- ary must not result in structural dam- planes, not certified for aerobatics, age.

must not have a tendency to inadvert- (d) High-speed airplanes must have ently depart controlled flight from recovery characteristics that do not re- thrust asymmetry after a critical loss sult in structural damage or loss of of thrust.

control, beginning at any likely speed (d) Airplanes certified for aerobatics up to V /M , following— that include spins must have control- MO MO lable stall characteristics and the abil- (1) An inadvertent speed increase; ity to recover within one and one-half and Federal Aviation Administration, DOT § 23.2210 (2) A high-speed trim upset for air- all airplane design and operational pa- planes where dynamic pressure can im- rameters that affect structural loads, pair the longitudinal trim system oper- strength, durability, and ation. aeroelasticity, including: (a) Structural design airspeeds, land- § 23.2165 Performance and flight char- ing descent speeds, and any other air- acteristics requirements for flight speed limitation at which the applicant in icing conditions.

must show compliance to the require- (a) An applicant who requests certifi- ments of this subpart. The structural cation for flight in icing conditions de- design airspeeds must— fined in part 1 of appendix C to part 25 (1) Be sufficiently greater than the of this chapter, or an applicant who re- stalling speed of the airplane to safe- quests certification for flight in these guard against loss of control in turbu- icing conditions and any additional at- lent air; and mospheric icing conditions, must show (2) Provide sufficient margin for the the following in the icing conditions establishment of practical operational for which certification is requested limiting airspeeds.

under normal operation of the ice pro- (b) Design maneuvering load factors tection system(s): not less than those, which service his- (1) Compliance with each require- tory shows, may occur within the ment of this subpart, except those ap- structural design envelope.

plicable to spins and any that must be (c) Inertial properties including demonstrated at speeds in excess of— weight, center of gravity, and mass (i) 250 KCAS; moments of inertia, accounting for— (ii) V /M or V ; or MO MO NE (1) Each critical weight from the air- (iii) A speed at which the applicant plane empty weight to the maximum demonstrates the airframe will be free weight; and of ice accretion.

(2) The weight and distribution of oc- (2) The means by which stall warning cupants, payload, and fuel.

is provided to the pilot for flight in (d) Characteristics of airplane con- icing conditions and non-icing condi- trol systems, including range of motion tions is the same.

and tolerances for control surfaces, (b) If an applicant requests certifi- high-lift devices, or other moveable cation for flight in icing conditions, surfaces.

the applicant must provide a means to (e) Each critical altitude up to the detect any icing conditions for which maximum altitude.

certification is not requested and show [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR the airplane’s ability to avoid or exit 96689, Dec. 30, 2016, as amended by Doc. No.

those conditions.

FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

(c) The applicant must develop an op- 9, 2022] erating limitation to prohibit inten- tional flight, including takeoff and § 23.2205 Interaction of systems and landing, into icing conditions for which structures.

the airplane is not certified to operate.

For airplanes equipped with systems [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR that modify structural performance, 96689, Dec. 30, 2016, as amended by Doc. No.

alleviate the impact of this subpart’s FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

requirements, or provide a means of 9, 2022] compliance with this subpart, the ap- plicant must account for the influence Subpart C—Structures and failure of these systems when showing compliance with the require- § 23.2200 Structural design envelope.

ments of this subpart.

The applicant must determine the S TRUCTURAL L OADS structural design envelope, which de- scribes the range and limits of airplane § 23.2210 Structural design loads.

design and operational parameters for which the applicant will show compli- (a) The applicant must: ance with the requirements of this sub- (1) Determine the applicable struc- part. The applicant must account for tural design loads resulting from likely 14 CFR Ch. I (1–1–25 Edition) § 23.2215 externally or internally applied pres- (5) Taxi, takeoff, and landing oper- sures, forces, or moments that may ations on the applicable surface, in- occur in flight, ground and water oper- cluding downwind taxi and gusts occur- ations, ground and water handling, and ring on the applicable surface.

while the airplane is parked or moored. (c) A pressurized cabin resulting from (2) Determine the loads required by the pressurization differential— paragraph (a)(1) of this section at all (1) From zero up to the maximum re- critical combinations of parameters, lief pressure combined with gust and on and within the boundaries of the maneuver loads; structural design envelope. (2) From zero up to the maximum re- lief pressure combined with ground and (b) The magnitude and distribution of water loads if the airplane may land the applicable structural design loads with the cabin pressurized; and required by this section must be based (3) At the maximum relief pressure on physical principles.

multiplied by 1.33, omitting all other § 23.2215 Flight load conditions.

loads.

The applicant must determine the § 23.2230 Limit and ultimate loads.

structural design loads resulting from The applicant must determine— the following flight conditions: (a) The limit loads, which are equal (a) Atmospheric gusts where the to the structural design loads unless magnitude and gradient of these gusts otherwise specified elsewhere in this are based on measured gust statistics.

part; and (b) Symmetric and asymmetric ma- (b) The ultimate loads, which are neuvers.

equal to the limit loads multiplied by a (c) Asymmetric thrust resulting from 1.5 factor of safety unless otherwise the failure of a powerplant unit.

specified elsewhere in this part.

§ 23.2220 Ground and water load con- S TRUCTURAL P ERFORMANCE ditions.

