ASTM F3173/F3173M-23

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: F3173/F3173M − 21a F3173/F3173M − 23
Standard Specification for
Aircraft Handling Characteristics
This standard is issued under the fixed designation F3173/F3173M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope
1.1 This specification addresses the airworthiness requirements for aeroplane handling characteristics in flight and on ground and
water.
1.2 The material was developed through open consensus of international experts in general aviation. This information was created
by focusing on Normal Category aeroplanes; however, the content may be more broadly applicable, and should not be unduly
limited. The topics covered within this specification are: Flight Characteristics, Trim Requirements, Stability Requirements,
Controllability, Trim, Stability, Ground and Water Handling Characteristics, Vibration and Vibration, Buffet, and High Speed
High-speed Characteristics.
1.3 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from
their respective oversight authority (for example, published guidance from applicable CAAs) concerning the acceptable use and
application thereof. For information on which oversight authorities have accepted this specification (in whole or in part) as an
acceptable Means of Compliance to their regulatory requirements (hereinafter “the Rules”), refer to the ASTM Committee F44 web
page (www.astm.org/COMMITTEE/F44.htm). Annex A1 maps the Means of Compliance of the ASTM standards to EASA CS-23,
amendment 5, or later, and FAA 14 CFR Part 23, amendment 64, or later, rules.
1.4 Units—This specification may present information in either SI units, English Engineering units, or both; the values stated in
each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used
independently of the other, and values from the two systems shall not be combined.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
F3060 Terminology for Aircraft
F3061/F3061M Specification for Systems and Equipment in Aircraft
This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.
Current edition approved Sept. 1, 2021May 1, 2023. Published September 2021June 2023. Originally approved in 2021. Last previous edition approved in 2021 as
F3173/F3173MF3173/F3173M – 21a.–21. DOI: 10.1520/F3173_F3173M-21A.10.1520/F3173_F3173M-23.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3173/F3173M − 23
F3116/F3116M Specification for Design Loads and Conditions
F3174/F3174M Specification for Establishing Operating Limitations and Information for Aeroplanes
F3179/F3179M Specification for Performance of Aircraft
F3232/F3232M Specification for Flight Controls in Small Aircraft
F3233/F3233M Specification for Flight and Navigation Instrumentation in Aircraft
2.2 EASA Standard:
EASA CS-23 Normal, Utility, Aerobatic and Commuter Aeroplanes
2.3 FAA Standard:
14 CFR Part 23 Airworthiness Standards: Normal Category Airplanes
3. Terminology
3.1 Refer to Terminology F3060 referenced in Section 2.
4. Flight CharacteristicsCharacteristics—General
4.1 General—Unless otherwise specified in a specific requirement, the aeroplane shall meet the requirements of 4.2 – 4.9, Sections
5 – 8, 9.1, and 9.29.1 – 9.4 at all practical loading conditions and operating altitudes for which certification has been requested,
not exceeding that established in Maximum Operating Altitude Specification F3174/F3174M Maximum Operating Altitude and
without requiring exceptional piloting skill, alertness, or strength.
Available from European Union Aviation Safety Agency (EASA), Konrad-Adenauer-Ufer 3, D-50668 Cologne, Germany, https://www.easa.europa.eu.
Available from Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http://www.faa.gov.
F3173/F3173M − 23
4.2 Control Forces:
4.2.1 The aeroplane shall be safely controllable and maneuverable during all flight phases including:
4.2.1.1 Takeoff,
4.2.1.2 Climb,
4.2.1.3 Level flight,
4.2.1.4 Descent,
4.2.1.5 Go-around, and
4.2.1.6 Landing (power on and idle power) with the wing flaps extended and retracted.
4.2.2 It shall be possible to make a smooth transition from one flight condition to another (including turns and slips) without
danger of exceeding the limit load factor under any probable operating condition (including, for multiengine aeroplanes, those
conditions normally encountered in the sudden critical loss of thrust).
4.2.3 If marginal conditions exist with regard to required pilot strength, the control forces necessary shall be determined by
quantitative tests. In no case may the control forces under the conditions specified in 4.2.1 and 4.2.2 exceed those prescribed in
Table 1.
TABLE 1 Control Forces
Level 1 Aeroplanes With V # 45 KCAS
S0
Control Longitudinal Lateral Directional
(a) For temporary application: — — —
Stick 200 N [45 lbf] 100 N [22 lbf] —
Wheel 250 N [56 lbf] 200 N [45 lbf] —
Rudder pedal — — 400 N [90 lbf]
(b) For prolonged application: 20 N [4 lbf] 15 N [3 lbf] 100 N [22 lbf]
Level 1 Aeroplanes With V > 45 KCAS and Level 2, 3 and 4 Aeroplanes
S0
Control Longitudinal Lateral Directional
(a) For temporary application:
Stick 267 N [60 lbf] 133 N [30 lbf]
Wheel (two hands on rim) 334 N [75 lbf] 222 N [50 lbf]
Wheel (one hand on rim) 222 N [50 lbf] 111 N [25 lbf]
Rudder pedal — — 667 N [150 lbf]
(b) For prolonged application: 44 N [10 lbf] 22 N [5 lbf] 89 N [20 lbf]
4.3 Longitudinal Control:
4.3.1 With the aeroplane as nearly as possible in trim at 1.3 V , it shall be possible, at speeds below the trim speed, to pitch the
S1
nose downward so that the rate of increase in airspeed allows prompt acceleration to the trim speed with:
4.3.1.1 Maximum continuous power on each engine;
4.3.1.2 Idle power; and
4.3.1.3 Wing flap and landing gear:
(1) Retracted and
(2) Extended.
