Eur opean Avi at i on Saf et y Agency Certification Specifications for Large Aeroplanes CS-25 Amendment 6 6 July 2009 CS25C1CONTENTS(generallayout)CS25LARGEAEROPLANESPREAMBLEBOOK1 AIRWORTHINESSCODESUBPARTA GENERALSUBPARTB FLIGHTSUBPARTC STRUCTURESUBPARTD DESIGNANDCONSTRUCTIONSUBPARTE POWERPLANTSUBPARTF EQUIPMENTSUBPARTG OPERATINGLIMITATIONSANDINFORMATIONSUBPARTH ELECTRICALWIRINGINTERCONNECTIONSYSTEMSSUBPARTJ AUXILIARYPOWERUNITINSTALLATIONAPPENDIXAAPPENDIXCAPPENDIXDAPPENDIXFAPPENDIXH INSTRUCTIONSFORCONTINUEDAIRWORTHINESSAPPENDIXI AUTOMATICTAKEOFFTHRUSTCONTROLSYSTEM(ATTCS)APPENDIXJ EMERGENCYDEMONSTRATIONAPPENDIXK INTERACTIONOFSYSTEMSANDSTRUCTUREAPPENDIXLAPPENDIXM FUELTANKFLAMMABILITYREDUCTIONMEANSAPPENDIXN FUELTANKFLAMMABILITYEXPOSUREBOOK2 ACCEPTABLEMEANSOFCOMPLIANCE(AMC)INTRODUCTIONAMCSUBPARTBAMCSUBPARTCAMCSUBPARTDAMCSUBPARTEAMCSUBPARTFAMCSUBPARTGAMCSUBPARTHAMCSUBPARTJAMCAPPENDICESGENERALAMCsAnnex to ED Decision 2009/010/RAmendment 6PREAMBLE CS-25 Amendment 1 Effective: 12/12/2005 The following is a list of paragraphs affected by this amendment. Contents The title of Subpart J is amended (NPA 10/2004) The title of Appendix K is amended (NPA 11/2004) A new reference to Appendix L is added (NPA 11/2004) Book 1 Subpart B CS 25.251 (a) and (b) Amended (NPA 11/2004) Subpart C CS 25.301(b) Amended (NPA 02/005) CS 25.302 Created (NPA 11/2004) CS 25.305 Amended by adding sub-paragraphs (e) and (f) ((NPA 11/2004)) CS 25.307 Amended (NPA 11/2004) CS 25.341 Amended (NPA 11/2004) CS 25.343(b)(1)(ii) Amended (NPA 11/2004) CS 25.345(c)(2) Amended (NPA 11/2004) CS 25.371 Amended (NPA 11/2004) CS 25.373 (a) Amended (NPA 11/2004) CS 25.391 Amended (NPA 11/2004) CS 25.427 Amended by adding sub-paragraph (d) (NPA 11/2004) Subpart D CS 25.613 Amended (NPA 11/2004) CS 25.621 Replaced (NPA 08/2004) CS 25.629 Amended (NPA 11/2004) Subpart E CS 25.901(c) Amended (NPA 13/2004) CS 25.933 (a)(1) Amended (NPA 13/2004) CS 25.981 Replaced (NPA 10/2004) CS 25.1141 (f) Amended (NPA 13/2004) CS 25.1189 Amended (NPA 13/2004) Subpart F Annex to ED Decision 2009/010/RAmendment 6 CS 25.1436(b)(7) Amended to refer to Appendix L (NPA 11/2004) Subpart G CS 25.1517 Amended (NPA 11/2004) CS 25.1522 Deleted. (NPA 10/2004) CS 25.1583(b)(1) Amended by removing reference to CS 25.1522 (NPA 10/2004) Subpart J Sub-part J Replaced entirely (NPA 10/2004) CS 25J1189 Amended by adding reference to AMC 25.1189 (NPA 13/2004 Appendices Appendix K Replaced entirely (NPA 11/2004) Appendix L Old Appendix K renumbered (NPA 11/2004) Book 2 Introduction Amended to reflect changes introduced by Amendment 1. AMC - Subpart C AMC 25.301(b) Amended (sub-paragraph (b) deleted) and renumbered as AMC No 1 to CS 25.301(b) (NPA 02/2005) AMC No.2 to CS 25.301(b) Created (NPA 02/2005) AMC 25.307 Replaced (NPA 11/2004) AMC 25.341 Amended (NPA 11/2004) AMC - Subpart D AMC 25.613 Created (NPA 11/2004) AMC 25.621 Created (NPA 08/2004) AMC 25.621(c) Created (NPA 08/2004) AMC 25.621(c)(1) Created (NPA 08/2004) AMC 25.629 Created (NPA 11/2004) AMC - Subpart E AMC 25.901(c) Created (NPA 13/2004) AMC 25.933 (a)(1) Created (NPA 13/2004) AMC 25.981(a) Created (NPA 10/2004) AMC 25.981(c) Created (NPA 10/2004) AMC 25.1189 Created (NPA 13/2004) AMC- Subpart J Existing AMC to subpart J Deleted entirely (NPA 10/2004) AMC 25J901(c)(2) Created (NPA 10/2004) AMC 25J901(c)(4) Created (NPA 10/2004) AMC 25J943 Created (NPA 10/2004) AMC 25J955(a)(2)(iii) Created (NPA 10/2004) AMC 25J991 Created (NPA 10/2004) Annex to ED Decision 2009/010/RAmendment 6 AMC 25J1041 Created (NPA 10/2004) AMC 25J1093(b) Created (NPA 10/2004) AMC 25J1195(b) Created (NPA 10/2004) CS-25 Amendment 2 Effective: 02/10/2006 The following is a list of paragraphs affected by this amendment. Book 1 Subpart B CS 25.101 (b)(2) Corrected Subpart C CS 25.399 (a)(1) Corrected Subpart D CS 25.735(f)(2) Corrected CS 25.745(c) Corrected Subpart F CS 25.1301(c) Corrected CS 25.1365(a) Corrected CS 25.1423 Corrected CS 1435(b)(2) Corrected Subpart G CS 25.1591 replaced entirely (NPA 14/2004) Appendix F Part II, (a)(3) Corrected Appendix J Introductory sentence Corrected Book 2 AMC - Subpart C AMC 25.335(b)(2), 2 Title corrected AMC 25.415, 2 Title corrected AMC 25.491, 2 Title corrected AMC 25.571(a),(b) and (e), 3.2.2 a Corrected AMC - Subpart D AMC 25.703, 2 Title corrected AMC 25.703, 3 a. Corrected AMC 25.703, 3. b. (2) Corrected AMC 25.703, 5. b. (4) Corrected AMC 25.723, 2 Title corrected Annex to ED Decision 2009/010/RAmendment 6 AMC 25.735, 2. a. Corrected AMC 25.735, 2. b. (ii) Corrected AMC 25.735, 2.b. (vi) Corrected AMC 25.735, 4.a.(1)(e) Corrected AMC 25.785(d) Designation of this AMC corrected AMC - Subpart F AMC 25.1309, 3.a.(3) Corrected AMC 25.1309, 3.a.(4) Corrected AMC 25.1309, 3.b.(2) Corrected AMC 25.1309, section 7 heading Corrected AMC 25.1322, 2 Title corrected AMC 25.1322, 2.1 Corrected AMC 25.1435, 2.(b) Corrected AMC 25.1457 Corrected AMC - Subpart G AMC 25.1581, 6. (b) (6) (i) Corrected AMC 25.1581, APPX 1, 6. b. (1) Corrected AMC 25.1583(k), a. and b. Cross-references to CS 25.1591 amended (NPA 4/2004) AMC 25.1591 Created (NPA 14/2004) GENERAL AMC AMC 25-11, 3 Title corrected AMC 25-11, 3 a. Corrected AMC 25-11, 3 b. Corrected AMC 25-11, 3 d. (1) Corrected AMC 25-11, 4 a. (1) Corrected AMC 25-11, 4 a. (2) Corrected AMC 25-11, 4 b. (2) (ii) Corrected AMC 25-11, 7 b. (1) ) Corrected AMC 25-13, 2 Title corrected AMC 25-19, 2 Title corrected AMC 25-19, 3 b. Corrected AMC 25-19, section 6 intro Corrected AMC 25-19, section 7 intro and a. Corrected AMC 25-19, section 8 intro Corrected CS-25 Amendment 3 Effective: 19/09/2007 The following is a list of paragraphs affected by this amendment. Book 1 Subpart B CS 25.21(g) Created (NPA 16/2004) CS 25.103(b)(3) Amended (NPA 16/2004) CS 25.105(a) Amended (NPA 16/2004) Annex to ED Decision 2009/010/RAmendment 6 CS 25.107(c)(3) Amended (NPA 16/2004) CS 25.107(g)(2) Amended (NPA 16/2004) CS 25.107(h) Created (NPA 16/2004) CS 25.111(c)(3)(iii) Amended (NPA 16/2004) CS 25.111(c)(4) Amended (NPA 16/2004) CS 25.111(c)(5) Amended (NPA 16/2004) CS 25.119 Amended (NPA 16/2004) CS 25.119(a) Amended (NPA 16/2004) CS 25.119(b) Amended (NPA 16/2004) CS 25.121(b) Amended (NPA 16/2004) CS 25.121(c) Amended (NPA 16/2004) CS 25.121(d) Amended (NPA 16/2004) CS 25.123(a) Amended (NPA 16/2004) CS 25.123(b) Amended (NPA 16/2004) CS 25.125(a) Amended (NPA 16/2004) CS 25.125(b) Redesignated as CS 25.125(c) (NPA 16/2004) CS 25.125(b) Created (NPA 16/2004) CS 25.125(c) Redesignated as CS 25.125(d) (NPA 16/2004) CS 25.125(d) Redesignated as CS 25.125(e) (NPA 16/2004) CS 25.125(e) Redesignated as CS 25.125(f) (NPA 16/2004) CS 25.125(f) Redesignated as CS 25.125(g) (NPA 16/2004) CS 25.143(c) Amended and redesignated as CS 25.143(d) (NPA6/2004) CS 25.143(c) Created (NPA 16/2004) CS 25.143(d) Amended and redesignated as CS 25.143(e) (NPA16/2004) CS 25.143(e) Amended and redesignated as CS 25.143(f) (NPA 16/2004) CS 25.143(f) Amended and redesignated as CS 25.143(g) (NPA 6/2004) CS 25.143(g) Redesignated as CS 25.143(h) (NPA 16/2004) CS 25.143(i) Created (NPA 16/2004) CS 25.143(j) Created (NPA 16/2004) CS 25.207(b) Amended (NPA 16/2004) CS 25.207(e) Amended and Redesignated as CS 25.207(f) (NPA 6/2004) CS 25.207(e) Created CS 25.207(f) Amended and Redesignated as CS 25.207(g) (NPA 16/2004) CS 25.207(h) Created (NPA 16/2004) CS 25.237(a) Amended (NPA 16/2004) CS 25.253(b) Amended (NPA 16/2004) CS 25.253(c) Created (NPA 16/2004) Subpart C CS 25.405(b) Formula corrected Subpart D CS 25.721 Amended (NPA 21/2005) CS 25.773(b)(1)(ii) Amended ((NPA 16/2004) CS 25.811(g) Amended (NPA 04/2006) Annex to ED Decision 2009/010/RAmendment 6 CS 25.812 Amended (NPA 04/2006) CS 25.855(c) Amended (NPA 04/2006) CS 25.857(d) Deleted (NPA 04/2006) CS 25.858 Amended (NPA 04/2006) Subpart E CS 25.901(b)(1)(ii) Corrected CS 25.905 Corrected CS 25.907 Corrected CS 25.941(c) Amended (NPA 16/2004) CS 25.963 Amended (NPA 21/2005) CS 25.994 Amended (NPA 21/2005) Subpart F CS 25.1302 Created (NPA 15/2004) CS 25.1419 Amended (NPA 16/2004) Subpart J CS 25J994 Amended (NPA 21/2005) Appendix C Appendix C Introduction of Part I Title (NPA 16/2004) Part I paragraph (c) Created (NPA 16/2004) Part II Created (NPA 16/2004) Book 2 AMC - Subpart B AMC 25.21(g) Created (NPA 16/2004) AMC 25.119(a) Amended and redesignated as AMC 25.119 (NPA 16/2004) AMC 25.121(b)(1) Redesignated as AMC 25.121(b)(1) (i) (NPA 16/2004) AMC 25.125(a)(3) Redesignated as AMC 25.125(b)(3) (NPA 16/2004) AMC 25.125(b) Redesignated as AMC 25.125(c) (NPA 16/2004) AMC 25.125(b)(2) Amended and redesignated as AMC 25.125(c)(2)(NPA 16/2004) AMC 25.143(c) Amended and redesignated as AMC 25.143(d) (NPA 16/2004) AMC No.1 to 25.143(f) Redesignated as AMC No.1 to 25.143(g) (NPA 16/2004) AMC No.2 to 25.143(f) Amended and redesignated as AMC No.2 to 25.143(g) (NPA 16/2004) AMC 25.143(g) Amended and redesignated as AMC 25.143(h) (NPA 16/2004) AMC - Subpart D AMC 25.812(b)(1) Created (NPA 04/2006) AMC 25.812(b)(2) Created (NPA 04/2006) AMC 25.812(e)(2) Created (NPA 04/2006) Annex to ED Decision 2009/010/RAmendment 6 AMC - Subpart E AMC 25.963(d) Replaced (NPA 21/2005) AMC 25.963(e) Created (NPA 21/2005) AMC 25.963(g) Revoked (NPA 21/2005) AMC - Subpart F AMC 25.1302 Created (NPA 15/2004) AMC 25.1329 Cross-references amended (NPA 16/2004) AMC 25.1360(a) Title corrected AMC 25.1360(b) Title corrected CS-25 Amendment 4 Effective: 27/12/2007 The following is a list of paragraphs affected by this amendment. Book 1 Subpart D CS 25.729 Amended (NPA 02/2006) CS 25.773 Amended (NPA 02/2006) CS 25.783 Amended (NPA 02/2006) CS 25.807 Amended (NPA 02/2006) CS 25.809 Amended (NPA 02/2006) CS 25.810 Amended (NPA 02/2006) CS 25.820 Created (NPA 02/2006) CS 25.851 Amended (NPA 02/2006) Subpart F CS 25.1329 Replaced entirely (NPA 18/2006) CS 25.1335 Deleted (NPA 18/2006) CS 25.1439 Amended (NPA 02/2006) CS 25.1453 Amended (NPA 02/2006) Appendix F Part II