The applicant must determine the § 23.2235 Structural strength.

structural design loads resulting from The structure must support: taxi, takeoff, landing, and handling (a) Limit loads without— conditions on the applicable surface in (1) Interference with the safe oper- normal and adverse attitudes and con- ation of the airplane; and figurations.

(2) Detrimental permanent deforma- tion.

§ 23.2225 Component loading condi- (b) Ultimate loads.

tions.

The applicant must determine the § 23.2240 Structural durability.

structural design loads acting on: (a) The applicant must develop and (a) Each engine mount and its sup- implement inspections or other proce- porting structure such that both are dures to prevent structural failures due designed to withstand loads resulting to foreseeable causes of strength deg- from— radation, which could result in serious (1) Powerplant operation combined or fatal injuries, or extended periods of with flight gust and maneuver loads; operation with reduced safety margins.

and Each of the inspections or other proce- (2) For non-reciprocating power- dures developed under this section plants, sudden powerplant stoppage.

must be included in the Airworthiness (b) Each flight control and high-lift Limitations Section of the Instructions surface, their associated system and for Continued Airworthiness required supporting structure resulting from— by § 23.1529.

(1) The inertia of each surface and (b) For Level 4 airplanes, the proce- mass balance attachment; dures developed for compliance with (2) Flight gusts and maneuvers; paragraph (a) of this section must be (3) Pilot or automated system inputs; capable of detecting structural damage (4) System induced conditions, in- before the damage could result in cluding jamming and friction; and structural failure.

Federal Aviation Administration, DOT § 23.2260 (c) For pressurized airplanes: (e) Doors, canopies, and exits must be protected against inadvertent opening (1) The airplane must be capable of in flight, unless shown to create no continued safe flight and landing fol- hazard when opened in flight.

lowing a sudden release of cabin pres- sure, including sudden releases caused § 23.2255 Protection of structure.

by door and window failures.

(a) The applicant must protect each (2) For airplanes with maximum op- part of the airplane, including small erating altitude greater than 41,000 parts such as fasteners, against dete- feet, the procedures developed for com- rioration or loss of strength due to any pliance with paragraph (a) of this sec- cause likely to occur in the expected tion must be capable of detecting dam- operational environment.

age to the pressurized cabin structure (b) Each part of the airplane must before the damage could result in rapid have adequate provisions for ventila- decompression that would result in se- tion and drainage.

rious or fatal injuries.

(c) For each part that requires main- (d) The airplane must be designed to tenance, preventive maintenance, or minimize hazards to the airplane due servicing, the applicant must incor- to structural damage caused by high- porate a means into the airplane design energy fragments from an uncontained to allow such actions to be accom- engine or rotating machinery failure.

plished.

§ 23.2245 Aeroelasticity.

[Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR 96689, Dec. 30, 2016, as amended by Doc. No.

(a) The airplane must be free from FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

flutter, control reversal, and diver- 9, 2022] gence— (1) At all speeds within and suffi- § 23.2260 Materials and processes.

ciently beyond the structural design (a) The applicant must determine the envelope; suitability and durability of materials (2) For any configuration and condi- used for parts, articles, and assemblies, tion of operation; accounting for the effects of likely en- (3) Accounting for critical degrees of vironmental conditions expected in freedom; and service, the failure of which could pre- (4) Accounting for any critical fail- vent continued safe flight and landing.

ures or malfunctions.

(b) The methods and processes of fab- (b) The applicant must establish tol- rication and assembly used must erances for all quantities that affect produce consistently sound structures.

flutter.

If a fabrication process requires close control to reach this objective, the ap- D ESIGN plicant must perform the process under an approved process specification.

§ 23.2250 Design and construction (c) Except as provided in paragraphs principles.

(f) and (g) of this section, the applicant (a) The applicant must design each must select design values that ensure part, article, and assembly for the ex- material strength with probabilities pected operating conditions of the air- that account for the criticality of the plane.

structural element. Design values must (b) Design data must adequately de- account for the probability of struc- fine the part, article, or assembly con- tural failure due to material varia- figuration, its design features, and any bility.

materials and processes used.

(d) If material strength properties (c) The applicant must determine the are required, a determination of those suitability of each design detail and properties must be based on sufficient part having an important bearing on tests of material meeting specifica- safety in operations.

tions to establish design values on a (d) The control system must be free statistical basis.

from jamming, excessive friction, and (e) If thermal effects are significant excessive deflection when the airplane on a critical component or structure is subjected to expected limit airloads. under normal operating conditions, the 14 CFR Ch. I (1–1–25 Edition) § 23.2265 applicant must determine those effects in or aft of the cabin, that could injure on allowable stresses used for design. an occupant, experience ultimate stat- (f) Design values, greater than the ic inertia loads likely to occur in an minimums specified by this section, emergency landing.

(b) The emergency landing conditions may be used, where only guaranteed specified in paragraph (a)(1) and (a)(2) minimum values are normally allowed, of this section, must— if a specimen of each individual item is (1) Include dynamic conditions that tested before use to determine that the are likely to occur in an emergency actual strength properties of that par- landing; and ticular item will equal or exceed those (2) Not generate loads experienced by used in the design.

the occupants, which exceed estab- (g) An applicant may use other mate- lished human injury criteria for human rial design values if approved by the tolerance due to restraint or contact Administrator.

with objects in the airplane.