4.3.2 Unless otherwise required, it shall be possible to carry out the following maneuvers without requiring the application of
single-handed control forces exceeding those specified in Table 1. The trimming controls shall not be adjusted during the
maneuvers.
F3173/F3173M − 23
4.3.2.1 With the landing gear extended, the flaps retracted, and the aeroplane as nearly as possible in trim at 1.4 V , extend the
S1
flaps as rapidly as possible and allow the airspeed to transition from 1.4 V to 1.4 V :
S1 S0
(1) With power idle and
(2) With the power necessary to maintain level flight in the initial condition.
4.3.2.2 With landing gear and flaps extended, idle power, and the aeroplane as nearly as possible in trim at 1.3 V , quickly apply
S0
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 V to 1.3 V . Retract the gear when a positive rate of climb is established.
S0 S1
4.3.2.3 With landing gear and flaps extended, power necessary to maintain level flight at 1.1 V and the aeroplane as nearly as
S0
possible in trim, it shall be possible to maintain approximately level flight while retracting the flaps as rapidly as possible with
simultaneous application of maximum continuous power. Power must not be reduced during the level acceleration unless a flap
speed exceedance (V of the initial position) is imminent. The maneuver is completed when the flaps have reached the selected
FE
position and the airspeed is not less than 1.3 V . If gated flap positions are provided, the flap retraction may be demonstrated in
S1
stages with power and trim reset for level flight at 1.1 V , in the initial configuration for each stage:
S1
(1) From the fully extended position to the most extended gated position;
(2) Between intermediate gated positions, if applicable; and
(3) From the least extended gated position to the fully retracted position.
4.3.2.4 With idle power, flaps and landing gear retracted and the aeroplane as nearly as possible in trim at 1.4 V , apply takeoff
S1
power rapidly while maintaining the same airspeed.
4.3.2.5 With idle power, landing gear and flaps extended, and the aeroplane as nearly as possible in trim at V , obtain and
REF
maintain airspeeds between 1.1 V and either 1.7 V or V , whichever is lower without requiring the application of two-handed
S0 S0 FE
control forces exceeding those specified in Table 1.
4.3.2.6 With maximum takeoff power, landing gear retracted, flaps in the takeoff position, and the aeroplane as nearly as possible
in trim at V appropriate to the takeoff flap position, retract the flaps as rapidly as possible while maintaining constant speed.
FE
4.3.3 At speeds above V /M /V , and up to the maximum speed shown under 8.1:
MO MO NE
4.3.3.1 For Level 1 aeroplanes with V ≤ 45 KCAS, it must be possible to raise the nose at all permitted c.g. positions and engine
S0
powers.
4.3.3.2 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, a maneuvering capability of 1.5 g shall be
S0
demonstrated to provide a margin to recover from upset or inadvertent speed increase.
4.3.4 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, it shall be possible, with a pilot control force
S0
of not more than 45 N [10 lbf], to maintain a speed of not more than V during an idle power glide with landing gear and wing
REF
flaps extended, for any weight of the aeroplane, up to and including the maximum weight.
4.3.5 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, by using normal flight and power controls,
S0
except as otherwise noted in 4.3.5.1 and 4.3.5.2, it shall be possible to arrest the rate of descent to zero at an attitude suitable for
a controlled landing without exceeding the operational and structural limitations of the aeroplane, as follows:
4.3.5.1 For single-engine aeroplanes and multiengine aeroplanes, without the use of the primary longitudinal control system; and
4.3.5.2 For multiengine aeroplanes:
(1) Without the use of the primary directional control and
(2) 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.
4.3.6 For Level 1 aeroplanes with V ≤ 45 KCAS, for any trim setting required under 5.3.1, it must be possible to takeoff, climb,
S0
descend, and land the aeroplane in required configurations with no adverse effect and with acceptable forces.
4.4 Directional and Lateral Control:
F3173/F3173M − 23
4.4.1 For each multiengine aeroplane, it shall be possible, while holding the wings level within 5°, to make sudden changes in
heading safely in both directions. This ability shall be shown at 1.4 V with heading changes up to 15°, except that the heading
S1
change at which the rudder force corresponds to the limits specified in Table 1 need not be exceeded, with the:
4.4.1.1 Critical loss of thrust and its propeller in the minimum drag position;
4.4.1.2 Remaining engines at maximum continuous power;
4.4.1.3 Landing gear:
(1) Retracted, and
(2) Extended.
4.4.1.4 Flaps retracted.
4.4.2 For each multiengine aeroplane, it shall be possible to regain full control of the aeroplane without exceeding a bank angle
of 45°, reaching a dangerous attitude, or encountering dangerous characteristics in the event of a sudden and complete loss of
critical thrust, making allowance for a delay of 2 s in the initiation of recovery action appropriate to the situation, with the
aeroplane initially in trim, in the following condition:
4.4.2.1 Maximum continuous power on each engine,
4.4.2.2 The wing flaps retracted,
4.4.2.3 The landing gear retracted,
4.4.2.4 A speed equal to that at which compliance with Specification F3179/F3179M En Route Climb/Descent: All Engines
Operating has been shown, and
4.4.2.5 All propeller controls in the position at which compliance with Specification F3179/F3179M En Route Climb/Descent: All
Engines Operating has been shown.
4.4.3 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, it shall be shown that the aeroplane is safely
S0
controllable without the use of the primary lateral control system in any all-engine configuration(s) and at any speed or altitude
within the approved operating envelope. It shall also be shown that the aeroplane’s flight characteristics are not impaired below
a level needed to permit continued safe flight and the ability to maintain attitudes suitable for a controlled landing without
exceeding the operational and structural limitations of the aeroplane. If a single failure of any one connecting or transmitting link
in the lateral control system would also cause the loss of additional control system(s), compliance with the above requirement shall
be shown with those additional systems also assumed to be inoperative.
4.5 Minimum Control Speed:
4.5.1 V is the calibrated airspeed at which, following a sudden critical loss of thrust, it is possible to maintain control of the
MC
aeroplane with the failed components of the propulsion system remaining inoperative. Thereafter, it shall be possible to maintain
straight flight at the same speed with an angle of bank of not more than 5°. The method used to simulate critical loss of thrust shall
represent the most critical mode of powerplant failure expected in service with respect to controllability.
4.5.2 V for takeoff shall not exceed 1.2 V , where V is determined at the maximum takeoff weight.
MC S1 S1
4.5.3 V shall be determined with the most unfavorable weight and center-of-gravity position and the aeroplane airborne and the
MC
ground effect negligible, for the takeoff configuration(s) with:
4.5.3.1 Maximum available takeoff power initially on each engine,
4.5.3.2 The aeroplane trimmed for takeoff,
4.5.3.3 Flaps in the takeoff position(s),
F3173/F3173M − 23
4.5.3.4 Landing gear retracted, and
4.5.3.5 All propeller controls in the recommended takeoff position throughout.
4.5.4 For all aeroplanes except low-speed Level 1 and 2 aeroplanes, the conditions of 4.5.1 shall also be met for the landing
configuration with:
4.5.4.1 Maximum available takeoff power initially on each engine;
4.5.4.2 The aeroplane trimmed for an approach, with all engines operating, at V , at an approach gradient equal to the steepest
REF
used in the landing distance demonstration of Specification F3179/F3179M Landing Distance;
4.5.4.3 Flaps in the landing position;
4.5.4.4 Landing gear extended; and
4.5.4.5 All propeller controls in the position recommended for approach with all engines operating.
4.5.5 A minimum speed to render the critical engine inoperative intentionally shall be established and designated as the safe,
intentional, one-engine-inoperative speed (V ).
SSE
4.5.6 At V , the rudder pedal force required to maintain control shall not exceed the temporary rudder pedal force limit specified
MC
in Table 1 and it shall not be necessary to reduce power of the operative engine(s). During the maneuver, the aeroplane shall not
assume any dangerous attitude and it shall be possible to prevent a heading change of more than 20°.
4.5.7 At the option of the applicant, to comply with the requirements of Specification F3179/F3179M Takeoff Speed,V may
MCG
be determined. V , is the minimum control speed on the ground and is the calibrated airspeed during the takeoff run at which,
MCG
following a sudden critical loss of thrust, it is possible to maintain control of the aeroplane using the rudder control alone (without
the use of nose wheel steering) as limited by the temporary rudder pedal force limit specified in Table 1 and using the lateral control
to the extent of keeping the wings level to enable the takeoff to be safely continued. In the determination of V , assuming that
MCG
the path of the aeroplane accelerating with all engines operating is along the centerline of the runway, its path from the point at
which the critical engine is made inoperative to the point at which recovery to a direction parallel to the centerline is completed
may not deviate more than 9.1 m [30 ft] laterally from the centerline at any point. V , shall be established with:
MCG
4.5.7.1 The aeroplane in each takeoff configuration or, at the option of the applicant, in the most critical takeoff configuration;
4.5.7.2 Maximum available takeoff power on the operating engines;
4.5.7.3 The most unfavorable center of gravity position;
4.5.7.4 The aeroplane trimmed for takeoff; and
4.5.7.5 The most unfavorable weight in the range of takeoff weights.
4.6 Aerobatic Maneuvers—Each aerobatic aeroplane shall be able to perform safely the aerobatic maneuvers for which
certification is requested. Safe entry speeds for successful completion of these maneuvers shall be determined.
4.7 Control during Landings—It shall be possible, while in the landing configuration, to complete a landing without causing
substantial damage or serious injury. The one-hand control force limits specified in Table 1 shall not be exceeded following an
approach to land.
4.7.1 At a speed of V minus 5 knots;
REF
4.7.2 With the aeroplane in trim, or as nearly as possible in trim and without the trimming control being moved throughout the
maneuver;
4.7.3 At an approach gradient equal to:
F3173/F3173M − 23
4.7.3.1 For Level 1 aeroplanes with V ≤ 45 KCAS, that resulting from an approach at idle power, or
S0
4.7.3.2 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, the steepest used in the landing distance
S0
demonstration of Specification F3179/F3179M Landing Distance.
4.7.4 With only those power changes, if any, that would be made when landing normally from an approach at V .
REF
4.8 Elevator Control Force in Maneuvers:
4.8.1 The elevator control force needed to achieve the positive limit maneuvering load factor shall not be less than:
4.8.1.1 For wheel controls, W/10 N (where W is the maximum mass in kg) [W/100 lbf (where W = maximum weight in lbf)] or
89 N [20 lbf], whichever is greater, except that it need not be greater than 222 N [50 lbf], or
4.8.1.2 For stick controls, W/14 N (where W is the maximum mass in kg) [W/140 lbf (where W = maximum weight in lbf)] or
67 N [15 lbf], whichever is greater, except that it need not be greater than 156 N [35 lbf].
4.8.2 The requirement of 4.8.1 shall be met at 75 percent of maximum continuous power for reciprocating engines, or the
maximum continuous power for turbine engines and with the wing flaps and landing gear retracted:
4.8.2.1 In a turn, with the trim setting used for wings level flight at V , and
O
4.8.2.2 In a turn, with the trim setting used for the maximum wings level flight speed, except that the speed may not exceed V
NE
or V /M , whichever is appropriate.
MO MO
4.8.3 There shall be no excessive decrease in the gradient of the curve of stick force versus maneuvering load factor with
increasing load factor.
4.9 Rate of Roll:
4.9.1 Takeoff—It shall be possible, using a favorable combination of controls, to roll the aeroplane from a steady 30° banked turn
through an angle of 60°, so as to reverse the direction of the turn within:
4.9.1.1 For an aeroplane of 2722 kg [6000 lb] or less maximum weight, 5 s from initiation of roll and
4.9.1.2 For an aeroplane of over 2722 kg [6000 lb], (W + 200) / 590 s where W is the weight in kg [(W + 500) / 1300 s where
W = weight in lbs] but not more than 10 s.
4.9.2 The requirement of 4.9.1 shall be met when rolling the aeroplane in each direction with:
4.9.2.1 Flaps in the takeoff position;
4.9.2.2 Landing gear retracted;
4.9.2.3 For a single-engine aeroplane, at maximum takeoff power, and a multiengine aeroplane with the critical loss of thrust with
the affected propeller(s) in the minimum drag position and the other engines at maximum takeoff power; and
4.9.2.4 The aeroplane trimmed, or trimmed as nearly as possible, in straight flight at a speed equal to the greater of 1.2 V or 1.1
S1
V .
MC
4.9.3 Approach—It shall be possible, using a favorable combination of controls, to roll the aeroplane from a steady 30° banked
turn through an angle of 60°, so as to reverse the direction of the turn within:
4.9.3.1 For an aeroplane of 2722 kg [6000 lb] or less maximum weight, 4 s from initiation of roll and
4.9.3.2 For an aeroplane of over 2722 kg [6000 lb] maximum weight, (W + 1300) / 1000 s where W is weight in kg [(W + 2800)
/ 2200 s where W = weight in pounds] but not more than 7 s.
F3173/F3173M − 23
4.9.4 The requirement of 4.9.3 shall be met when rolling the aeroplane in each direction in the following conditions:
4.9.4.1 Flaps in the landing position(s),
4.9.4.2 Landing gear extended,
4.9.4.3 All engines operating at the power for a 3° approach, and
4.9.4.4 The aeroplane trimmed at V .
REF
5. Controllability
5.1 General:
5.1.1 The aeroplane shall be safely controllable and maneuverable during all flight phases including:
5.1.1.1 Takeoff,
5.1.1.2 Climb,
5.1.1.3 Level flight,
5.1.1.4 Descent,
5.1.1.5 Go-around, and
5.1.1.6 Landing (power on and idle power) with the wing flaps extended and retracted.
5.1.2 It shall be possible to make a smooth transition from one flight condition to another (including turns and slips) without
danger of exceeding the limit load factor under any probable operating condition (including, for multiengine aeroplanes, those
conditions normally encountered in the sudden critical loss of thrust).
5.1.3 If marginal conditions exist with regard to required pilot strength, the control forces necessary shall be determined by
quantitative tests. In no case may the control forces under the conditions specified in 5.1.1 and 5.1.2 exceed those prescribed in
Table 1.
5.2 Longitudinal Control:
5.2.1 With the aeroplane as nearly as possible in trim at 1.3 V , it shall be possible, at speeds below the trim speed, to pitch the
S1
nose downward so that the rate of increase in airspeed allows prompt acceleration to the trim speed with:
5.2.1.1 Maximum continuous power on each engine;
5.2.1.2 Idle power; and
5.2.1.3 Wing flap and landing gear:
(1) Retracted and
(2) Extended.
5.2.2 Unless otherwise required, it shall be possible to carry out the following maneuvers without requiring the application of
single-handed control forces exceeding those specified in Table 1. The trimming controls shall not be adjusted during the
maneuvers.
5.2.2.1 With the landing gear extended, the flaps retracted, and the aeroplane as nearly as possible in trim at 1.4 V , extend the
S1
flaps as rapidly as possible and allow the airspeed to transition from 1.4 V to 1.4 V :
S1 S0
(1) With power idle and
(2) With the power necessary to maintain level flight in the initial condition.
F3173/F3173M − 23
5.2.2.2 With landing gear and flaps extended, idle power, and the aeroplane as nearly as possible in trim at 1.3 V , quickly apply
S0
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 V to 1.3 V . Retract the gear when a positive rate of climb is established.
S0 S1
5.2.2.3 With landing gear and flaps extended, power necessary to maintain level flight at 1.1 V and the aeroplane as nearly as
S0
possible in trim, it shall be possible to maintain approximately level flight while retracting the flaps as rapidly as possible with
simultaneous application of maximum continuous power. Power must not be reduced during the level acceleration unless a flap
speed exceedance (V of the initial position) is imminent. The maneuver is completed when the flaps have reached the selected
FE
position and the airspeed is not less than 1.3 V . If gated flap positions are provided, the flap retraction may be demonstrated in
S1
stages with power and trim reset for level flight at 1.1 V , in the initial configuration for each stage:
S1
(1) From the fully extended position to the most extended gated position;
(2) Between intermediate gated positions, if applicable; and
(3) From the least extended gated position to the fully retracted position.
5.2.2.4 With idle power, flaps and landing gear retracted and the aeroplane as nearly as possible in trim at 1.4 V , apply takeoff
S1
power rapidly while maintaining the same airspeed.
5.2.2.5 With idle power, landing gear and flaps extended, and the aeroplane as nearly as possible in trim at V , obtain and
REF
maintain airspeeds between 1.1 V and either 1.7 V or V , whichever is lower without requiring the application of two-handed
S0 S0 FE
control forces exceeding those specified in Table 1.
5.2.2.6 With maximum takeoff power, landing gear retracted, flaps in the takeoff position, and the aeroplane as nearly as possible
in trim at V appropriate to the takeoff flap position, retract the flaps as rapidly as possible while maintaining constant speed.
FE
5.2.3 At speeds above V /M /V , and up to the maximum speed shown under 9.1:
MO MO NE
5.2.3.1 For Level 1 aeroplanes with V ≤ 45 KCAS, it must be possible to raise the nose at all permitted c.g. positions and engine
S0
powers.
5.2.3.2 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, a maneuvering capability of 1.5 g shall be
S0
demonstrated to provide a margin to recover from upset or inadvertent speed increase.
5.2.4 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, it shall be possible, with a pilot control force
S0
of not more than 45 N [10 lbf], to maintain a speed of not more than V during an idle power glide with landing gear and wing
REF
flaps extended, for any weight of the aeroplane, up to and including the maximum weight.
5.2.5 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, by using normal flight and power controls,
S0
except as otherwise noted in 5.2.5.1 and 5.2.5.2, it shall be possible to arrest the rate of descent to zero at an attitude suitable for
a controlled landing without exceeding the operational and structural limitations of the aeroplane, as follows:
5.2.5.1 For single-engine aeroplanes and multiengine aeroplanes, without the use of the primary longitudinal control system; and
5.2.5.2 For multiengine aeroplanes:
(1) Without the use of the primary directional control and
(2) 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.
5.2.6 For Level 1 aeroplanes with V ≤ 45 KCAS, for any trim setting required under 6.3.1, it must be possible to takeoff, climb,
S0
descend, and land the aeroplane in required configurations with no adverse effect and with acceptable forces.
5.3 Directional and Lateral Control:
5.3.1 For each multiengine aeroplane, it shall be possible, while holding the wings level within 5°, to make sudden changes in
heading safely in both directions. This ability shall be shown at 1.4 V with heading changes up to 15°, except that the heading
S1
change at which the rudder force corresponds to the limits specified in Table 1 need not be exceeded, with the:
5.3.1.1 Critical loss of thrust and its propeller in the minimum drag position;
F3173/F3173M − 23
5.3.1.2 Remaining engines at maximum continuous power;
5.3.1.3 Landing gear:
(1) Retracted, and
(2) Extended.
5.3.1.4 Flaps retracted.
5.3.2 For each multiengine aeroplane, it shall be possible to regain full control of the aeroplane without exceeding a bank angle
of 45°, reaching a dangerous attitude, or encountering dangerous characteristics in the event of a sudden and complete loss of
critical thrust, making allowance for a delay of 2 s in the initiation of recovery action appropriate to the situation, with the
aeroplane initially in trim, in the following condition:
5.3.2.1 Maximum continuous power on each engine,
5.3.2.2 The wing flaps retracted,
5.3.2.3 The landing gear retracted,
5.3.2.4 A speed equal to that at which compliance with Specification F3179/F3179M Climb Information for the all engines
operating condition has been shown, and
5.3.2.5 All propeller controls in the position at which compliance with Specification F3179/F3179M Climb Information for the all
engines operating condition has been shown.
5.3.3 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, it shall be shown that the aeroplane is safely
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controllable without the use of the primary lateral control system in any all-engine configuration(s) and at any speed or altitude
within the approved operating envelope. It shall also be shown that the aeroplane’s flight characteristics are not impaired below
a level needed to permit continued safe flight and the ability to maintain attitudes suitable for a controlled landing without
exceeding the operational and structural limitations of the aeroplane. If a single failure of any one connecting or transmitting link
in the lateral control system would also cause the loss of additional control system(s), compliance with the above requirement shall
be shown with those additional systems also assumed to be inoperative.
5.4 Elevator Control Force in Maneuvers:
5.4.1 The elevator control force needed to achieve the positive limit maneuvering load factor shall not be less than:
5.4.1.1 For wheel controls, W/10 N (where W is the maximum mass in kg) [W/100 lbf (where W = maximum weight in lbf)] or
89 N [20 lbf], whichever is greater, except that it need not be greater than 222 N [50 lbf], or
5.4.1.2 For stick controls, W/14 N (where W is the maximum mass in kg) [W/140 lbf (where W = maximum weight in lbf)] or
67 N [15 lbf], whichever is greater, except that it need not be greater than 156 N [35 lbf].
5.4.2 The requirement of 5.4.1 shall be met at 75 percent of maximum continuous power for reciprocating engines, or the
maximum continuous power for turbine engines and with the wing flaps and landing gear retracted:
5.4.2.1 In a turn, with the trim setting used for wings level flight at V , and
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5.4.2.2 In a turn, with the trim setting used for the maximum wings level flight speed, except that the speed may not exceed V
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or V /M , whichever is appropriate.
MO MO
5.4.3 There shall be no excessive decrease in the gradient of the curve of stick force versus maneuvering load factor with
increasing load factor.
5.5 Rate of Roll:
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5.5.1 Takeoff—It shall be possible, using a favorable combination of controls, to roll the aeroplane from a steady 30° banked turn
through an angle of 60°, so as to reverse the direction of the turn within:
5.5.1.1 For an aeroplane of 2722 kg [6000 lb] or less maximum weight, 5 s from initiation of roll and
5.5.1.2 For an aeroplane of over 2722 kg [6000 lb], (W + 200) / 590 s where W is the weight in kg [(W + 500) / 1300 s where
W = weight in lbs] but not more than 10 s.
5.5.2 The requirement of 5.5.1 shall be met when rolling the aeroplane in each direction with:
5.5.2.1 Flaps in the takeoff position;
5.5.2.2 Landing gear retracted;
5.5.2.3 For a single-engine aeroplane, at maximum takeoff power, and a multiengine aeroplane with the critical loss of thrust with
the affected propeller(s) in the minimum drag position and the other engines at maximum takeoff power; and
5.5.2.4 The aeroplane trimmed, or trimmed as nearly as possible, in straight flight at a speed equal to the greater of 1.2 V or
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1.1 V .
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5.5.3 Approach—It shall be possible, using a favorable combination of controls, to roll the aeroplane from a steady 30° banked
turn through an angle of 60°, so as to reverse the direction of the turn within:
5.5.3.1 For an aeroplane of 2722 kg [6000 lb] or less maximum weight, 4 s from initiation of roll and
5.5.3.2 For an aeroplane of over 2722 kg [6000 lb] maximum weight, (W + 1300) / 1000 s where W is weight in kg [(W + 2800)
/ 2200 s where W = weight in pounds] but not more than 7 s.
5.5.4 The requirement of 5.5.3 shall be met when rolling the aeroplane in each direction in the following conditions:
5.5.4.1 Flaps in the landing position(s),
5.5.4.2 Landing gear extended,
5.5.4.3 All engines operating at the power for a 3° approach, and
5.5.4.4 The aeroplane trimmed at V .
REF
5.6 Control during Landings—It shall be possible, while in the landing configuration, to complete a landing without causing
substantial damage or serious injury. The one-hand control force limits specified in Table 1 shall not be exceeded following an
approach to land.
5.6.1 At a speed of V minus 5 knots;
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5.6.2 With the aeroplane in trim, or as nearly as possible in trim and without the trimming control being moved throughout the
maneuver;
5.6.3 At an approach gradient equal to:
5.6.3.1 For Level 1 aeroplanes with V ≤ 45 KCAS, that resulting from an approach at idle power, or
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5.6.3.2 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, the steepest used in the landing distance
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demonstration of Specification F3179/F3179M Landing.
5.6.4 With only those power changes, if any, that would be made when landing normally from an approach at V .
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5.7 Minimum Control Speed:
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5.7.1 V is the calibrated airspeed at which, following a sudden critical loss of thrust, it is possible to maintain control of the
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aeroplane with the failed components of the propulsion system remaining inoperative. Thereafter, it shall be possible to maintain
straight flight at the same speed with an angle of bank of not more than 5°. The method used to simulate critical loss of thrust shall
represent the most critical mode of powerplant failure expected in service with respect to controllability.
5.7.2 V for takeoff shall not exceed 1.2 V , where V is determined at the maximum takeoff weight.
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5.7.3 V shall be determined with the most unfavorable weight and center-of-gravity position and the aeroplane airborne and the
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ground effect negligible, for the takeoff configuration(s) with:
5.7.3.1 Maximum available takeoff power initially on each engine,
5.7.3.2 The aeroplane trimmed for takeoff,
5.7.3.3 Flaps in the takeoff position(s),
5.7.3.4 Landing gear retracted, and
5.7.3.5 All propeller controls in the recommended takeoff position throughout.
5.7.4 For all aeroplanes except low-speed Level 1 and 2 aeroplanes, the conditions of 5.7.1 shall also be met for the landing
configuration with:
5.7.4.1 Maximum available takeoff power initially on each engine;
5.7.4.2 The aeroplane trimmed for an approach, with all engines operating, at V , at an approach gradient equal to the steepest
REF
used in the landing distance demonstration of Specification F3179/F3179M Landing;
5.7.4.3 Flaps in the landing position;
5.7.4.4 Landing gear extended; and
5.7.4.5 All propeller controls in the position recommended for approach with all engines operating.
5.7.5 A minimum speed to render the critical engine inoperative intentionally shall be established and designated as the safe,
intentional, one-engine-inoperative speed (V ).
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5.7.6 At V , the rudder pedal force required to maintain control shall not exceed the temporary rudder pedal force limit specified
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in Table 1 and it shall not be necessary to reduce power of the operative engine(s). During the maneuver, the aeroplane shall not
assume any dangerous attitude and it shall be possible to prevent a heading change of more than 20°.
5.7.7 At the option of the applicant, to comply with the requirements of Specification F3179/F3179M Takeoff Speeds,V may
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be determined. V , is the minimum control speed on the ground and is the calibrated airspeed during the takeoff run at which,
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following a sudden critical loss of thrust, it is possible to maintain control of the aeroplane using the rudder control alone (without
the use of nose wheel steering) as limited by the temporary rudder pedal force limit specified in Table 1 and using the lateral control
to the extent of keeping the wings level to enable the takeoff to be safely continued. In the determination of V , assuming that
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the path of the aeroplane accelerating with all engines operating is along the centerline of the runway, its path from the point at
which the critical engine is made inoperative to the point at which recovery to a direction parallel to the centerline is completed
may not deviate more than 9.1 m [30 ft] laterally from the centerline at any point. V , shall be established with:
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5.7.7.1 The aeroplane in each takeoff configuration or, at the option of the applicant, in the most critical takeoff configuration;
5.7.7.2 Maximum available takeoff power on the operating engines;
5.7.7.3 The most unfavorable center of gravity position;
5.7.7.4 The aeroplane trimmed for takeoff; and
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5.7.7.5 The most unfavorable weight in the range of takeoff weights.
5.8 Aerobatic Maneuvers—Each aerobatic aeroplane shall be able to perform safely the aerobatic maneuvers for which
certification is requested. Safe entry speeds for successful completion of these maneuvers shall be determined.
6. Trim Requirements
6.1 General—Each aeroplane shall meet the trim requirements of this section after being trimmed and without further pressure
upon, or movement of, the primary controls or their corresponding trim controls by the pilot or any function of the flight control
system that requires pilot action to engage. In addition, it shall be possible in other conditions of loading, configuration, speed, and
power to ensure that the pilot will not be unduly fatigued or distracted by the need to apply residual control forces exceeding those
for prolonged application of Table 1. This applies in normal operation of the aeroplane and likely abnormal or emergency
operations, including those conditions associated with a critical loss of thrust for which performance characteristics are established.
6.2 Lateral and Directional Trim—The aeroplane shall maintain lateral and directional trim in level flight with the landing gear
and wing flaps retracted as follows:
6.2.1 For Level 1, 2, and 3 aeroplanes, at a speed of 0.9 V , V , or V /M , whichever is lowest and
H C MO MO
6.2.2 For Level 4 aeroplanes, at all speeds from 1.4 V to the lesser of V or V /M .
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6.3 Longitudinal Trim—The aeroplane shall maintain longitudinal trim under each of the following conditions:
6.3.1 For Level 1 aeroplanes with V ≤ 45 KCAS:
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6.3.1.1 In level flight at any speed from 1.4 V to 0.9 V or V (whichever is lower), and
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6.3.1.2 In a climb with maximum continuous power at a speed VY with landing gear and wing flaps retracted, and
6.3.1.3 In a descent with idle power at a speed of 1.3 V with landing gear extended and wing flaps in the landing position.
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6.3.2 For Level 1 aeroplanes with V > 45 KCAS and Level 2, 3, and 4 aeroplanes, a climb with:
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6.3.2.1 Takeoff power, landing gear retracted, wing flaps in the takeoff position(s), at the speeds used in determining the climb
performance required by Specification F3179/F3179M Climb–All Engines Operating, Climb with all engines operating, and
6.3.2.2 Maximum continuous power at the speeds and in the configuration used in determining the climb performance required
by Specification F3179/F3179MEn Route Climb Information Climb/Descent: All Engines Operating.for the all engines operating
condition.
6.3.3 Level flight at all speeds from the lesser of V and either V or V /M (as appropriate), to 1.4 V , with the landing
H NO MO MO S1
gear and flaps retracted;
6.3.4 A descent at V or V /M , whichever is applicable, with idle power and with the landing gear and flaps retracted; and
NO MO MO
6.3.5 Approach with landing gear extended and with:
6.3.5.1 A 3° angle of descent with flaps retracted and at a speed of 1.4 V ;
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6.3.5.2 A 3° angle of descent with flaps in the landing position(s) at V , and
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6.3.5.3 An approach gradient equal to the steepest used in the landing distance demonstrations of Specification F3179/F3179M
Landing Distance with flaps in the landing position(s) at V .
REF
5.4 In addition, each multiengine aeroplane shall maintain longitudinal and directional trim, and the lateral control force shall not
F3173/F3173M − 23
exceed 22 N [5 lbf] at the speed used in complying with the applicable demonstration required by Specification F3179/
F3179M Climb after Partial Loss of Thrust with:
5.4.1 The critical loss of thrust and, if applicable, affected propeller(s) in the minimum drag position;
5.4.2 The remaining engines at maximum continuous power;
5.4.3 The landing gear retracted;
5.4.4 Wing flaps retracted; and
5.4.5 An angle of bank of not more than 5°.
6.4 In addition, each Level 4 aeroplane for which, in the determination of the takeoff path in accordance with Specification
F3179/F3179M Takeoff Flight Path, the climb in the takeoff configuration at V extends beyond 122 m [400 ft] above the takeoff
surface, it shall be possible to reduce the longitudinal and lateral control forces to 45 and 22 N [10 and 5 lbf], respectively, and
the directional control force shall not exceed 222 N [50 lbf] with:Residual Control Forces:
6.4.1 Each multiengine aeroplane shall maintain longitudinal and directional trim, and the lateral control force shall not exceed
22 N [5 lbf] at the speed used in complying with the applicable demonstration required by Specification F3179/F3179M Climb
after Partial Loss of Thrust with:
6.4.1.1 The critical loss of thrust and, if applicable, affected propeller(s) in the minimum drag position;
6.4.1.2 The remaining engines at maximum continuous power;
6.4.1.3 The landing gear retracted;
6.4.1.4 Wing flaps retracted; and
6.4.1.5 An angle of bank of not more than 5°.
6.4.2 The critical loss of thrust and affected propeller(s) Each Level 4 aeroplane for which, in the determination of the takeoff path
in accordance with Specification F3179/F3179M Takeoff Path,in the minimum drag position, the climb in the takeoff configuration
at V extends beyond 122 m [400 ft] above the takeoff surface, it shall be possible to reduce the longitudinal and lateral control
forces to 45 and 22 N [10 and 5 lbf], respectively, and the directional control force shall not exceed 222 N [50 lbf] with:
6.4.2.1 The critical loss of thrust and affected propeller(s) in the minimum drag position,
6.4.2.2 The remaining engine(s) at takeoff power,
6.4.2.3 Landing gear retracted,
6.4.2.4 Wing flaps in the takeoff position(s), and
6.4.2.5 An angle of bank not exceeding 5°.
5.5.2 The remaining engine(s) at takeoff power,
5.5.3 Landing gear retracted,
5.5.4 Wing flaps in the takeoff position(s), and
5.5.5 An angle of bank not exceeding 5°.
7. Stability Requirements
7.1 General—Maximum Speed for Stability Characteristics—TheV /M aeroplane shall show suitable stability may not be less
FC FC
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than a speed midway between V /M and controlV /M “feel” (static stability
...