paragraph (f)4 Corrected (NPA 18/2006) Book 2 AMC - Subpart D AMC 25.729 Created (NPA 02/2006) AMC 25.773 Created (NPA 02/2006) AMC 25.773(b)(1)(ii) Deleted (NPA 02/2006) AMC 25.783 Created (NPA 02/2006) AMC 25.851(b) Created (NPA 02/2006) AMC - Subpart F AMC 25.1309 (4) Corrected AMC 25.1329 Replaced by AMC Nos 1 and 2 to CS 25.1329 AMC No. 1 to CS 25.1329 Created (NPA 18/2006) Annex to ED Decision 2009/010/RAmendment 6 AMC No. 2 to CS 25.1329 Created (NPA 18/2006) AMC 25.1439(b)(5) Deleted (NPA 02/2006) AMC 25.1453 Deleted (NPA 02/2006) CS-25 Amendment 5 Effective: 05/09/2008 The following is a list of paragraphs affected by this amendment. Book 1 Subpart D CS 25.611 Amended (NPA 2007-01) CS 25.807 Corrected CS 25.812 Corrected CS 25.855 Amended (NPA 2007-01) CS 25.869 Amended (NPA 2007-01) Subpart E CS 25.991 Corrected CS 25.1203 Amended (NPA 2007-01) Subpart F CS 25.1301 Amended (NPA 2007-01) CS 25.1309 Amended (NPA 2007-01) CS 25.1353 Amended (NPA 2007-01) CS 25.1357 Amended (NPA 2007-01) CS 25.1411 Corrected Subpart H CS 25.1701 Created (NPA 2007-01) CS 25.1703 Created (NPA 2007-01) CS 25.1705 Created (NPA 2007-01) CS 25.1707 Created (NPA 2007-01) CS 25.1709 Created (NPA 2007-01) CS 25.1711 Created (NPA 2007-01) CS 25.1713 Created (NPA 2007-01) CS 25.1715 Created (NPA 2007-01) CS 25.1717 Created (NPA 2007-01) CS 25.1719 Created (NPA 2007-01) CS 25.1721 Created (NPA 2007-01) CS 25.1723 Created (NPA 2007-01) CS 25.1725 Created (NPA 2007-01) CS 25.1727 Created (NPA 2007-01) CS 25.1729 Created (NPA 2007-01) CS 25.1731 Created (NPA 2007-01) Subpart J CS 25J991 Corrected Appendix H Annex to ED Decision 2009/010/RAmendment 6 H25.1 Amended (NPA 2007-01) H25.4 Amended (NPA 2007-01) H25.5 Created (NPA 2007-01) Book 2 AMC - Subpart E AMC 25.951(d) Deleted (Correction) AMC - Subpart F AMC 25.1301(a)(2) Created (NPA 2007-01) AMC 25.1301(b) Replaced by AMC 25.1301(a)(2) (NPA 2007-01) AMC 25.1357(f) Created (NPA 2007-01) AMC - Subpart H AMC 25 Subpart H Created (NPA 2007-01) AMC 25.1701 Created (NPA 2007-01) AMC 25.1703 Created (NPA 2007-01) AMC 25.1707 Created (NPA 2007-01) AMC 25.1709 Created (NPA 2007-01) AMC 25.1711 Created (NPA 2007-01) AMC 25.1713 Created (NPA 2007-01) AMC 25.1715 Created (NPA 2007-01) AMC 25.1717 Created (NPA 2007-01) AMC 25.1719 Created (NPA 2007-01) AMC 25.1721 Created (NPA 2007-01) AMC 25.1723 Created (NPA 2007-01) AMC - Appendices AMC to Appendix H, H25.4(a)(3) Created (NPA 2007-01) AMC to Appendix H, H25.5 Created (NPA 2007-01) CS-25 Amendment 6 Effective: 06/07/2009 The following is a list of paragraphs affected by this amendment. Book 1 Subpart B CS 25.21 Amended (NPA 2008-05) Subpart D CS 25.807 (h) (3) Corrected (editorial) CS 25.856 Created (NPA 2008-13) Subpart E CS 25.981(b) Amended (NPA 2008-19) Annex to ED Decision 2009/010/RAmendment 6CS- 25 P-10 CS 25.981(c) Deleted (NPA 2008-19) Subpart F CS 25.1309 Corrected (editorial) Appendices Appendix F Part I paragraph (a) (1) (ii) Amended (NPA 2008-13) Part I paragraph (a) (2) (i) Amended (NPA 2008-13) Part VI Created (NPA 2008-13) Part VII Created (NPA 2008-13) Appendix M Created (NPA 2008-19) Appendix N Created (NPA 2008-19) Book 2 Subpart B AMC 25.21(g) Corrected Subpart D AMC 25.629 Corrected (editorial) AMC 25.783 Corrected (editorial) AMC 25.807 Corrected (editorial) AMC 25.856 (a) Created (NPA 2008-13) AMC 25.856 (b) Created (NPA 2008-13) Subpart E AMC 25.981(b) Created (NPA 2008-19) AMC 25.981(c) Deleted (NPA 2008-19) Appendices AMC to Appendix N Created (NPA 2008-19) Annex to ED Decision 2009/010/RAmendment 6CS25 BOOK 1 1-0-1 EASA Certification Specifications for Large Aeroplanes CS-25 Book 1 Airworthiness Code Annex to ED Decision 2009/010/RAmendment 6CS25 BOOK 1 1A1 CS 25.1 Applicability (a) This Airworthiness Code is applicable to turbine powered Large Aeroplanes. SUBPART A GENERAL Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B1GENERALCS25.20 Scope(a) TherequirementsofthisSubpartBapplytoaeroplanespoweredwithturbineengines(1) Without contingency thrust ratings,and(2) For which itisassumed that thrust isnot increased following engine failure duringtakeoffexceptasspecifiedinsubparagraph(c).(b) In the absence of an appropriateinvestigation of operational implications theserequirementsdonotnecessarilycover(1) Automaticlandings.(2) Approaches and landings withdecisionheightsoflessthan60m(200ft).(3) Operations on unprepared runwaysurfaces.(c) If the aeroplane isequipped with an enginecontrolsystemthatautomaticallyresetsthepowerorthrust on the operating engine(s) when any enginefails during takeoff, additional requirementspertaining to aeroplane performance and limitationsand the functioning and reliability of the system,containedinAppendixI,mustbecompliedwith.CS25.21 Proofofcompliance(a) Each requirement of this Subpart must bemet at each appropriate combination of weight andcentre of gravity within the range of loadingconditions for which certification is requested. Thismustbeshown (1) Bytestsuponanaeroplaneofthetypefor which certification is requested, or bycalculations based on, and equal in accuracy to,theresultsoftestingand(2) By systematic investigation of eachprobable combination of weight and centre ofgravity, if compliance cannot be reasonablyinferredfromcombinationsinvestigated.(b) Reserved(c) The controllability, stability, trim, andstalling characteristics of the aeroplane must beshownforeachaltitudeuptothemaximumexpectedinoperation.(d) Parameters critical for the test beingconducted,suchasweight,loading(centreofgravityand inertia), airspeed, power, and wind, must bemaintained within acceptable tolerances of thecriticalvaluesduringflighttesting.(e) If compliance with the flightcharacteristicsrequirements is dependent upon a stabilityaugmentation system or uponanyotherautomaticorpoweroperated system, compliance must be shownwithCS25.671and25.672.(f) In meeting the requirements of CS25.105(d), 25.125, 25.233 and 25.237, the windvelocity must be measured at a height of 10metresabove the surface, or corrected for the differencebetween the height at which the wind velocity ismeasuredandthe10metreheight.(g) The requirements of this subpart associatedwith icing conditions apply only if the applicant isseekingcertificationforflightinicingconditions.(1) Each requirement of this subpart,exceptCS25.121(a),25.123(c),25.143(b)(1)and(b)(2), 25.149, 25.201(c)(2), ,and 25.251(b)through (e), must be met in icing conditions. CS25.207(c) and (d) must be met in the landingconfiguration in icing conditions but need not bemetforotherconfigurations. Compliancemustbeshown using the ice accretions defined inAppendix C, assuming normal operation of theaeroplane and its ice protection system inaccordance with the operating limitations andoperating procedures established by the applicantandprovidedintheAeroplaneFlightManual.(2) No changes in the load distributionlimits of CS 25.23,theweightlimitsofCS25.25(except where limited by performancerequirements of this subpart), and the centre ofgravity limits of CS 25.27, from those for nonicing conditions, are allowed for flight in icingconditionsorwithiceaccretion.[Amdt.No.:25/3][Amdt.No.:25/6]CS25.23 Loaddistributionlimits(a) Ranges of weights and centres of gravitywithin which the aeroplane may be safely operatedmust be established. If a weight and centre ofgravity combination is allowable only within certainload distribution limits (such as spanwise) thatcouldbeinadvertentlyexceeded,theselimitsandthecorresponding weight and centre of gravitycombinationsmustbeestablished.(b) The load distribution limits may notexceed(1) TheselectedlimitsSUBPARTBFLIGHTAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B2(2) The limits at which the structure isprovenor(3) The limits at which compliance witheachapplicableflightrequirementofthisSubpartisshown.CS25.25 WeightLimits(a) Maximum weights. Maximum weightscorresponding to the aeroplane operating conditions(such as ramp, ground taxi, takeoff, enroute andlanding) environmental conditions (such as altitudeand temperature), and loading conditions (such aszero fuel weight, centre of gravity position andweightdistribution)mustbeestablishedsothattheyarenotmorethan(1) The highest weight selected by theapplicantfortheparticularconditionsor(2) The highest weight at whichcompliance with each applicable structuralloadingandflightrequirementisshown.(3) The highest weight at whichcompliance is shown with the noise certificationrequirements.(b) Minimum weight. The minimum weight(the lowest weight at which compliance with eachapplicable requirement of this CS25 is shown)mustbeestablishedsothatitisnotlessthan(1) The lowest weight selected by theapplicant(2) The design minimum weight (thelowest weight at which compliance with eachstructural loading condition of this CS25 isshown)or(3) The lowest weight at whichcompliance with each applicable flightrequirementisshown.CS25.27 CentreofgravitylimitsThe extreme forward and the extreme aft centre ofgravity limitations must be established for eachpracticably separable operating condition. No suchlimitmayliebeyond(a) Theextremesselectedbytheapplicant(b) The extremes within which the structure isprovenor(c) The extremes within which compliancewitheachapplicableflightrequirementisshown.CS25.29 Empty weight and correspondingcentreofgravity(a) The emptyweightandcorrespondingcentreof gravity must be determined by weighing theaeroplanewith(1) Fixedballast(2) Unusable fuel determined under CS25.959and(3) Fulloperatingfluids,including(i) Oil(ii) Hydraulicfluidand(iii) Otherfluidsrequiredfornormaloperation of aeroplane systems, exceptpotable water, lavatory precharge water,and fluids intended for injection in theengine.(b) The condition of the aeroplane at the timeof determining empty weight must be one that iswelldefinedandcanbeeasilyrepeated.CS25.31 RemovableballastRemovable ballast may be used in showingcompliance with the flight requirements of thisSubpart.CS25.33 Propeller speed and pitchlimits(a) The propeller speed and pitch must belimitedtovaluesthatwillensure(1) Safe operation under normaloperatingconditionsand(2) Compliance with the performancerequirementsinCS25.101to25.125.