CS 25.777 Cockpit controls — CS-25

IRImplementing rule

CS 25.777Cockpit controls

(a)Each cockpit control must be located to provide convenient operation and to prevent confusion and inadvertent operation.

(b)The direction of movement of cockpit controls must meet the requirements of CS 25.779. Wherever practicable, the sense of motion involved in the operation of other controls must correspond to the sense of the effect of the operation upon the aeroplane or upon the part operated. Controls of a variable nature using a rotary motion must move clockwise from the off position, through an increasing range, to the full on position.

(c)The controls must be located and arranged, with respect to the pilots' seats, so that there is full and unrestricted movement of each control without interference from the cockpit structure or the clothing of the minimum flight crew (established under CS 25.1523) when any member of this flight crew from 1.58 m (5ft 2 inches) to 1·91 m (6ft 3 inches) in height, is seated with the seat belt and shoulder harness (if provided) fastened.

(d)Identical powerplant controls for each engine must be located to prevent confusion as to the engines they control.

(e)Wing-flap controls and other auxiliary lift device controls must be located on top of the pedestal, aft of the throttles, centrally or to the right of the pedestal centre line, and not less than 25 cm (10 inches) aft of the landing gear control.

(f)The landing gear control must be located forward of the throttles and must be operable by each pilot when seated with seat belt and shoulder harness (if provided) fastened.

(g)Control knobs must be shaped in accordance with CS 25.781. In addition, the knobs must be of the same colour and this colour must contrast with the colour of control knobs for other purposes and the surrounding cockpit.

(h)If a flight engineer is required as part of the minimum flight crew (established under CS 25.1523), the aeroplane must have a flight engineer station located and arranged so that the flight-crew members can perform their functions efficiently and without interfering with each other.

(i)Pitch and roll control forces and displacement sensitivity shall be compatible so that normal inputs on one control axis will not cause significant unintentional inputs on the other.

[Amdt 25/13]

IR · CS 25.777 — CS-25 · ED Decision 2013/010/R · CS-25 Easy Access Rules · EAR revision 26 Jan 2023

AMCAcceptable means of compliance

AMC 25.777(c)Full and unrestricted movement of cockpit controls

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1.General CS 25.777(c) requires cockpit controls to be located and arranged so that full and unrestricted movement of each control can be made by the minimum flight crew. The use of the controls shall be evaluated for pilots across the range of statures required by CS 25.777(c). This evaluation should take into account foreseeable normal and failure conditions.

2.Rudder and brake controls Particular attention should be paid to rudder and brake controls. The control movement of the rudder pedals and brake pedals should be evaluated in order to ensure that full use can be made of all the available controls in the event of an engine failure, including on take-off and including engine failure at low speeds below VMCG. The evaluation should ensure that each member of the flight crew is always able to apply full rudder and maximum brake pressure on the same side simultaneously (e.g. full right rudder with maximum right brake pressure, and vice versa). Furthermore, the ergonomics of the design should be such that: a) the flight crew members can, in each condition, continue to apply brake pressure on the opposite side; and b) inadvertent brake application on the opposite side is precluded. This evaluation should ideally be performed in a representative simulator, but it may also be performed statically in a representative cockpit.

[Amdt No: 25/23]

AMC · AMC 25.777(c) — CS-25 · ED Decision 2019/013/R · CS-25 Easy Access Rules · EAR revision 26 Jan 2023