§ 23.2265 Special factors of safety.

(c) The airplane must provide protec- tion for all occupants, accounting for (a) The applicant must determine a likely flight, ground, and emergency special factor of safety for each critical landing conditions.

design value for each part, article, or (d) Each occupant protection system assembly for which that critical design must perform its intended function and value is uncertain, and for each part, not create a hazard that could cause a article, or assembly that is— secondary injury to an occupant. The (1) Likely to deteriorate in service occupant protection system must not before normal replacement; or prevent occupant egress or interfere (2) Subject to appreciable variability with the operation of the airplane because of uncertainties in manufac- when not in use.

turing processes or inspection methods.

(e) Each baggage and cargo compart- (b) The applicant must determine a ment must— special factor of safety using quality (1) Be designed for its maximum controls and specifications that ac- weight of contents and for the critical count for each— load distributions at the maximum (1) Type of application; load factors corresponding to the flight (2) Inspection method; and ground load conditions determined (3) Structural test requirement; under this part; (4) Sampling percentage; and (2) Have a means to prevent the con- (5) Process and material control.

tents of the compartment from becom- (c) The applicant must multiply the ing a hazard by impacting occupants or highest pertinent special factor of safe- shifting; and ty in the design for each part of the (3) Protect any controls, wiring, structure by each limit and ultimate lines, equipment, or accessories whose load, or ultimate load only, if there is damage or failure would affect safe op- no corresponding limit load, such as erations.

occurs with emergency condition load- ing.

Subpart D—Design and S TRUCTURAL O CCUPANT P ROTECTION Construction § 23.2270 Emergency conditions.

§ 23.2300 Flight control systems.

(a) The airplane, even when damaged (a) The applicant must design air- in an emergency landing, must protect plane flight control systems to: each occupant against injury that (1) Operate easily, smoothly, and would preclude egress when— positively enough to allow proper per- (1) Properly using safety equipment formance of their functions.

and features provided for in the design; (2) Protect against likely hazards.

(2) The occupant experiences ulti- (b) The applicant must design trim mate static inertia loads likely to systems, if installed, to: occur in an emergency landing; and (1) Protect against inadvertent, in- (3) Items of mass, including engines correct, or abrupt trim operation.

or auxiliary power units (APUs), with- (2) Provide a means to indicate— Federal Aviation Administration, DOT § 23.2320 (i) The direction of trim control (1) Facilitate rapid and safe evacu- movement relative to airplane motion; ation of the airplane in conditions like- ly to occur following an emergency (ii) The trim position with respect to the trim range; landing, excluding ditching for level 1, (iii) The neutral position for lateral level 2, and single-engine level 3 air- and directional trim; and planes.

(iv) The range for takeoff for all ap- (2) Have means of egress (openings, plicant requested center of gravity exits, or emergency exits), that can be ranges and configurations. readily located and opened from the in- side and outside. The means of opening § 23.2305 Landing gear systems.

must be simple and obvious and marked inside and outside the airplane.

(a) The landing gear must be de- (3) Have easy access to emergency signed to— exits when present.

(1) Provide stable support and control (b) Airplanes approved for aerobatics to the airplane during surface oper- must have a means to egress the air- ation; and plane in flight.

(2) Account for likely system failures and likely operation environments (in- [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR cluding anticipated limitation 96689, Dec. 30, 2016, as amended by Doc. No.

exceedances and emergency proce- FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

dures).

9, 2022] (b) All airplanes must have a reliable § 23.2320 Occupant physical environ- means of stopping the airplane with ment.

sufficient kinetic energy absorption to account for landing. Airplanes that are (a) The applicant must design the required to demonstrate aborted take- airplane to— off capability must account for this ad- (1) Allow clear communication be- ditional kinetic energy.

tween the flightcrew and passengers; (c) For airplanes that have a system (2) Protect the pilot and flight con- that actuates the landing gear, there trols from propellers; and is— (3) Protect the occupants from seri- (1) A positive means to keep the land- ous injury due to damage to wind- ing gear in the landing position; and shields, windows, and canopies.

(2) An alternative means available to (b) For level 4 airplanes, each wind- bring the landing gear in the landing shield and its supporting structure di- position when a non-deployed system rectly in front of the pilot must with- position would be a hazard.

stand, without penetration, the impact equivalent to a two-pound bird when § 23.2310 Buoyancy for seaplanes and the velocity of the airplane is equal to amphibians.

the airplane’s maximum approach flap Airplanes intended for operations on speed.

water, must— (c) The airplane must provide each (a) Provide buoyancy of 80 percent in occupant with air at a breathable pres- excess of the buoyancy required to sup- sure, free of hazardous concentrations port the maximum weight of the air- of gases, vapors, and smoke during nor- plane in fresh water; and mal operations and likely failures.

(b) Have sufficient margin so the air- (d) If a pressurization system is in- plane will stay afloat at rest in calm stalled in the airplane, it must be de- water without capsizing in case of a signed to protect against— likely float or hull flooding.

(1) Decompression to an unsafe level; and O CCUPANT S YSTEM D ESIGN P ROTECTION (2) Excessive differential pressure.