(b) There must be a propeller speed limitingmeans at the governor. It must limit the maximumpossible governed engine speed to a value notexceedingthemaximumallowablerpm.(c) The means used to limit the low pitchposition of the propeller blades must be set so thatthe engine does not exceed 103% of the maximumallowable engine rpm or 99% of an approvedmaximumoverspeed,whicheverisgreater,with(1) The propeller blades at the low pitchlimitandgovernorinoperative(2) The aeroplane stationary understandard atmospheric conditions with no windandAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B3(3) The engines operating at themaximum takeoff torque limit for turbopropellerenginepoweredaeroplanes.PERFORMANCECS25.101 General(SeeAMC25.101)(a) Unless otherwise prescribed, aeroplanesmust meet the applicable performance requirementsof this Subpart for ambient atmospheric conditionsandstillair.(b) The performance, as affected by enginepower or thrust, must be based on the followingrelativehumidities:(1) 80%, at and below standardtemperaturesand(2) 34%, at and above standardtemperaturesplus28C(50F).Betweenthesetwotemperatures,therelativehumiditymustvarylinearly.(c) The performance must correspond to thepropulsive thrust available under the particularambientatmospheric conditions,theparticularflightcondition,andtherelativehumidityspecifiedinsubparagraph (b) of this paragraph. The availablepropulsive thrust must correspond to engine poweror thrust, not exceeding the approved power orthrust,less(1) Installationlossesand(2) The power or equivalent thrustabsorbed by the accessories and servicesappropriate to the particular ambientatmosphericconditions and the particular flight condition.(SeeAMCsNo1andNo2toCS25.101(c).)(d) Unless otherwise prescribed, the applicantmust select the takeoff, enroute, approach, andlandingconfigurationfortheaeroplane.(e) Theaeroplaneconfigurationsmayvarywithweight, altitude, and temperature, to the extent theyare compatible with the operating proceduresrequiredbysubparagraph(f)ofthisparagraph.(f) Unless otherwise prescribed, indetermining the acceleratestop distances, takeoffflight paths, takeoff distances, and landingdistances, changes in the aeroplanes configuration,speed, power, and thrust, must be made inaccordance with procedures established by theapplicantforoperationinservice.(g) Procedures for the execution of balkedlandings and missed approachesassociated with theconditions prescribed in CS 25.119 and 25.121(d)mustbeestablished.(h) The procedures established under subparagraphs(f)and(g)ofthisparagraphmust(1) Be able to be consistentlyexecutedinservicebycrewsofaverageskill,(2) Use methods or devices that are safeandreliable,and(3) Includeallowanceforanytimedelaysin the execution of the procedures, that mayreasonably be expected in service. (See AMC25.101(h)(3).)(i) The acceleratestop and landing distancesprescribed in CS 25.109 and 25.125, respectively,must be determined with all the aeroplane wheelbrake assemblies at the fully worn limit of theirallowablewearrange.(SeeAMC25.101(i).)[Amdt.No.:25/2]CS25.103 Stallspeed(a) ThereferencestallspeedVSRisacalibratedairspeed defined by the applicant. VSRmay not belessthana1gstallspeed.VSRisexpressedas:zwCLMAXSRnVV whereVCLMAX=Calibratedairspeedobtainedwhentheloadfactorcorrectedliftcoefficient qSW nzwisfirstamaximumduringthemanoeuvreprescribedinsubparagraph(c)ofthisparagraph.Inaddition,whenthemanoeuvreislimitedbyadevicethatabruptlypushesthenosedownataselectedangleofattack(e.g.astickpusher),VCLMAXmaynotbelessthanthespeedexistingattheinstantthedeviceoperatesnzw=LoadfactornormaltotheflightpathatVCLMAXW =AeroplanegrossweightS =Aerodynamicreferencewingareaandq =Dynamicpressure.(b) VCLMAXisdeterminedwith:(1) Engines idling, or, if that resultantthrust causes an appreciable decrease in stallspeed, not more than zero thrust at the stallspeedAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B4(2) Propellerpitchcontrols(ifapplicable)inthetakeoffposition(3) The aeroplane in other respects (suchas flaps, landing gear, and ice accretions) in thecondition existing in the test or performancestandardinwhichVSRisbeingused(4) The weight used when VSRis beingused as a factor to determine compliance with arequiredperformancestandard(5) The centre of gravity position thatresults in the highest value of reference stallspeedand(6) The aeroplane trimmed for straightflightataspeedselectedbytheapplicant,butnotlessthan1.13VSRandnotgreaterthan1.3VSR.(c) Starting from the stabilised trim condition,apply the longitudinal control to decelerate theaeroplane so that the speed reduction does notexceed 0.5 m/s2(one knot per second). (See AMC25.103(b)and(c)).(d) In addition to the requirements of subparagraph (a) of this paragraph, when a device thatabruptlypushesthenosedownataselectedangleofattack(e.g.astickpusher) is installed,thereferencestall speed, VSR, may not be less than 3,7 km/h (2kt) or 2%, whichever is greater, above the speed atwhichthedeviceoperates.[Amdt.No.:25/3]CS25.105 Takeoff(a) The takeoff speeds prescribed by CS25.107, the acceleratestop distance prescribed byCS 25.109, the takeoff path prescribed by CS25.111, the takeoff distance and takeoff runprescribed by CS 25.113, and the net takeoff flightpath prescribed by CS 25.115, must be determinedin the selected configuration for takeoff at eachweight, altitude,andambienttemperaturewithintheoperationallimitsselectedbytheapplicant(1) Innonicingconditionsand(2) In icing conditions, if in theconfiguration of CS 25.121(b) with the TakeoffIceaccretiondefinedinAppendixC:(i) The stall speed at maximumtakeoff weight exceeds that in nonicingconditions by more than the greater of 5.6km/h(3knots)CASor3%ofVSRor(ii) The degradation of the gradientof climb determined in accordance with CS25.121(b) is greater than onehalf of theapplicable actualtonet takeoff flight pathgradientreductiondefinedinCS25.115(b).(b) No takeoff made to determine the datarequired by this paragraph may require exceptionalpilotingskilloralertness.(c)Thetakeoffdatamustbebasedon:(1) Smooth, dry and wet, hardsurfacedrunwaysand(2) At the option of the applicant,grooved or porous friction course wet, hardsurfacedrunways.(d) The takeoff data must include, within theestablished operational limits of the aeroplane, thefollowingoperationalcorrectionfactors:(1) Not more than 50% of nominal windcomponents along the takeoff path opposite tothe direction of takeoff, and not less than 150%of nominal wind components along the takeoffpathinthedirectionoftakeoff.(2) Effectiverunwaygradients.[Amdt.No.:25/3]CS25.107 Takeoffspeeds(a) V1must be established in relation toVEFasfollows:(1) VEFis the calibrated airspeed atwhich the critical engine is assumed to fail. VEFmust be selected bytheapplicant,butmaynotbelessthanVMCGdeterminedunderCS25.149(e).Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B5(2) V1, in terms ofcalibrated airspeed, isselectedbytheapplicanthowever,V1maynotbeless than VEFplus the speed gained with thecritical engine inoperative during the timeinterval between the instant at which the criticalengineisfailed,andtheinstantatwhichthepilotrecognises and reacts to the engine failure, asindicated by the pilots initiation of the firstaction (e.g. applying brakes, reducing thrust,deploying speed brakes) to stop the aeroplaneduringacceleratestoptests.(b) V2MIN, in terms of calibrated airspeed, maynotbelessthan(1) 113VSRfor(i) Twoengined and threeenginedturbopropellerpoweredaeroplanesand(ii) Turbojet powered aeroplaneswithout provisions for obtaining asignificant reduction in the oneengineinoperativepoweronstallspeed(2) 108VSRfor(i) Turbopropeller poweredaeroplanes with more than three enginesand(ii) Turbojet powered aeroplaneswith provisions for obtaining a significantreduction in the oneengineinoperativepoweronstallspeed:and(3) 110 times VMCestablished under CS25.149.(c) V2, intermsof calibratedairspeed, must beselected by the applicant to provide at least thegradient ofclimbrequired byCS 25.121(b) but maynotbelessthan(1) V2MIN(2) VRplus the speed increment attained(in accordance with CS 25.111(c)(2)) beforereaching a height of 11 m (35ft) above the takeoffsurfaceand(3) A speed that provides themanoeuvring capability specified in CS25.143(h).(d) VMUis the calibratedairspeed at and abovewhich the aeroplane can safely lift off the ground,and continue the takeoff. VMUspeeds must beselected by the applicant throughout the range ofthrusttoweight ratios to be certificated. Thesespeedsmaybe established fromfreeairdataifthesedataareverifiedbygroundtakeofftests.(SeeAMC25.107(d).)(e) VR, in terms of calibrated air speed, mustbeselectedinaccordancewiththeconditionsofsubparagraphs(1)to(4)ofthisparagraph:(1) VRmaynotbelessthan(i) V1(ii) 105%ofVMC(iii) The speed (determined inaccordance with CS 25.111(c)(2)) thatallowsreaching V2beforereachingaheightof 11 m (35 ft) above the takeoff surfaceor(iv) A speedthat,iftheaeroplaneisrotated at its maximum practicable rate,willresultinaVLOFofnotlessthan(A) 110% of VMUin the allenginesoperating condition,and 105% of VMUdeterminedat the thrusttoweight ratiocorresponding to the oneengineinoperative conditionor(B) If the VMUattitude is limitedby the geometry of theaeroplane (i.e., tail contactwith the runway), 108% ofVMUin the allenginesoperatingconditionand104%of VMUdetermined at thethrusttoweight ratiocorresponding to the oneengineinoperative condition.(SeeAMC25.107(e)(1)(iv).)(2) For any given set of conditions (suchas weight, configuration, and temperature), asingle value of VR, obtained in accordance withthis paragraph, must be usedtoshowcompliancewith both the oneengineinoperative and the allenginesoperatingtakeoffprovisions.