SUBPART B – FLIGHT
Large Aeroplanes (CS-25) · CS-25 · CS 25.20 – CS 25.255
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CS 25.20 Scope
The requirements of this Subpart B apply to aeroplanes powered with turbine engines – (1) Without contingency thrust ratings, and (2) For which it is…
CS 25.21 Proof of compliance
Each requirement of this Subpart must be met at each appropriate combination of weight and centre of gravity within the range of loading conditions for…
AMC 25.21(d) Proof of compliance
AMC 25.21(g) Performance and handling characteristics in icing conditions
Appendix 1 Airframe Ice Accretion
A1.1 General. In accordance with CS 25.1419, each aeroplane certified for flight in icing conditions must be capable of safely operating in the…
Appendix 2 Artificial Ice Shapes
A2.1 General. A2.1.1 The artificial ice shapes used for flight testing should be those which have the most adverse effects on handling characteristics.
Appendix 3 Design Features
A3.1 Aeroplane Configuration and Ancestry. An important design feature of an overall aeroplane configuration that can affect performance, controllability…
Appendix 4 Examples of Aeroplane Flight Manual Limitations and Operating Procedures for Operations in Supercooled Large Drop Icing Conditions
A4.1 Aeroplane approved for flight in Appendix C icing conditions but not approved for flight in Appendix O icing conditions.
Appendix 5 Related Acceptable Means of Compliance (AMC) and FAA Advisory Circulars (AC)
Acceptable Means of Compliance The following AMCs are related to the guidance contained in this AMC:
Appendix 6 Acronyms and definitions
AC Advisory Circular AFM Aeroplane Flight Manual ATTCS Automatic Takeoff Thrust Control System FAA Federal Aviation Administration ICTS Ice-Contaminated…
CS 25.23 Load distribution limits
Ranges of weights and centres of gravity within which the aeroplane may be safely operated must be established.
CS 25.25 Weight Limits
Maximum weights. Maximum weights corresponding to the aeroplane operating conditions (such as ramp, ground taxi, take-off, en-route and landing)…
CS 25.27 Centre of gravity limits
The extreme forward and the extreme aft centre of gravity limitations must be established for each practicably separable operating condition.
CS 25.29 Empty weight and corresponding centre of gravity
The empty weight and corresponding centre of gravity must be determined by weighing the aeroplane with – (1) Fixed ballast;
CS 25.31 Removable ballast
Removable ballast may be used in showing compliance with the flight requirements of this Subpart.
CS 25.33 Propeller speed and pitch limits
The propeller speed and pitch must be limited to values that will ensure – (1) Safe operation under normal operating conditions;
CS 25.101 General
(See AMC 25.101) (a) Unless otherwise prescribed, aeroplanes must meet the applicable performance requirements of this Subpart for ambient atmospheric…
AMC No. 1 to CS 25.101(c) Extrapolation of Performance with Weight
The variation of take-off, climb and landing performance with weight may be extrapolated without conservatism to a weight greater, by up to 10%, than the…
AMC No. 2 to CS 25.101(c) General
1 GENERAL - CS 25.101 1.1 Explanation - Propulsion System Behaviour.
CS 25.103 Stall speed
(See AMC 25.103) (a) The reference stall speed VSR is a calibrated airspeed defined by the applicant.
CS 25.105 Take-off
The take-off speeds prescribed by CS 25.107, the accelerate-stop distance prescribed by CS 25.109, the take-off path prescribed by CS 25.111, the…
CS 25.107 Take-off speeds
V1 must be established in relation to VEF as follows: VEF is the calibrated airspeed at which the critical engine is assumed to fail.
AMC No. 1 to CS 25.107(e)(4) Take-off speeds
Reasonably expected variations in service from established take-off procedures should be evaluated in respect of out-of-trim conditions during…
AMC No. 2 to CS 25.107(e)(4) Take-off speeds
1 CS 25.107(e)(4) states that there must be no marked increase in the scheduled take-off distance when reasonably expected service variations, such as…
CS 25.109 Accelerate-stop distance
(See AMC 25.109) (a) (See AMC 25.109(a) and (b).) The accelerate-stop distance on a dry runway is the greater of the following distances:
AMC 25.109(a) and (b) Accelerate-stop distance
AMC 25.109(c)(2) Accelerate-stop distance: anti-skid system efficiency
AMC 25.109(f) Accelerate-stop distance: credit for reverse thrust.
CS 25.111 Take-off path
(See AMC 25.111) (a) The take-off path extends from a standing start to a point in the take-off at which the aeroplane is 457 m (1500 ft) above the…
CS 25.113 Take-off distance and take-off run
(See AMC 25.113) (a) Take-off distance on a dry runway is the greater of – (1) The horizontal distance along the take-off path from the start of the…
AMC 25.113(a)(2) (b)(2) and (c)(2) Take-off distance and take-off run
CS 25.115 Take-off flight path
The take-off flight path must be considered to begin 11 m (35 ft) above the take-off surface at the end of the take-off distance determined in accordance…
CS 25.117 Climb: general
Compliance with the requirements of CS 25.119 and 25.121 must be shown at each weight, altitude, and ambient temperature within the operational limits…
CS 25.119 Landing climb: all engines operating
(See AMC 25.119) In the landing configuration, the steady gradient of climb may not be less than 3·2%, with the engines at the power or thrust that is…
CS 25.121 Climb: one-engine-inoperative
(See AMC 25.121) (a) Take-off; landing gear extended. (See AMC 25.121(a).) In the critical take-off configuration existing along the flight path (between…
AMC 25.121 Climb: One-engine-inoperative
AMC 25.121(a) Climb: One-engine-inoperative
CS 25.123 En-route flight paths
(See AMC 25.123) (a) For the en-route configuration, the flight paths prescribed in sub-paragraphs (b) and (c) of this paragraph must be determined at…
CS 25.125 Landing
The horizontal distance necessary to land and to come to a complete stop from a point 15 m (50 ft) above the landing surface must be determined (for…
CS 25.143 General
(See AMC 25.143(a) and (b)) The aeroplane must be safely controllable and manoeuvrable during:
AMC 25.143(a) and (b) Controllability and Manoeuvrability
AMC 25.143(b)(1) Control Following Engine Failure
AMC 25.143(b)(4) Go-around Manoeuvres
AMC No. 1 to CS 25.143(g) Controllability and Manoeuvrability
An acceptable means of compliance with the requirement that stick forces may not be excessive when manoeuvring the aeroplane, is to demonstrate that, in…
AMC No. 2 to CS 25.143(g) Controllability and Manoeuvrability
1 The objective of CS 25.143(g) is to ensure that the limit strength of any critical component on the aeroplane would not be exceeded in manoeuvring…
CS 25.145 Longitudinal control
(See AMC 25.145(a).) It must be possible at any point between the trim speed prescribed in CS 25.103(b)(6) and stall identification (as defined in CS…
AMC 25.145(a) Longitudinal control - Control near the stall
AMC 25.145(b)(2) Longitudinal control
AMC 25.145(b)(1) (b)(2) and (b)(3) Longitudinal control
CS 25.147 Directional and lateral control
(See AMC 25.147) (a) Directional control; general. (See AMC 25.147(a).) It must be possible, with the wings level, to yaw into the operative engine and…
AMC 25.147(a) Directional control; general
CS 25.149 Minimum control speed
(See AMC 25.149) (a) In establishing the minimum control speeds required by this paragraph, the method used to simulate critical engine failure must…
AMC 25.149 Minimum control speeds
AMC 25.149(e) Minimum control speed
AMC 25.149(f) Minimum Control Speed during Approach and Landing (VMCL)
CS 25.161 Trim
General. Each aeroplane must meet the trim requirements of this paragraph after being trimmed, and without further pressure upon, or movement of, either…
CS 25.171 General
The aeroplane must be longitudinally, directionally and laterally stable in accordance with the provisions of CS 25.173 to 25.177.
CS 25.173 Static longitudinal stability
(See AMC 25.173) Under the conditions specified in CS 25.175, the characteristics of the elevator control forces (including friction) must be as follows:
CS 25.175 Demonstration of static longitudinal stability
Static longitudinal stability must be shown as follows: Climb.
CS 25.177 Static directional and lateral stability
(See AMC 25.177) (a) The static directional stability (as shown by the tendency to recover from a skid with the rudder free) must be positive for any…
CS 25.181 Dynamic stability
(See AMC 25.181) (a) Any short period oscillation, not including combined lateral-directional oscillations, occurring between 1·13 VSR and maximum…
CS 25.201 Stall demonstration
Stalls must be shown in straight flight and in 30° banked turns with – (1) Power off;
AMC 25.201(a)(2) Stall demonstration
AMC 25.201(b)(1) Stall demonstration
AMC 25.201(c)(2) Turning Flight Stalls At Higher Deceleration Rates
CS 25.203 Stall characteristics
(See AMC 25.203.) (a) It must be possible to produce and to correct roll and yaw by unreversed use of aileron and rudder controls, up to the time the…
CS 25.207 Stall warning
Stall warning with sufficient margin to prevent inadvertent stalling with the flaps and landing gear in any normal position must be clear and distinctive…
CS 25.231 Longitudinal stability and control
Aeroplanes may have no uncontrollable tendency to nose over in any reasonably expected operating condition or when rebound occurs during landing or…
CS 25.233 Directional stability and control
There may be no uncontrollable ground-looping tendency in 90° cross winds, up to a wind velocity of 37 km/h (20 kt) or 0·2 VSR0, whichever is greater…
CS 25.235 Taxying condition
The shock absorbing mechanism may not damage the structure of the aeroplane when the aeroplane is taxied on the roughest ground that may reasonably be…
CS 25.237 Wind velocities
The following applies: A 90° cross component of wind velocity, demonstrated to be safe for take-off and landing, must be established for dry runways and…
CS 25.251 Vibration and buffeting
(See AMC 25.251) (a) The aeroplane must be demonstrated in flight to be free from any vibration and buffeting that would prevent continued safe flight in…
CS 25.253 High-speed characteristics
Speed increase and recovery characteristics. The following speed increase and recovery characteristics must be met:
CS 25.255 Out-of-trim characteristics
(See AMC 25.255) (a) From an initial condition with the aeroplane trimmed at cruise speeds up to VMO/MMO, the aeroplane must have satisfactory…
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