§ 23.2315 Means of egress and emer- (e) If an oxygen system is installed in gency exits.

the airplane, it must— (a) With the cabin configured for (1) Effectively provide oxygen to each takeoff or landing, the airplane is de- user to prevent the effects of hypoxia; signed to: and 14 CFR Ch. I (1–1–25 Edition) § 23.2325 (2) Be free from hazards in itself, in (2) Have a means to minimize the its method of operation, and its effect probability of fluid and vapor ignition, upon other components. and the resultant hazard, if ignition oc- curs.

F IRE AND H IGH E NERGY P ROTECTION (h) Combustion heater installations must be protected from uncontained § 23.2325 Fire protection.

fire.

(a) The following materials must be self-extinguishing— § 23.2330 Fire protection in designated fire zones and adjacent areas.

(1) Insulation on electrical wire and electrical cable; (a) Flight controls, engine mounts, (2) For levels 1, 2, and 3 airplanes, and other flight structures within or materials in the baggage and cargo adjacent to designated fire zones must compartments inaccessible in flight; be capable of withstanding the effects and of a fire.

(3) For level 4 airplanes, materials in (b) Engines in a designated fire zone the cockpit, cabin, baggage, and cargo must remain attached to the airplane compartments.

in the event of a fire.

(b) The following materials must be (c) In designated fire zones, termi- flame resistant— nals, equipment, and electrical cables (1) For levels 1, 2 and 3 airplanes, ma- used during emergency procedures terials in each compartment accessible must be fire-resistant.

in flight; and (2) Any equipment associated with § 23.2335 Lightning protection.

any electrical cable installation and The airplane must be protected that would overheat in the event of cir- against catastrophic effects from light- cuit overload or fault.

ning.

(c) Thermal/acoustic materials in the fuselage, if installed, must not be a Subpart E—Powerplant flame propagation hazard.

(d) Sources of heat within each bag- § 23.2400 Powerplant installation.

gage and cargo compartment that are (a) For the purpose of this subpart, capable of igniting adjacent objects the airplane powerplant installation must be shielded and insulated to pre- must include each component nec- vent such ignition.

essary for propulsion, which affects (e) For level 4 airplanes, each bag- propulsion safety, or provides auxiliary gage and cargo compartment must— power to the airplane.

(1) Be located where a fire would be (b) Each airplane engine and pro- visible to the pilots, or equipped with a peller must be type certificated, except fire detection system and warning sys- for engines and propellers installed on tem; and level 1 low-speed airplanes, which may (2) Be accessible for the manual ex- be approved under the airplane type tinguishing of a fire, have a built-in certificate in accordance with a stand- fire extinguishing system, or be con- ard accepted by the Administrator that structed and sealed to contain any fire contains airworthiness criteria the Ad- within the compartment.

ministrator has found appropriate and (f) There must be a means to extin- applicable to the specific design and in- guish any fire in the cabin such that— tended use of the engine or propeller (1) The pilot, while seated, can easily and provides a level of safety accept- access the fire extinguishing means; able to the Administrator.

and (c) The applicant must construct and (2) For levels 3 and 4 airplanes, pas- arrange each powerplant installation sengers have a fire extinguishing to account for— means available within the passenger compartment. (1) Likely operating conditions, in- (g) Each area where flammable fluids cluding foreign object threats; or vapors might escape by leakage of a (2) Sufficient clearance of moving fluid system must— parts to other airplane parts and their (1) Be defined; and surroundings; Federal Aviation Administration, DOT § 23.2430 (3) Likely hazards in operation in- landing cannot be ensured, the hazard cluding hazards to ground personnel; has been minimized; and (b) Cause serious injury that may be avoided; and (4) Vibration and fatigue.

(c) Require immediate action by any (d) Hazardous accumulations of crewmember for continued operation of fluids, vapors, or gases must be iso- any remaining powerplant system.

lated from the airplane and personnel compartments, and be safely contained § 23.2415 Powerplant ice protection.

or discharged.

(a) The airplane design, including the (e) Powerplant components must induction and inlet system, must pre- comply with their component limita- vent foreseeable accumulation of ice or tions and installation instructions or snow that adversely affects powerplant be shown not to create a hazard.

operation.

[Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR (b) The powerplant installation de- 96689, Dec. 30, 2016, as amended by Doc. No.

sign must prevent any accumulation of FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

ice or snow that adversely affects pow- 9, 2022] erplant operation, in those icing condi- tions for which certification is re- § 23.2405 Automatic power or thrust quested.

control systems.

(a) An automatic power or thrust § 23.2420 Reversing systems.

control system intended for in-flight Each reversing system must be de- use must be designed so no unsafe con- signed so that— dition will result during normal oper- (a) No unsafe condition will result ation of the system.

during normal operation of the system; (b) Any single failure or likely com- and bination of failures of an automatic (b) The airplane is capable of contin- power or thrust control system must ued safe flight and landing after any not prevent continued safe flight and single failure, likely combination of landing of the airplane.

failures, or malfunction of the revers- (c) Inadvertent operation of an auto- ing system.

matic power or thrust control system by the flightcrew must be prevented, or § 23.2425 Powerplant operational char- if not prevented, must not result in an acteristics.

unsafe condition.

(a) The installed powerplant must op- (d) Unless the failure of an automatic erate without any hazardous character- power or thrust control system is ex- istics during normal and emergency op- tremely remote, the system must— eration within the range of operating (1) Provide a means for the flightcrew limitations for the airplane and the en- to verify the system is in an operating gine.

condition; (b) The pilot must have the capa- (2) Provide a means for the flightcrew bility to stop the powerplant in flight to override the automatic function; and restart the powerplant within an and established operational envelope.

(3) Prevent inadvertent deactivation § 23.2430 Fuel systems.

of the system.

(a) Each fuel system must— § 23.2410 Powerplant installation haz- (1) Be designed and arranged to pro- ard assessment.

vide independence between multiple The applicant must assess each pow- fuel storage and supply systems so that erplant separately and in relation to failure of any one component in one other airplane systems and installa- system will not result in loss of fuel tions to show that any hazard resulting storage or supply of another system; from the likely failure of any power- (2) Be designed and arranged to pre- plant system, component, or accessory vent ignition of the fuel within the sys- will not— tem by direct lightning strikes or (a) Prevent continued safe flight and swept lightning strokes to areas where landing or, if continued safe flight and such occurrences are highly probable, 14 CFR Ch. I (1–1–25 Edition) § 23.2435 or by corona or streamering at fuel (1) Supply the air required by that vent outlets; powerplant or auxiliary power unit and its accessories under likely operating (3) Provide the fuel necessary to en- conditions; sure each powerplant and auxiliary power unit functions properly in all (2) Be designed to prevent likely haz- likely operating conditions; ards in the event of fire or backfire; (4) Provide the flightcrew with a (3) Minimize the ingestion of foreign means to determine the total useable matter; and fuel available and provide uninter- (4) Provide an alternate intake if rupted supply of that fuel when the blockage of the primary intake is like- system is correctly operated, account- ly.

ing for likely fuel fluctuations; (b) The exhaust system, including ex- (5) Provide a means to safely remove haust heat exchangers for each power- or isolate the fuel stored in the system plant or auxiliary power unit, must— from the airplane; (1) Provide a means to safely dis- (6) Be designed to retain fuel under charge potential harmful material; and all likely operating conditions and (2) Be designed to prevent likely haz- minimize hazards to the occupants dur- ards from heat, corrosion, or blockage.

ing any survivable emergency landing.

For level 4 airplanes, failure due to § 23.2440 Powerplant fire protection.

overload of the landing system must be (a) A powerplant, auxiliary power taken into account; and unit, or combustion heater that in- (7) Prevent hazardous contamination cludes a flammable fluid and an igni- of the fuel supplied to each powerplant tion source for that fluid must be in- and auxiliary power unit.

stalled in a designated fire zone.

(b) Each fuel storage system must— (b) Each designated fire zone must (1) Withstand the loads under likely provide a means to isolate and miti- operating conditions without failure; gate hazards to the airplane in the (2) Be isolated from personnel com- event of fire or overheat within the partments and protected from hazards zone.

due to unintended temperature influ- (c) Each component, line, fitting, and ences; control subject to fire conditions (3) Be designed to prevent significant must— loss of stored fuel from any vent sys- (1) Be designed and located to pre- tem due to fuel transfer between fuel vent hazards resulting from a fire, in- storage or supply systems, or under cluding any located adjacent to a des- likely operating conditions; ignated fire zone that may be affected (4) Provide fuel for at least one-half by fire within that zone; hour of operation at maximum contin- (2) Be fire-resistant if carrying flam- uous power or thrust; and mable fluid, gas or air, or is required to (5) Be capable of jettisoning fuel safe- operate in the event of a fire; and ly if required for landing.

(3) Be fireproof or enclosed by a fire (c) Each fuel storage refilling or re- proof shield if storing concentrated charging system must be designed to— flammable fluids.

(1) Prevent improper refilling or re- (d) The applicant must provide a charging; means to prevent hazardous quantities (2) Prevent contamination of the fuel of flammable fluids from flowing into, stored during likely operating condi- within or through each designated fire tions; and zone. This means must— (3) Prevent the occurrence of any (1) Not restrict flow or limit oper- hazard to the airplane or to persons ation of any remaining powerplant or during refilling or recharging. auxiliary power unit, or equipment necessary for safety; § 23.2435 Powerplant induction and (2) Prevent inadvertent operation; exhaust systems.

and (a) The air induction system for each (3) Be located outside the fire zone powerplant or auxiliary power unit and unless an equal degree of safety is pro- their accessories must— vided with a means inside the fire zone.

Federal Aviation Administration, DOT § 23.2520 (e) A means to ensure the prompt de- § 23.2510 Equipment, systems, and in- tection of fire must be provided for stallations.

each designated fire zone— For any airplane system or equip- (1) On a multiengine airplane where ment whose failure or abnormal oper- detection will mitigate likely hazards ation has not been specifically ad- to the airplane; or dressed by another requirement in this (2) That contains a fire extinguisher.

part, the applicant must design and in- (f) A means to extinguish fire within stall each system and equipment, such a fire zone, except a combustion heater that there is a logical and acceptable fire zone, must be provided for— inverse relationship between the aver- (1) Any fire zone located outside the age probability and the severity of fail- pilot’s view; ure conditions to the extent that: (2) Any fire zone embedded within the (a) Each catastrophic failure condi- fuselage, which must also include a re- tion is extremely improbable; dundant means to extinguish fire; and (b) Each hazardous failure condition (3) Any fire zone on a level 4 airplane. is extremely remote; and (c) Each major failure condition is [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR remote.

96689, Dec. 30, 2016, as amended by Doc. No.

FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

§ 23.2515 Electrical and electronic sys- 9, 2022] tem lightning protection.

An airplane approved for IFR oper- Subpart F—Equipment ations must meet the following re- quirements, unless an applicant shows § 23.2500 Airplane level systems re- that exposure to lightning is unlikely: quirements.

(a) Each electrical or electronic sys- This section applies generally to in- tem that performs a function, the fail- stalled equipment and systems unless a ure of which would prevent the contin- section of this part imposes require- ued safe flight and landing of the air- ments for a specific piece of equipment, plane, must be designed and installed system, or systems.

such that— (a) The equipment and systems re- (1) The function at the airplane level quired for an airplane to operate safely is not adversely affected during and in the kinds of operations for which after the time the airplane is exposed certification is requested (Day VFR, to lightning; and Night VFR, IFR) must be designed and (2) The system recovers normal oper- installed to— ation of that function in a timely man- (1) Meet the level of safety applicable ner after the airplane is exposed to to the certification and performance lightning unless the system’s recovery level of the airplane; and conflicts with other operational or (2) Perform their intended function functional requirements of the system.

throughout the operating and environ- (b) Each electrical and electronic mental limits for which the airplane is system that performs a function, the certificated.

failure of which would significantly re- (b) The systems and equipment not duce the capability of the airplane or covered by paragraph (a) of this sec- the ability of the flightcrew to respond tion—considered separately and in re- to an adverse operating condition, lation to other systems—must be de- must be designed and installed such signed and installed so their operation that the system recovers normal oper- does not have an adverse effect on the ation of that function in a timely man- airplane or its occupants.

ner after the airplane is exposed to lightning.

[Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR 96689, Dec. 30, 2016, as amended by Doc. No.

§ 23.2520 High-intensity Radiated FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

Fields (HIRF) protection.

9, 2022] (a) Each electrical and electronic § 23.2505 Function and installation.

system that performs a function, the When installed, each item of equip- failure of which would prevent the con- ment must function as intended. tinued safe flight and landing of the

14 CFR Ch. I (1–1–25 Edition) § 23.2525 airplane, must be designed and in- (b) Any position and anti-collision stalled such that— lights, if required by part 91 of this chapter, must have the intensities, (1) The function at the airplane level flash rate, colors, fields of coverage, is not adversely affected during and and other characteristics to provide after the time the airplane is exposed sufficient time for another aircraft to to the HIRF environment; and avoid a collision.

(2) The system recovers normal oper- (c) Any position lights, if required by ation of that function in a timely man- part 91 of this chapter, must include a ner after the airplane is exposed to the red light on the left side of the air- HIRF environment, unless the system’s plane, a green light on the right side of recovery conflicts with other oper- the airplane, spaced laterally as far ational or functional requirements of apart as practicable, and a white light the system.

facing aft, located on an aft portion of (b) For airplanes approved for IFR the airplane or on the wing tips.

operations, each electrical and elec- (d) Any taxi and landing lights must tronic system that performs a func- be designed and installed so they pro- tion, the failure of which would signifi- vide sufficient light for night oper- cantly reduce the capability of the air- ations.

plane or the ability of the flightcrew to (e) For seaplanes or amphibian air- respond to an adverse operating condi- planes, riding lights must provide a tion, must be designed and installed white light visible in clear atmospheric such that the system recovers normal conditions.

operation of that function in a timely manner after the airplane is exposed to § 23.2535 Safety equipment.

the HIRF environment.

Safety and survival equipment, re- [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR quired by the operating rules of this 96689, Dec. 30, 2016, as amended by Doc. No.

chapter, must be reliable, readily ac- FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

cessible, easily identifiable, and clearly 9, 2022] marked to identify its method of oper- ation.

§ 23.2525 System power generation, storage, and distribution.

§ 23.2540 Flight in icing conditions.

The power generation, storage, and An applicant who requests certifi- distribution for any system must be de- cation for flight in icing conditions de- signed and installed to— fined in part 1 of appendix C to part 25 (a) Supply the power required for op- of this chapter, or an applicant who re- eration of connected loads during all quests certification for flight in these intended operating conditions; icing conditions and any additional at- (b) Ensure no single failure or mal- mospheric icing conditions, must show function of any one power supply, dis- the following in the icing conditions tribution system, or other utilization for which certification is requested: system will prevent the system from (a) The ice protection system pro- supplying the essential loads required vides for safe operation.

for continued safe flight and landing; (b) The airplane design must provide and protection from stalling when the (c) Have enough capacity, if the pri- autopilot is operating.

mary source fails, to supply essential § 23.2545 Pressurized systems ele- loads, including non-continuous essen- ments.

tial loads for the time needed to com- plete the function required for contin- Pressurized systems must withstand ued safe flight and landing.

appropriate proof and burst pressures.

§ 23.2530 External and cockpit light- § 23.2550 Equipment containing high- ing.

energy rotors.

(a) The applicant must design and in- Equipment containing high-energy stall all lights to minimize any adverse rotors must be designed or installed to effects on the performance of protect the occupants and airplane flightcrew duties. from uncontained fragments.