(3) Itmustbeshownthattheoneengineinoperative takeoff distance, using a rotationspeed of 9.3 km/h (5 knots) less than VRestablished in accordance with subparagraphs(e)(1) and (2) of this paragraph, does not exceedthecorrespondingoneengineinoperativetakeoffdistance using the established VR. The takeoffdistances must be determined in accordance withCS25.113(a)(1).(SeeAMC25.107(e)(3).)(4) Reasonably expected variations inservice from the established takeoff proceduresfor the operation of the aeroplane (such as overrotation of the aeroplane and outoftrimconditions) may not result in unsafe flightcharacteristics or in marked increases in theAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B6scheduled takeoff distances established inaccordance with CS 25.113(a). (See AMC No. 1toCS25.107(e)(4)andAMCNo.2toCS25.107(e)(4).)(f) VLOFisthe calibratedairspeed at whichtheaeroplanefirstbecomesairborne.(g) VFTO, in terms of calibrated airspeed, mustbe selected by the applicant to provide at least thegradientofclimbrequiredbyCS25.121(c),butmaynotlessthan(1) 1.18VSRand(2) A speed that provides themanoeuvring capability specified inCS25.143(h).(h) In determining the takeoff speeds V1, VR,and V2for flight in icing conditions, the values ofVMCG, VMC, and VMUdetermined for nonicingconditionsmaybeused.[Amdt.No.:25/3]CS25.109 Acceleratestopdistance(a) (See AMC 25.109(a) and (b).) Theacceleratestop distance on a dry runway is thegreaterofthefollowingdistances:(1)Thesumofthedistancesnecessaryto(i) Accelerate the aeroplane from astanding start with all engines operating toVEFfortakeofffromadryrunway(ii) Allow the aeroplane toaccelerate from VEFto the highest speedreached during the rejected takeoff,assuming the critical engine fails at VEFand the pilot takes the first action to rejectthetakeoffattheV1fortakeofffromadryrunwayand(iii) Come to a full stop on a dryrunway from the speed reached asprescribed in subparagraph (a)(1)(ii) ofthisparagraphplus(iv) A distance equivalent to2seconds at the V1for takeoff from a dryrunway.(2)Thesumofthedistancesnecessaryto(i) Accelerate the aeroplane from astanding start with all engines operating tothe highest speed reached during therejected takeoff, assuming the pilot takesthe first action to reject the takeoff at theV1fortakeofffromadryrunwayand(ii) With all engines stilloperating,come to a full stop on a dry runway fromthe speed reached as prescribed in subparagraph(a)(2)(i)ofthisparagraphplus(iii) A distance equivalent to2seconds at the V1for takeoff from a dryrunway.(b) (See AMC 25.109(a) and (b).) Theacceleratestop distance on a wet runway is thegreaterofthefollowingdistances:(1) The acceleratestop distance on a dryrunway determined in accordance with subparagraph(a)ofthisparagraphor(2) The acceleratestop distancedetermined in accordance with subparagraph(a)of this paragraph, except that the runway is wetand the corresponding wet runway values of VEFand V1are used. In determining the wet runwayacceleratestop distance, the stopping force fromthewheelbrakesmayneverexceed:(i) The wheel brakes stoppingforce determined in meeting therequirements of CS 25.101(i) and subparagraph(a)ofthisparagraphand(ii) Theforceresultingfromthewetrunway braking coefficient of frictiondetermined in accordance with subparagraphs (c) or (d) of this paragraph, asapplicable, taking into account thedistribution of the normal load betweenbraked and unbraked wheels at the mostadverse centre of gravity position approvedfortakeoff.(c) The wet runway braking coefficient offriction for a smooth wet runway is defined as acurve of friction coefficient versusgroundspeedandmustbecomputedasfollows:(1) The maximum tyretoground wetrunway braking coefficient of friction is definedas(seeFigure1):where:Tyre Pressure = maximum aeroplane operatingtyrepressure(psi) mt/gMAX= maximum tyretoground brakingcoefficientV=aeroplanetruegroundspeed(knots)andLinearinterpolationmaybeusedfortyrepressuresotherthanthoselisted.Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B7(2) (See AMC 25.109(c)(2) Themaximum tyretoground wet runway brakingcoefficient of friction must be adjusted to takeintoaccounttheefficiencyoftheantiskidsystemon a wet runway. Antiskid system operationmust be demonstrated by flight testing on asmooth wet runway and its efficiency must bedetermined. Unless a specific antiskid systemefficiency is determined from a quantitativeanalysis of the flight testing on a smooth wetrunway,themaximumtyretogroundwetrunwaybraking coefficient of friction determined in subparagraph (c)(1) of this paragraph must bemultipliedbythe efficiencyvalueassociatedwiththe type of antiskid system installed on theaeroplane:Typeofantiskidsystem EfficiencyvalueOnoff 030Quasimodulating 050Fullymodulating 080(d) At the optionofthe applicant, a higher wetrunway braking coefficient of friction may be usedfor runway surfaces that have been grooved ortreated with a porous friction course material. Forgroovedandporousfrictioncourserunways,(1) 70% of the dry runway brakingcoefficient of friction used to determine the dryrunwayacceleratestopdistanceor(2) (See AMC 25.109(d)(2).) The wetrunway braking coefficient of friction defined insubparagraph (c) ofthisparagraph,exceptthataspecific antiskid efficiency, if determined, isappropriate for a grooved or porous frictioncourse wet runway and the maximum tyretoground wet runway braking coefficient of frictionisdefinedas(seeFigure2):where:Tyre Pressure = maximum aeroplane operatingtyrepressure(psi) mt/gMAX= maximum tyretoground brakingcoefficientV=aeroplanetruegroundspeed(knots)andLinear interpolation may be used for tyre pressuresotherthanthoselisted.TyrePressure(psi) MaximumBrakingCoefficient(tyretoground)50 ( ) ( ) ( ) mt /gMAX = - + - + 0 03501000 3061000 8511000 8833 2V V V100 ( ) ( ) ( ) mt /gMAX = - + - + 0 04371000 3201000 8051000 8043 2V V V200 ( ) ( ) ( ) mt /gMAX = - + - + 0 03311000 2521000 6581000 6923 2V V V300 ( ) ( ) ( ) mt /gMAX = - + - + 0 04011000 2631000 6111000 6143 2V V VFigure1TyrePressure(psi) MaximumBrakingCoefficient(tyretoground)50 ( ) ( ) ( ) ( ) ( ) mt /gMAX = - + - + + 0 1471001 051002 6731002 6831000 4031000 8595 4 3 2V V V V V100 ( ) ( ) ( ) ( ) ( ) mt /gMAX = - + - + + 0 11061000 8131002 131002 201000 3171000 8075 4 3 2V V V V V200 ( ) ( ) ( ) ( ) ( ) mt /gMAX = - + - + + 0 04981000 3981001 141001 2851000 1401000 7015 4 3 2V V V V V.300 ( ) ( ) ( ) ( ) ( ) mt /gMAX = - + - - + 0 03141000 2471000 7031000 7791000 009541000 6145 4 3 2V V V V VFigure2Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B8(e) Except as provided in subparagraph (f)(1)of this paragraph, means other than wheel brakesmay be used to determine the acceleratestopdistanceifthatmeans(1) Issafeandreliable(2) Is used so that consistent results canbe expected under normal operating conditionsand(3) Is such that exceptional skill is notrequiredtocontroltheaeroplane.(f) Theeffectsofavailablereversethrust(1) Mustnotbeincludedasanadditionalmeans of deceleration when determining theacceleratestopdistanceonadryrunwayand(2) May be included as an additionalmeans of deceleration using recommendedreverse thrust procedures when determining theacceleratestop distance on a wet runway,providedtherequirementsofsubparagraph(e)ofthisparagrapharemet.(SeeAMC25.109(f).)(g) The landing gear must remain extendedthroughouttheacceleratestopdistance.(h) If the acceleratestop distance includes astopway with surface characteristics substantiallydifferent from those of the runway, the takeoff datamust include operational correction factors for theacceleratestop distance. The correction factors mustaccount for the particular surface characteristics ofthe stopway and the variations in thesecharacteristics with seasonal weather conditions(such as temperature, rain,snowand ice) within theestablishedoperationallimits.(i) Aflighttestdemonstrationofthemaximumbrake kinetic energy acceleratestop distance mustbe conducted with not more than 10% of theallowablebrakewearrangeremainingoneachoftheaeroplanewheelbrakes.CS25.111 Takeoffpath(SeeAMC25.111)(a) The takeoff path extends from a standingstarttoapointinthetakeoffatwhichtheaeroplaneis 457 m (1500 ft) above the takeoff surface, or atwhichthetransitionfromthetakeofftotheenrouteconfiguration is completed and VFTOis reached,whicheverpointishigher.Inaddition(1) The takeoff path must be based ontheproceduresprescribedinCS25.101(f)(2) The aeroplane mustbe accelerated onthe ground to VEF, at which point the criticalengine must be made inoperative and remaininoperativefortherestofthetakeoffand(3) After reaching VEF, the aeroplanemustbeacceleratedtoV2.(b) During the acceleration to speed V2, thenose gear may be raised off the ground at a speednot less than VR. However, landing gear retractionmay not be begun until the aeroplane is airborne.(SeeAMC25.111(b).)(c) During the takeoff path determination inaccordance with subparagraphs (a) and (b) of thisparagraph(1) The slope of the airborne part of thetakeoffpathmustbepositiveateachpoint(2) The aeroplane mustreachV2beforeitis 11 m (35 ft) above the takeoff surface andmust continue at a speed as close as practical to,but not less than V2until it is 122 m (400 ft)abovethetakeoffsurface(3) At each point along the takeoffpath,starting at the point at which the aeroplanereaches 122m(400ft) abovethetakeoffsurface,the available gradient of climb may not be lessthan(i) 12% for twoengined aeroplanes(ii) 15% for threeengined aeroplanesand(iii) 17% for fourengined aeroplanes,(4) The aeroplane configuration may notbe changed, except for gear retraction andautomatic propeller feathering, and no change inpower or thrust that requires action by the pilotmay be made, until the aeroplane is 122 m (400ft)abovethetakeoffsurfaceand(5) If CS 25.105(a)(2) requires the takeoff path to be determined for flight in icingconditions, the airborne part of the takeoff mustbebasedontheaeroplanedrag:(i) With the Takeoff Iceaccretion defined in Appendix C, from aheight of 11 m (35 ft) above the takeoffsurface up to the point where the aeroplaneis122m(400ft)abovethetakeoffsurfaceand(ii) With the Final Takeoff Iceaccretion defined in Appendix C, from thepoint where the aeroplane is 122 m (400ft)above the takeoff surface to the end of thetakeoffpath.(d) The takeoff path must be determined by acontinuous demonstrated takeoff or by synthesisAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B9from segments. If the takeoffpathis determined bythesegmentalmethod(1) The segments mustbe clearlydefinedand must relate to the distinct changes in theconfiguration,powerorthrust,andspeed(2) The weight of the aeroplane, theconfiguration, and the power or thrust must beconstant throughout each segment and mustcorrespond to the most critical conditionprevailinginthesegment(3) The flight path must be based on theaeroplanes performance without ground effectand(4) The takeoff path data must bechecked by continuousdemonstrated takeoffs upto the point at which the aeroplane is out ofgroundeffectanditsspeedisstabilised,toensurethat the path is conservative to the continuouspath.Theaeroplaneisconsideredtobeoutofthegroundeffectwhenitreachesaheightequaltoitswingspan.(e) NotrequiredforCS25.[Amdt.No.:25/3]CS25.113 Takeoffdistanceandtakeoffrun(a) Takeoff distance on a dry runway is thegreaterof(1) The horizontal distance along thetakeoff path from the start of the takeoff to thepointatwhichtheaeroplaneis11m(35ft)abovethe takeoff surface,determinedunder CS 25.111foradryrunwayor(2) 115%ofthehorizontaldistancealongthetakeoffpath,withallenginesoperating,fromthe start of the takeoff to the point at which theaeroplane is 11 m (35 ft) above the takeoffsurface, as determined by a procedure consistentwith CS25.111. (See AMC 25.113(a)(2), (b)(2)and(c)(2).)(b) Takeoff distance on a wet runway is thegreaterof(1) Thetakeoffdistanceonadryrunwaydetermined in accordance with subparagraph (a)ofthisparagraphor(2) The horizontal distance along thetakeoff path from the start of the takeoff to thepoint at which the aeroplane is 4,6 m (15 ft)above the takeoff surface, achieved in a mannerconsistent with the achievement of V2beforereaching 11 m (35 ft) above the takeoff surface,determined under CS 25.111 for a wet runway.(SeeAMC113(a)(2),(b)(2)and(c)(2).)(c) If the takeoff distance does not include aclearway, the takeoff run is equal to the takeoffdistance. If the takeoffdistanceincludesaclearway(1) The takeoff run on a dry runway isthegreaterof(i) The horizontal distance alongthe takeoff path from the start of the takeoff to a point equidistant between the pointat which VLOFis reached and the point atwhich the aeroplane is 11 m (35 ft) abovethe takeoff surface, as determined underCS25.111foradryrunwayor(ii) 115% of the horizontal distancealong the takeoff path, with all enginesoperating, from the start of the takeofftoapoint equidistant between the point atwhich VLOFis reached and the point atwhich the aeroplane is 11 m (35 ft) abovethe takeoff surface, determined by aprocedure consistent with CS25.111. (SeeAMC25.113(a)(2),(b)(2)and(c)(2).)(2) The takeoff run on a wet runway isthegreaterof(i) The horizontal distance alongthe takeoff path from the start of the takeoff to the point at which the aeroplane is4,6 m (15 ft) above the takeoff surface,achieved in a manner consistent with theachievementofV2beforereaching11m(35ft) above the takeoff surface, determinedunderCS25.111forawetrunwayor(ii) 115% of the horizontal distancealong the takeoff path, with all enginesoperating, from the start of the takeofftoapoint equidistant between the point atwhich VLOFis reached and the point atwhich the aeroplane is 11 m (35 ft) abovethe takeoff surface, determined by aprocedure consistent with CS 25.111. (SeeAMC25.113(a)(2).)CS25.115 Takeoffflightpath(a) The takeoff flight path must be consideredto begin 11 m (35 ft) above the takeoff surface atthe end of the takeoff distance determined inaccordance with CS 25.113 (a) or (b) as appropriatefortherunwaysurfacecondition.(b) The net takeoff flight path data must bedetermined so that they represent the actual takeoffAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B10flight paths (determined in accordance withCS25.111 and with subparagraph (a) of thisparagraph) reduced at each point by a gradient ofclimbequalto(1) 08%fortwoenginedaeroplanes(2) 09% for threeengined aeroplanesand(3) 10%forfourenginedaeroplanes.(c) The prescribed reduction in climb gradientmay be applied as an equivalent reduction inaccelerationalongthatpartofthetakeoffflightpathatwhichtheaeroplaneisacceleratedinlevelflight.CS25.117 Climb:generalCompliancewiththerequirementsofCS25.119and25.121 must be shown at each weight, altitude, andambient temperature within the operational limitsestablished for the aeroplane and with the mostunfavourable centre of gravity for eachconfiguration.CS25.119 Landingclimb:allenginesoperatingIn the landing configuration, the steady gradient ofclimbmaynotbelessthan32%,withtheenginesatthe power or thrust that is available 8 seconds afterinitiation of movement of the power or thrustcontrols from the minimum flight idle to the goaround power or thrustsetting (see AMC 25.119)and(a) In nonicing conditions, with a climbspeed of VREFdetermined in accordance with CS25.125(b)(2)(i)and(b) InicingconditionswiththeLandingIceaccretion defined in Appendix C, and with a climbspeed of VREFdetermined in accordance with CS25.125(b)(2)(ii).[Amdt.No.:25/3]CS25.121 Climb: oneengineinoperative(SeeAMC25.121)(a) Takeoff landing gear extended. (SeeAMC 25.121(a).) In the critical takeoffconfigurationexistingalongtheflightpath(betweenthe points at which the aeroplane reaches VLOFandat which the landing gear is fully retracted) and inthe configuration used in CS 25.111 but withoutground effect, the steady gradient of climb must bepositive for twoengined aeroplanes, and not lessthan 03% for threeengined aeroplanes or 05% forfourenginedaeroplanes,atVLOFandwith(1) The critical engine inoperative andthe remaining engines at the power or thrustavailable when retraction of the landing gear isbegun in accordance withCS25.111unlessthereis a more critical power operating conditionexisting later along the flight path but before thepoint at which the landing gear is fully retracted(seeAMC25.121(a)(1))and(2) The weight equal to the weightexisting when retraction of the landing gear isbegundeterminedunderCS25.111.(b) Takeoff landing gear retracted. In thetakeoff configuration existing at the point of theflight path at which the landing gear is fullyretracted, and in the configuration used in CS25.111butwithoutgroundeffect,(1) The steady gradient of climb may notbe less than 24% for twoengined aeroplanes,27% for threeengined aeroplanes and 30% forfourenginedaeroplanes,atV2with(i) The critical engine inoperative,the remaining engines at thetakeoffpoweror thrust available at the time the landinggearisfullyretracted,determinedunderCS25.111, unless there is a more criticalpower operating condition existing lateralong the flight path but before the pointwheretheaeroplanereachesaheightof122m (400 ft) above the takeoff surface (seeAMC25.121(b)(1)(i))and(ii) The weight equal to the weightexisting when the aeroplanes landing gearis fully retracted, determined under CS25.111.(2) The requirements of subparagraph(b)(1)ofthisparagraphmustbemet:(i) Innonicingconditionsand(ii) In icing conditions with theTakeoff Ice accretion defined inAppendixC, if in the configuration of CS25.121(b)withtheTakeoffIceaccretion:(A) The stall speed atmaximum takeoff weight exceedsthat in nonicing conditions by morethan the greater of 5.6 km/h (3 knots)CASor3%ofVSRor(B) The degradation of thegradient of climb determined inaccordance with CS 25.121(b) isgreater than onehalfoftheapplicableactualtonet takeoff flight pathgradient reduction defined in CS25.115(b).Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B11(c) Finaltakeoff.Intheenrouteconfigurationat the end of the takeoff path determined inaccordancewithCS25.111:(1) Thesteadygradientofclimbmaynotbe less than 12% for twoengined aeroplanes,15% for threeengined aeroplanes, and 17% forfourenginedaeroplanes,atVFTOandwith(i) The critical engine inoperativeand the remaining engines at the availablemaximumcontinuouspowerorthrustand(ii) The weight equal to the weightexisting at the end of the takeoff path,determinedunderCS25.111.(2) The requirements of subparagraph(c)(1)ofthisparagraphmustbemet:(i) Innonicingconditionsand(ii) In icing conditions with theFinal Takeoff Ice accretion defined inAppendix C, if in the configuration of CS25.121(b)withtheTakeoffIceaccretion:(A) The stall speed atmaximum takeoff weight exceedsthat in nonicing conditions by morethan the greater of5.6km/h (3 knots)CASor3%ofVSRor(B) The degradation of thegradient of climb determined inaccordance with CS 25.121(b) isgreater than onehalfoftheapplicableactualtonet takeoff flight pathgradient reduction defined in CS25.115(b).(d) Approach. Inaconfigurationcorrespondingto the normal allenginesoperating procedure inwhich VSRfor this configuration does not exceed110%oftheVSRfortherelatedallenginesoperatinglandingconfiguration:(1) The steady gradient of climb may notbe less than 21% for twoengined aeroplanes,24% for threeengined aeroplanes and 27% forfourenginedaeroplanes,with(i) The critical engine inoperative,the remaining engines at the goaroundpowerorthrustsetting(ii) Themaximumlandingweight(iii) A climb speed established inconnectionwithnormallandingprocedures,butnotmorethan14VSRand(iv) Landinggearretracted.(2) The requirements of subparagraph(d)(1)ofthisparagraphmustbemet:(i) Innonicingconditionsand(ii) In icing conditions with theApproach Ice accretion defined inAppendix C. The climb speed selected fornonicing conditions may be used if theclimb speed for icing conditions, computedin accordance with subparagraph(d)(1)(iii) of this paragraph, does notexceed that for nonicing conditions bymore than the greater of 5.6 km/h (3 knots)CASor3%.[Amdt.No.:25/3]CS25.123 Enrouteflightpaths(SeeAMC25.123)(a) For the enroute configuration, the flightpaths prescribed in subparagraphs (b) and (c) ofthis paragraph must be determined at each weight,altitude, and ambient temperature, within theoperating limits established for the aeroplane. Thevariation of weight along the flight path, accountingfor the progressive consumption of fuel and oil bythe operating engines, may be included in thecomputation. The flight paths mustbedeterminedataselectedspeednotlessthanVFTO,with(1) The most unfavourable centre ofgravity(2) Thecriticalenginesinoperative(3) The remaining engines at theavailable maximum continuous power or thrustand(4) The means for controlling theenginecooling air supply in the position that providesadequatecoolinginthehotdaycondition.(b) The oneengineinoperative net flight pathdata must represent the actual climb performancediminished by a gradient of climb of 11% for twoengined aeroplanes, 14% for threeenginedaeroplanes,and16%forfourenginedaeroplanes.(1) Innonicingconditionsand(2) InicingconditionswiththeEnrouteIceaccretiondefinedinAppendixC,if:(i) A speed of 1.18VSRwith theEnroute Ice accretion exceeds the enroutespeedselectedinnonicingconditionsby more than the greater of 5.6 km/h (3knots)CASor3%ofVSR,or(ii) The degradation of the gradientof climb is greater than onehalf of theapplicable actualtonet flight pathreduction defined in subparagraph (b) ofthisparagraph.Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B12(c) For three or fourengined aeroplanes, thetwoengineinoperative net flight path data mustrepresent the actual climb performance diminishedby a gradient climb of 03% for threeenginedaeroplanesand05%forfourenginedaeroplanes.[Amdt.No.:25/3]CS25.125 Landing(a) The horizontal distance necessary to landand to come to a complete stop from a point 15 m(50ft)abovethelandingsurfacemustbedetermined(for standard temperatures, at each weight, altitudeand wind within the operational limits establishedbytheapplicantfortheaeroplane):(1) Innonicingconditionsand(2) In icingconditions withtheLandingIce accretion defined in Appendix C if VREFforicing conditions exceeds VREFfor nonicingconditions by more than 9.3 km/h (5 knots) CASatthemaximumlandingweight.(b) Indeterminingthedistancein(a):(1) The aeroplane must be in the landingconfiguration.(2) A stabilised approach, with acalibratedairspeed ofnotlessthan VREF,mustbemaintaineddowntothe15m(50ft)height.(i) In nonicing conditions, VREFmaynotbelessthan:(A) 1.23VSR0(B) VMCLestablished underCS25.149(f)and(C) A speed that provides themanoeuvring capability specified inCS25.143(h).(ii) Inicingconditions,VREFmaynotbelessthan:(A) The speed determined insubparagraph (b)(2)(i) of thisparagraph(B) 1.23 VSR0with the"Landing Ice" accretion defined inAppendix C if that speed exceedsVREFfornonicingconditionsbymorethan9.3km/h(5knots)CASand(C) A speed that provides themanoeuvring capability specified inCS 25.143(h) with the landing iceaccretiondefinedinappendixC.(3) Changes in configuration, power orthrust, and speed, must be made in accordancewith the established procedures for serviceoperation.(SeeAMC25.125(b)(3).)(4) The landing must be made withoutexcessive vertical acceleration, tendency tobounce,noseoverorgroundloop.(5) The landings may not requireexceptionalpilotingskilloralertness.(c) The landing distance must be determinedon a level, smooth, dry, hardsurfaced runway. (SeeAMC25.125(c).)Inaddition(1) The pressures on the wheel brakingsystems may not exceed those specified by thebrakemanufacturer(2) The brakes may not be used so as tocauseexcessivewearofbrakesortyres(seeAMC25.125(c)(2))and(3) Means other than wheel brakes maybeusedifthatmeans(i) Issafeandreliable(ii) Is used so that consistentresultscanbeexpectedinserviceand(iii) Is such that exceptional skill isnotrequiredtocontroltheaeroplane.(d) Reserved.(e) Reserved.(f) The landing distance data must includecorrection factors for not more than 50% of thenominal wind components along the landing pathopposite to the direction of landing, and not lessthan 150% of the nominal wind components alongthelandingpathinthedirectionoflanding.(g) If any device is used that depends on theoperation of any engine, and if the landing distancewould be noticeably increased when a landing ismade with that engine inoperative, the landingdistance must be determined with that engineinoperative unless the use of compensating meanswill result in a landing distance not more than thatwitheachengineoperating.[Amdt.No.:25/3]CONTROLLABILITYANDMANOEUVRABILITYCS25.143 General(a) (See AMC 25.143(a).) The aeroplane mustbesafelycontrollableandmanoeuvrableduring(1) TakeoffAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B13(2) Climb(3) Levelflight(4) Descentand(5) Landing.(b) (See AMC 25.143(b).) It must be possibleto make a smooth transition from one flightcondition to any other flight condition withoutexceptional piloting skill, alertness, or strength, andwithoutdangerofexceedingtheaeroplanelimitloadfactor under any probable operating conditions,including(1) The sudden failure of the criticalengine.(SeeAMC25.143(b)(1).)(2) For aeroplanes with three or moreengines, the sudden failure of the second criticalengine when the aeroplane is in the enroute,approach, or landing configuration and istrimmedwiththecriticalengineinoperativeand(3) Configuration changes, includingdeploymentorretractionofdecelerationdevices.(c) The aeroplane must be shown to be safelycontrollable and manoeuvrable with the critical iceaccretion appropriate to the phase of flight definedin appendix C, and with the critical engineinoperative and its propeller (if applicable) in theminimumdragposition:(1) AttheminimumV2fortakeoff(2) During an approach and goaroundand(3) Duringanapproachandlanding.(d) The following table prescribes, forconventional wheel type controls, the maximumcontrol forces permitted during the testing requiredby subparagraphs (a) through(c) ofthis paragraph.(SeeAMC25.143(d)):Force,innewton(pounds),appliedtothecontrolwheelorrudderpedalsPitch Roll YawForshorttermapplicationforpitchandrollcontroltwohandsavailableforcontrol334(75)222(50)Forshorttermapplicationforpitchandrollcontrolonehandavailableforcontrol222(50)111(25)Forshorttermapplicationforyawcontrol 667(150)Forlongtermapplication 44,5(10)22(5)89(20)(e) Approved operating procedures orconventional operating practices must be followedwhen demonstrating compliance with the controlforce limitations for short term application that areprescribed in subparagraph (d) of this paragraph.Theaeroplanemustbeintrim,orasneartobeingintrim as practical, in the immediately precedingsteady flight condition. For the takeoff condition,the aeroplane must be trimmed according to theapprovedoperatingprocedures.(f) When demonstrating compliance with thecontrol force limitations for long term applicationthat are prescribed in subparagraph (d) of thisparagraph, the aeroplane must be in trim, or asneartobeingintrimaspractical.(g) When manoeuvring at a constant airspeedor Mach number (up to VFC/MFC), the stick forcesand the gradient of the stick force versusmanoeuvring load factor must lie within satisfactorylimits. The stick forces must not be so great as tomake excessive demands on the pilots strengthwhenmanoeuvringtheaeroplane(seeAMCNo.1toCS 25.143 (g)), and must not be so low that theaeroplane can easily be overstressed inadvertently.Changes of gradient that occur with changes ofloadfactor must not cause undue difficulty inmaintaining control of the aeroplane, and localgradients must notbesolowastoresultinadangerof overcontrolling. (See AMC No. 2 to CS 25.143(g)).(h) (See AMC 25.143(h)). The manoeuvringcapabilities in a constant speed coordinated turn atforward centre of gravity, as specified in thefollowing table, must be free of stall warning orothercharacteristicsthatmightinterferewithnormalmanoeuvring.Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B14(1)A combination of weight, altitude andtemperature (WAT) such that the thrust or powersetting produces the minimum climb gradientspecifiedinCS25.121fortheflightcondition.(2)Airspeed approved for allenginesoperatinginitialclimb.(3)That thrust or power setting which, inthe event of failure of the critical engine andwithout any crew action to adjust the thrust orpoweroftheremainingengines,wouldresultinthethrust or power specified for the takeoff conditionat V2, or any lesser thrust or power setting that isused for allenginesoperating initial climbprocedures.(i) When demonstrating compliance with CS25.143inicingconditions(1) Controllability must be demonstratedwith the ice accretion described in Appendix C,thatismostcriticalfortheparticularflightphase.(2) It must be shown that a push force isrequired throughout a pushover manoeuvre downto a zero g load factor, or the lowest load factorobtainable if limited by elevator power or otherdesign characteristic of the flight control system.It must be possible to promptly recover from themanoeuvre withoutexceedingapull controlforceof222N.(50lbf)and(3) Any changes in force that the pilotmust apply to the pitch control tomaintain speedwith increasing sideslip angle must be steadilyincreasing with no force reversals, unless thechange in control force is gradual and easilycontrollable by the pilot without usingexceptionalpilotingskill,alertness,orstrength.(j) For flight in icing conditions before the iceprotection system has been activated and isperforming its intended function, the followingrequirementsapply:(1) If activatingthe iceprotection systemdepends on the pilot seeing a specified iceaccretion on a reference surface(not just the firstindication of icing), the requirements of CS25.143 apply with the ice accretion defined inappendixC,partII(e).(2) For other means of activating the iceprotection system, it must be demonstrated inflight with the ice accretion defined in appendixC,partII(e)that:(i) The aeroplane is controllable inapullupmanoeuvreupto1.5gloadfactorand(ii) There is no pitch control forcereversal during a pushover manoeuvredownto0.5gloadfactor.[Amdt.No.:25/3]CS25.145 Longitudinalcontrol(a) (See AMC 25.145(a).) It must be possibleatanypointbetweenthetrimspeedprescribedinCS25.103(b)(6) and stall identification (as defined inCS 25.201(d)), to pitch the nose downward so thatthe accelerationtothisselectedtrimspeedispromptwith(1) The aeroplane trimmed at the trimspeedprescribedinCS25.103(b)(6)(2) Thelandinggearextended(3) The wingflaps (i) retracted and (ii)extendedand(4) Power (i) off and (ii) at maximumcontinuouspowerontheengines.(b) With the landing gear extended, no changein trim control, or exertion of more than 222 N (50pounds) control force (representative of themaximum short term force that can be appliedreadily by one hand) may be required for thefollowingmanoeuvres:(1) With power off, wingflaps retracted,and the aeroplane trimmed at 13VSR1, extend thewingflaps as rapidly as possible while maintainingthe airspeed at approximately 30% above thereference stall speed existing at each instantthroughoutthe manoeuvre.(SeeAMC25.145(b)(1),(b)(2)and(b)(3).)CONFIGURATION SPEED MANOEUVRINGBANKANGLEINACOORDINATEDTURNTHRUST/POWERSETTINGTAKEOFF V230 ASYMMETRICWATLIMITED(1)TAKEOFF V2 +xx(2)40 ALLENGINESOPERATINGCLIMB(3)ENROUTE VFTO40 ASYMMETRICWATLIMITED(1)LANDING VREF40 SYMMETRICFOR3 FLIGHTPATHANGLEAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B15(2) Repeat subparagraph (b)(1) of thisparagraph except initially extend the wingflapsand then retractthemasrapidlyas possible. (SeeAMC 25.145(b)(2) and AMC 25.145(b)(1),(b)(2)and(b)(3).)(3) Repeat subparagraph (b)(2) of thisparagraphexceptatthegoaroundpowerorthrustsetting. (See AMC 25.145(b)(1), (b)(2) and(b)(3).)(4) With power off, wingflaps retractedand the aeroplane trimmed at 13VSR1, rapidly setgoaround power or thrust while maintaining thesameairspeed.(5) Repeat subparagraph (b)(4) of thisparagraphexceptwithwingflapsextended.(6) With power off, wingflaps extendedandthe aeroplane trimmedat13VSR1obtainandmaintain airspeeds between VSWand either 16VSR1,orVFE,whicheveristhelower.(c) It must be possible, without exceptionalpiloting skill, to prevent loss of altitude whencomplete retraction of the high lift devices from anypositionisbegunduringsteady,straight,levelflightat 108VSR1, for propeller powered aeroplanes or113VSR1,forturbojetpoweredaeroplanes,with(1) Simultaneous movement of the poweror thrust controls to the goaround power orthrustsetting(2) Thelandinggearextendedand(3) The critical combinations of landingweightsandaltitudes.(d) Revoked(e) (See AMC 25.145(e).) If gated highliftdevicecontrol positions are provided,subparagraph(c) of this paragraph applies to retractions of thehighlift devices from any position from themaximum landing position to the first gatedposition, between gated positions, and from the lastgated position to the fully retracted position. Therequirements of subparagraph(c) of this paragraphalsoapplytoretractionsfromeachapprovedlandingpositiontothecontrolposition(s)associatedwiththehighliftdeviceconfiguration(s)usedtoestablishthegoaround procedure(s) from that landing position.In addition, the first gated control position from themaximum landing position must correspond with aconfiguration of the highlift devices used toestablish a goaround procedure from a landingconfiguration. Each gated control position mustrequire a separate and distinct motion of the controlto pass through the gated position and must havefeatures to prevent inadvertent movement of thecontrol through the gated position. It must only bepossible to make this separate and distinct motiononcethecontrolhasreachedthegatedposition.CS25.147 Directional and lateralcontrol(a) Directional control general. (See AMC25.147(a).)Itmustbepossible,withthewingslevel,toyawintotheoperativeengineandtosafelymakeareasonably sudden change in heading ofupto15inthe direction of the critical inoperative engine. Thismust be shown at 13VSR1, for heading changes upto 15 (except that the heading change at which therudder pedal force is 667 N (150 lbf) need not beexceeded),andwith(1) The criticalengineinoperativeanditspropellerintheminimumdragposition(2) The power required for level flight at1.3VSR1, but notmorethanmaximumcontinuouspower(3) The most unfavourable centre ofgravity(4) Landinggearretracted(5) Wingflaps in the approach positionand(6) Maximumlandingweight.(b) Directional control aeroplanes with fouror more engines. Aeroplanes with four or moreengines must meet the requirements of subparagraph(a)ofthisparagraphexceptthat(1) The two critical engines must beinoperative with their propellers(ifapplicable)intheminimumdragposition(2) Reservedand(3) The wingflaps must be in the mostfavourableclimbposition.(c) Lateral control general. It must bepossible to make 20 banked turns, withandagainstthe inoperative engine, from steady flight at a speedequalto13VSR1,with(1) The critical engine inoperative and itspropeller (if applicable) in the minimum dragposition(2) The remaining engines at maximumcontinuouspower(3) The most unfavourable centre ofgravity(4) Landing gear both retracted andextendedAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B16(5) Wingflapsinthemostfavourableclimbpositionand(6) Maximumtakeoffweight(d) Lateral control roll capability. With thecritical engine inoperative, roll response must allownormal manoeuvres. Lateral control must besufficient, at the speeds likely to be used with oneengine inoperative, to provide a roll rate necessaryfor safety without excessive control forces or travel.(SeeAMC25.147(d).)(e) Lateral control aeroplanes with four ormoreengines. Aeroplaneswithfourormoreenginesmust be able to make 20 banked turns, with andagainst the inoperativeengines,fromsteadyflightataspeedequalto13VSR1,withmaximumcontinuouspower, and with the aeroplane in the configurationprescribedbysubparagraph(b)ofthisparagraph.(f) Lateral control all engines operating.Withtheenginesoperating,rollresponsemustallownormal manoeuvres (such as recovery from upsetsproduced by gusts and the initiation of evasivemanoeuvres). There must be enough excess lateralcontrol in sideslips (uptosideslipangles that mightbe required in normal operation), to allow a limitedamount of manoeuvring and to correct for gusts.Lateral control must be enough at any speed up toVFC/MFCto provide a peak roll rate necessary forsafety, without excessive control forces or travel.(SeeAMC25.147(f).)CS25.149 Minimumcontrolspeed(SeeAMC25.149)(a) Inestablishingtheminimumcontrolspeedsrequired by this paragraph, the method used tosimulate critical engine failure must represent themostcriticalmodeofpowerplantfailurewithrespecttocontrollabilityexpectedinservice.(b) VMC is the calibrated airspeed, at which,when the critical engine is suddenly madeinoperative, it is possible to maintain control of theaeroplane with that engine still inoperative, andmaintainstraight flightwithan angle of bank of notmorethan5.(c) VMCmaynotexceed113VSRwith(1) Maximumavailabletakeoffpowerorthrustontheengines(2) The most unfavourable centre ofgravity(3) Theaeroplanetrimmedfortakeoff(4) The maximum sealevel takeoffweight (or any lesser weight necessary to showVMC)(5) The aeroplane in the most criticaltakeoff configuration existing along the flightpath after the aeroplane becomes airborne,exceptwiththelandinggearretracted(6) The aeroplane airborne and thegroundeffectnegligibleand(7) If applicable, the propeller of theinoperativeengine(i) Windmilling(ii) In the most probable positionfor the specific design of the propellercontrolor(iii) Feathered, if the aeroplane hasan automatic feathering device acceptablefor showing compliance with the climbrequirementsofCS25.121.(d) The rudder forces required to maintaincontrol at VMCmay not exceed 667 N (150 lbf) normay it be necessary to reduce power or thrust oftheoperative engines. During recovery, the aeroplanemay not assume any dangerous attitude or requireexceptional piloting skill, alertness, or strength topreventaheadingchangeofmorethan20.(e) VMCG, the minimum control speed on theground, isthecalibratedairspeedduringthetakeoffrun at which, when the critical engine is suddenlymade inoperative, it is possible to maintain controlof the aeroplane using the rudder control alone(without the use of nosewheel steering),as limitedby667N offorce(150lbf),andthelateralcontroltothe extent of keeping the wings level to enable thetakeoff to be safelycontinuedusingnormalpilotingskill. In the determination of VMCG, assuming thatthe path of the aeroplane accelerating with allengines operating is along the centreline of therunway, its path from the point at which the criticalengine is made inoperative to the point at whichrecovery to a direction parallel to the centreline iscompleted, may not deviate more than 9.1m (30 ft)laterally from the centreline at anypoint.VMCGmustbeestablished,with(1) The aeroplane in each takeoffconfiguration or, at the optionoftheapplicant,inthemostcriticaltakeoffconfiguration(2) Maximum availabletakeoffpowerorthrustontheoperatingengines(3) The most unfavourable centre ofgravityTheaeroplanetrimmedfortakeoffand(5) The most unfavourable weight in therangeoftakeoffweights.(SeeAMC25.149(e).)Annex to ED Decision 2009/010/RAmendment 6CS25BOOK11B17(f) (See AMC 25.149 (f)) VMCL, the minimumcontrol speed during approach and landing with allengines operating, is the calibrated airspeed atwhich, when the critical engine is suddenly madeinoperative, it is possible to maintain control of theaeroplane with that engine still inoperative, andmaintainstraight flightwithan angle of bank of notmorethan5.VMCLmustbeestablishedwith(1) The aeroplane in the most criticalconfiguration (or, at the option of the applicant,each configuration) for approach and landingwithallenginesoperating(2) The most unfavourable centre ofgravity(3) The aeroplane trimmed for approachwithallenginesoperating(4) The most unfavourable weight, or, atthe option of the applicant, as a function ofweight(5) For propeller aeroplanes, thepropeller of the inoperative engine inthepositionit achieves without pilot action, assuming theengine fails while at the power or thrustnecessary to maintain a 3 degree approach pathangleand(6) Goaround power or thrust setting ontheoperatingengine(s).(g) (See AMC 25.149(g)) For aeroplanes withthree or more engines, VMCL2, the minimum controlspeed during approach andlandingwith one criticalengine inoperative, is the calibrated airspeed atwhich, when a second critical engine is suddenlymade inoperative, it is possible to maintain controlof the aeroplane with both engines still inoperative,and maintainstraightflightwithanangleofbankofnotmorethan5.VMCL2mustbeestablishedwith(1) The aeroplane in the most criticalconfiguration (or, at the option of the applicant,each configuration) for approach and landingwithonecriticalengineinoperative(2) The most unfavourable centre ofgravity(3) The aeroplane trimmed for approachwithonecriticalengineinoperative(4) The most unfavourable weight, or, atthe option of the applicant, as a function ofweight(5) For propeller aeroplanes, thepropeller of the more critical engine in theposition it achieves without pilot action,assuming the engine fails while at the power orthrust necessary to maintain a 3 degree approachpath angle, and the propeller of the otherinoperativeenginefeathered(6) The power or thrust on the operatingengine(s) necessary to maintain an approachpathangle of 3 when one critical engine isinoperativeand(7) The power or thrust on the operatingengine(s) rapidly changed, immediately after thesecond critical engine is made inoperative, fromthe power or thrust prescribed in subparagraph(g)(6)ofthisparagraphto(i) Minimumpowerorthrustand(ii) Goaround power or thrustsetting.(h) IndemonstrationsofVMCLandVMCL2(1) The rudder force may not exceed 667N(150lbf)(2) The aeroplane may not exhibithazardous flight characteristics or requireexceptionalpilotingskill,alertnessorstrength(3) Lateral control must be sufficient toroll the aeroplane, from an initial condition ofsteady straight flight, through an angle of 20 inthe direction necessary to initiate a turn awayfromtheinoperativeengine(s),innotmorethan5seconds(seeAMC25.149(h)(3))and(4) For propeller aeroplanes, hazardousflight characteristics must notbeexhibitedduetoany propeller position achieved when the enginefails or during any likely subsequent movementsof the engine or propeller controls (see AMC25.149(h)(4)).TRIMCS25.161 Trim(a) General. Each aeroplane must meet thetrim requirements of this paragraph after beingtrimmed, and without further pressure upon, ormovement of, either the primary controls or theircorresponding trim controls by the pilot or theautomaticpilot.(b) Lateralanddirectionaltrim. Theaeroplanemust maintain lateral and directional trim with themost adverse lateral displacement of the centre ofgravity within the relevant operating limitations,during normally expected conditions of operation(including operation at any speed from 13 VSR1, toVMO/MMO).(c) Longitudinal trim. The aeroplane mustmaintainlongitudinaltrimduringAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B18(1) A climb with maximum continuouspower at a speed not more than 13 VSR1, with thelanding gear retracted, and the wingflaps (i)retractedand(ii)inthetakeoffposition(2) Either a glide with power off at aspeed not more than 13 VSR1, or an approachwithin the normal range of approach speedsappropriate to the weight and configuration withpower settings corresponding to a 3 glidepath,whichever is the most severe, with the landinggear extended, the wingflaps retracted andextended, and with the most unfavourablecombination of centre of gravity position andweightapprovedforlandingand(3) Level flight at any speed from13VSR1, to VMO/MMO, with the landing gear andwingflaps retracted, and from 13 VSR1to VLEwiththelandinggearextended.(d) Longitudinal, directional, and lateral trim.The aeroplane must maintain longitudinal,directional, and lateral trim(andforlateral trim, theangle of bank may not exceed 5) at 13 VSR1, duringtheclimbingflightwith(1) Thecriticalengineinoperative(2) The remaining engines at maximumcontinuouspowerand(3) The landing gear and wingflapsretracted.(e) Aeroplanes with four or more engines.Each aeroplane with fourormore engines must alsomaintain trim in rectilinear flight with the mostunfavourable centre of gravity and at the climbspeed, configuration, and power required by CS25.123 (a) for the purpose of establishing the enrouteflightpathwithtwoenginesinoperative.STABILITYCS25.171 GeneralThe aeroplane must be longitudinally, directionallyand laterally stable in accordance with theprovisions of CS 25.173 to 25.177. In addition,suitable stability and control feel (static stability) isrequired in any condition normally encountered inservice, if flight tests show it is necessary for safeoperation.CS25.173 StaticlongitudinalstabilityUnder the conditions specified in CS 25.175, thecharacteristics of the elevator control forces(includingfriction)mustbeasfollows:(a) A pull must be required to obtain andmaintain speeds below the specified trim speed,anda push must be required to obtain and maintainspeeds above the specified trim speed. This mustbeshown at any speed that can be obtained exceptspeeds higher than the landing gear or wing flapoperating limit speeds or VFC/MFC, whichever isappropriate, or lower than the minimum speed forsteadyunstalledflight.(b) The airspeed must return to within 10% ofthe original trim speed for the climb, approach andlanding conditions specified in CS 25.175 (a), (c)and (d), and must return to within 75% of theoriginal trim speed for the cruising conditionspecified in CS 25.175(b),whenthecontrolforceisslowly released from any speed within the rangespecifiedinsubparagraph(a)ofthisparagraph.(c) The average gradient of the stable slope ofthe stick force versus speed curve may not be lessthan 4 N (1 pound) for each 11,2 km/h (6 kt). (SeeAMC25.173(c).)(d) Withinthefreereturnspeedrangespecifiedin subparagraph (b) of this paragraph, it ispermissiblefortheaeroplane,withoutcontrolforces,to stabilise on speeds above or below the desiredtrimspeedsifexceptionalattentiononthepartofthepilot is not required to return to and maintain thedesiredtrimspeedandaltitude.CS25.175 Demonstration of staticlongitudinalstabilityStatic longitudinal stability must be shown asfollows:(a) Climb. The stickforce curve must have astableslopeatspeedsbetween85%and115%ofthespeedatwhichtheaeroplane(1) Istrimmedwith(i) Wingflapsretracted(ii) Landinggearretracted(iii) Maximumtakeoffweightand(iv) The maximum power or thrustselected by the applicant as an operatinglimitationforuseduringclimband(2) Is trimmed at the speed for best rateofclimb except that the speed need not be lessthan13VSR1.(b) Cruise.Staticlongitudinalstabilitymustbeshowninthecruiseconditionasfollows:(1) With the landing gear retracted athigh speed, the stick force curve must have astable slope at all speeds within a range whichisAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B19the greater of 15% of the trim speed plus theresulting free return speed range, or 93 km/h (50kt) plus the resulting free return speed range,above and below the trim speed (except that thespeedrangeneednotincludespeedslessthan13VSR1norspeedsgreaterthanVFC/MFC,norspeedsthat require a stick force of more than 222 N (50lbf)),with(i) Thewingflapsretracted(ii) The centre of gravity in themostadverseposition(seeCS25.27)(iii) The most critical weightbetween the maximum takeoff andmaximumlandingweights(iv) The maximum cruising powerselected by the applicant as an operatinglimitation(seeCS 25.1521),exceptthatthepower need not exceed that required atVMO/MMOand(v) Theaeroplanetrimmedforlevelflight with the power required in subparagraph(iv)above.(2) Withthelandinggearretractedatlowspeed, the stick force curve must have a stableslope at all speeds within a range which is thegreater of 15% of the trim speed plus theresulting free return speed range, or 93 km/h (50kt) plus the resulting free return speed range,above and below the trim speed (except that thespeedrangeneednotincludespeedslessthan13VSR1nor speeds greater than the minimum speedof the applicable speed range prescribed in subparagraph (b)(1) of this paragraph, nor speedsthat require a stick force of more than 222 N (50lbf)),with(i) Wingflaps, centre of gravityposition, and weight as specified in subparagraph(1)ofthisparagraph(ii) Power required for level flightataspeedequalto2SR113V VMO +and(iii) Theaeroplanetrimmedforlevelflight with the power required in subparagraph(ii)above.(3) With the landing gear extended, thestick force curve must have a stable slope at allspeedswithinarangewhichisthegreaterof15%of the trim speed plus the resulting free returnspeedrangeor93km/h(50kt)plustheresultingfreereturnspeedrange,aboveandbelowthetrimspeed (except that the speed range need notinclude speeds less than 13VSR1, nor speedsgreater than VLE, nor speeds that require a stickforceofmorethan222N(50lbf)),with(i) Wingflap, centre of gravityposition, and weight as specified in subparagraph(b)(1)ofthisparagraph(ii) The maximum cruising powerselected by the applicant as an operatinglimitation, except that the power need notexceed that required for level flight at VLEand(iii) Theaeroplanetrimmedforlevelflight with the power required in subparagraph(ii)above.(c) Approach. The stick force curve must havea stable slope at speeds between VSW, and 17 VSR1with(1) Wingflapsintheapproachposition(2) Landinggearretracted(3) Maximumlandingweightand(4) The aeroplane trimmed at 13 VSR1,withenoughpowertomaintainlevelflightatthisspeed.(d) Landing. The stick force curve must have astable slope and the stick force may not exceed 356N (80 lbf) at speeds between VSW, and 17 VSR0with(1) Wingflapsinthelandingposition(2) Landinggearextended(3) