(i)
From the fully extended position to the most extended gated position;

(ii)
Between intermediate gated positions, if applicable; and

(iii) Fromtheleast extendedgatedpositiontothefully retractedposition.

(4)
Withpowero., .apsandlandinggearretracted and theairplaneasnearly as possible in trim at 1.4 VS1, apply takeo.powerrapidly while maintaining the same airspeed.

(5)
Withpowero.,landinggearand .apsextended,and theairplaneasnearly as possible in trim at 1.4 VREF, obtain and maintain airspeeds between 1.1 VS0 and either1.7 VS0 or VFE, whicheverislower without requiringthe application of two-handed contact forces exceeding those speci.ed in Sec. 23.143(c).

(6)
With maximumtakeo.power,landinggearretracted, .apsinthetakeo.posi-tion, and the airplane as nearly aspossibleintrim at VFE appropriate to the takeo. .apposition,retractthe .apsasrapidly aspossiblewhilemaintaining constant speed.

(c)
Atspeeds above VMO/MMO, and uptothe maximum speed shown underSec.23.251, a maneuvering capability of 1.5g must be demonstrated to provide a margin to recover from upset or inadvertent speed increase.

(d)
Itmustbepossible, with apilot controlforce of not morethan10pounds,to maintain a speed of not more than VFE during apower-o.glide withlandinggearand wing .aps extended, for any weight of the airplane, up to and including the maximum weight.]

(e)
By using normal .ight and power controls, except as otherwise noted in paragraphs (e)(1)and(e)(2) ofthis section,it mustbepossibleto establish a zero rate ofdescent at an attitude suitable for a controlled landing without exceeding the operational and structural limitations of the airplane, as follows :

(1)
For single-engine and multiengine airplanes, without the use of the primary longitudinal control system.

(2)
For multiengine airplanes–

(i)
Without the use of the primary directional control; and

(ii)
If a single failure of any one connecting or transmitting link would a.ect both thelongitudinal anddirectionalprimary control system, without the primary longitudinal and directional control system.

Amdt. 23-50, E.. 03/11/96
′
Elodie Roux. Septembre 2003
Subpart B : Flight
FAR 23.147 : Directional and lateral control.
(a)
[For each multiengine airplane, it must be possible, while holding the wings level within5degrees, to make sudden changesinheading safelyin bothdirections.This ability mustbe shown at1.4 VS1 withheading changes upto15degrees(except that the heading change at which the rudder force corresponds to the limits speci.ed in Sec. 23.143 need not be exceeded), with the–

(1)
Critical engineinoperative anditspropellerinthe minimumdragposition;

(2)
Remaining engines at maximum continuous power;

(3)
Landing gear–

(i)
Retracted, and

(ii)
Extended;

(4)
Flaps retracted.

(b)
For each multiengine airplane, it must be possible to regain full control of the air-plane without exceeding a bank angle of 45 degrees, reaching a dangerous attitude or encountering dangerous characteristics, in the event of a sudden and complete failure of the critical engine, making allowance for a delay of two seconds in the initiation of recovery action appropriate to the situation, with the airplaneinitially in trim, in the following conditions :

(1)
Maximum continuouspower on each engine;

(2)
The wing .aps retracted;

(3)
The landing gear retracted;

(4)
A speed equal to that at which compliance with Sec.23.69(a)hasbeen shown; and

(5)
All propeller controls in the position at which compliance with Sec. 23.69(a) has been shown.

(c)
For all airplanes, it must be shown that the airplane is safely controllable without the use of theprimarylateral control systemin any all-enginecon.guration(s) and at any speed or altitude within the approved operating envelope. It must also be shown that the airplane’s .ight characteristics are not impaired below a level nee-ded topermit continued safe .ight and theability tomaintainattitudessuitablefor a controlled landing without exceeding the operational and structural limitations of the airplane. 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 must be shown with those additional sys-tems also assumed to be inoperative.]
　
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本文鏈接地址：FAA規(guī)章 美國聯(lián)邦航空規(guī)章 Federal Aviation Regulations 1(131)