Federal Aviation Administration, DOT § 23.2620 instrument marking necessary for op- Subpart G—Flightcrew Interface eration.

and Other Information (b) The design must clearly indicate the function of each cockpit control, § 23.2600 Flightcrew interface.

other than primary flight controls.

(a) The pilot compartment, its equip- (c) The applicant must include in- ment, and its arrangement to include strument marking and placard infor- pilot view, must allow each pilot to mation in the Airplane Flight Manual.

perform his or her duties, including taxi, takeoff, climb, cruise, descent, § 23.2615 Flight, navigation, and pow- approach, landing, and perform any erplant instruments.

maneuvers within the operating enve- (a) Installed systems must provide lope of the airplane, without excessive the flightcrew member who sets or concentration, skill, alertness, or fa- monitors parameters for the flight, tigue.

(b) The applicant must install flight, navigation, and powerplant, the infor- navigation, surveillance, and power- mation necessary to do so during each plant controls and displays so phase of flight. This information flightcrew members can monitor and must— perform defined tasks associated with (1) Be presented in a manner that the the intended functions of systems and crewmember can monitor the param- equipment. The system and equipment eter and determine trends, as needed, design must minimize flightcrew er- to operate the airplane; and rors, which could result in additional (2) Include limitations, unless the hazards.

limitation cannot be exceeded in all in- (c) For level 4 airplanes, the tended operations.

flightcrew interface design must allow (b) Indication systems that integrate for continued safe flight and landing the display of flight or powerplant pa- after the loss of vision through any one rameters to operate the airplane or are of the windshield panels.

required by the operating rules of this chapter must— [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR 96689, Dec. 30, 2016, as amended by Doc. No. (1) Not inhibit the primary display of FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

flight or powerplant parameters needed 9, 2022] by any flightcrew member in any nor- mal mode of operation; and § 23.2605 Installation and operation.

(2) In combination with other sys- (a) Each item of installed equipment tems, be designed and installed so in- related to the flightcrew interface formation essential for continued safe must be labelled, if applicable, as to it flight and landing will be available to identification, function, or operating the flightcrew in a timely manner after limitations, or any combination of any single failure or probable combina- these factors.

tion of failures.

(b) There must be a discernible means of providing system operating § 23.2620 Airplane flight manual.

parameters required to operate the air- The applicant must provide an Air- plane, including warnings, cautions, plane Flight Manual that must be de- and normal indications to the respon- livered with each airplane.

sible crewmember.

(a) The Airplane Flight Manual must (c) Information concerning an unsafe contain the following information— system operating condition must be (1) Airplane operating limitations; provided in a timely manner to the (2) Airplane operating procedures; crewmember responsible for taking (3) Performance information; corrective action. The information (4) Loading information; and must be clear enough to avoid likely crewmember errors. (5) Other information that is nec- essary for safe operation because of de- § 23.2610 Instrument markings, control sign, operating, or handling character- markings, and placards.

istics.

(a) Each airplane must display in a (b) The following sections of the Air- conspicuous manner any placard and plane Flight Manual must be approved 14 CFR Ch. I (1–1–25 Edition) Pt. 23, App. A ness must contain the following manuals or by the FAA in a manner specified by sections and information: the Administrator— (a) Airplane maintenance manual or sec- (1) For low-speed, level 1 and 2 air- tion.

planes, those portions of the Airplane (1) Introduction information that includes Flight Manual containing the informa- an explanation of the airplane’s features and tion specified in paragraph (a)(1) of this data to the extent necessary for mainte- section; and nance or preventive maintenance.

(2) For high-speed level 1 and 2 air- (2) A description of the airplane and its planes and all level 3 and 4 airplanes, systems and installations including its en- those portions of the Airplane Flight gines, propellers, and appliances.

Manual containing the information (3) Basic control and operation information specified in paragraphs (a)(1) thru (a)(4) describing how the airplane components and systems are controlled and how they oper- of this section.

ate, including any special procedures and [Doc. No. FAA–2015–1621, Amdt. 23–64, 81 FR limitations that apply.

96689, Dec. 30, 2016, as amended by Doc. No.

(4) Servicing information that covers de- FAA–2022–1355, Amdt. 23–65, 87 FR 75710, Dec.

tails regarding servicing points, capacities of 9, 2022] tanks, reservoirs, types of fluids to be used, pressures applicable to the various systems, location of access panels for inspection and servicing, locations of lubrication points, lu- A PPENDIX A TO P ART 23—I NSTRUCTIONS bricants to be used, equipment required for servicing, tow instructions and limitations, FOR C ONTINUED A IRWORTHINESS mooring, jacking, and leveling information.

A23.1 General (b) Maintenance Instructions.

(1) Scheduling information for each part of (a) This appendix specifies requirements the airplane and its engines, auxiliary power for the preparation of Instructions for Con- units, propellers, accessories, instruments, tinued Airworthiness as required by this and equipment that provides the rec- part.

ommended periods at which they should be (b) The Instructions for Continued Air- cleaned, inspected, adjusted, tested, and lu- worthiness for each airplane must include bricated, and the degree of inspection, the the Instructions for Continued Airworthiness applicable wear tolerances, and work rec- for each engine and propeller (hereinafter ommended at these periods. However, the ap- designated ‘‘products’’), for each appliance plicant may refer to an accessory, instru- required by this chapter, and any required ment, or equipment manufacturer as the information relating to the interface of source of this information if the applicant those appliances and products with the air- shows that the item has an exceptionally plane. If Instructions for Continued Air- high degree of complexity requiring special- worthiness are not supplied by the manufac- turer of an appliance or product installed in ized maintenance techniques, test equip- the airplane, the Instructions for Continued ment, or expertise. The recommended over- Airworthiness for the airplane must include haul periods and necessary cross reference to the information essential to the continued the Airworthiness Limitations section of the airworthiness of the airplane. manual must also be included. In addition, (c) The applicant must submit to the FAA the applicant must include an inspection a program to show how changes to the In- program that includes the frequency and ex- structions for Continued Airworthiness made tent of the inspections necessary to provide by the applicant or by the manufacturers of for the continued airworthiness of the air- products and appliances installed in the air- plane.

plane will be distributed.

(2) Troubleshooting information describing probable malfunctions, how to recognize A23.2 Format those malfunctions, and the remedial action (a) The Instructions for Continued Air- for those malfunctions.

worthiness must be in the form of a manual (3) Information describing the order and or manuals as appropriate for the quantity method of removing and replacing products of data to be provided.

and parts with any necessary precautions to (b) The format of the manual or manuals be taken.

must provide for a practical arrangement.

(4) Other general procedural instructions including procedures for system testing dur- A23.3 Content ing ground running, symmetry checks, The contents of the manual or manuals weighing and determining the center of grav- must be prepared in the English language. ity, lifting and shoring, and storage limita- The Instructions for Continued Airworthi- tions.

Federal Aviation Administration, DOT Pt. 25

(c) Diagrams of structural access plates Subpart B—Flight and information needed to gain access for in- G ENERAL spections when access plates are not pro- vided.

25.21 Proof of compliance.

(d) Details for the application of special in- 25.23 Load distribution limits.

spection techniques including radiographic 25.25 Weight limits.

and ultrasonic testing where such processes 25.27 Center of gravity limits.

are specified by the applicant.

25.29 Empty weight and corresponding cen- (e) Information needed to apply protective ter of gravity.

treatments to the structure after inspection.

25.31 Removable ballast.

(f) All data relative to structural fasteners 25.33 Propeller speed and pitch limits.

such as identification, discard recommenda- tions, and torque values.

P ERFORMANCE (g) A list of special tools needed.

25.101 General.

(h) In addition, for level 4 airplanes, the 25.103 Stall speed.

following information must be furnished— 25.105 Takeoff.

(1) Electrical loads applicable to the var- 25.107 Takeoff speeds.

ious systems; 25.109 Accelerate-stop distance.

(2) Methods of balancing control surfaces; 25.111 Takeoff path.

(3) Identification of primary and secondary 25.113 Takeoff distance and takeoff run.

structures; and 25.115 Takeoff flight path.

(4) Special repair methods applicable to 25.117 Climb: general.

the airplane.

25.119 Landing climb: All-engines-operating.

A23.4 Airworthiness limitations section. 25.121 Climb: One-engine-inoperative.

25.123 En route flight paths.

The Instructions for Continued Airworthi- 25.125 Landing.

ness must contain a section titled Airworthi- ness Limitations that is segregated and C ONTROLLABILITY AND M ANEUVERABILITY clearly distinguishable from the rest of the 25.143 General.

document. This section must set forth each 25.145 Longitudinal control.

mandatory replacement time, structural in- 25.147 Directional and lateral control.

spection interval, and related structural in- spection procedure required for type certifi- 25.149 Minimum control speed.

cation. If the Instructions for Continued Air- T RIM worthiness consist of multiple documents, the section required by this paragraph must 25.161 Trim.

be included in the principal manual. This section must contain a legible statement in S TABILITY a prominent location that reads ‘‘The Air- 25.171 General.

worthiness Limitations section is FAA ap- 25.173 Static longitudinal stability.

proved and specifies maintenance required 25.175 Demonstration of static longitudinal under §§ 43.16 and 91.403 of Title 14 of the Code stability.

of Federal Regulations unless an alternative 25.177 Static lateral-directional stability.

program has been FAA approved.’’ 25.181 Dynamic stability.

PART 25—AIRWORTHINESS STAND- S TALLS

ARDS: TRANSPORT CATEGORY

25.201 Stall demonstration.

AIRPLANES

25.203 Stall characteristics.

25.207 Stall warning.

S PECIAL F EDERAL A VIATION R EGULATION N O .

G ROUND AND W ATER H ANDLING C HARACTERISTICS S PECIAL F EDERAL A VIATION R EGULATION N O .

25.231 Longitudinal stability and control.

25.233 Directional stability and control.

25.235 Taxiing condition.

Subpart A—General 25.237 Wind velocities.

Sec.

25.239 Spray characteristics, control, and 25.1 Applicability. stability on water.

25.2 Special retroactive requirements.

M ISCELLANEOUS F LIGHT R EQUIREMENTS 25.3 Special provisions for ETOPS type de- sign approvals. 25.251 Vibration and buffeting.

25.4 Definitions.

25.253 High-speed characteristics.

25.5 Incorporations by reference. 25.255 Out-of-trim characteristics.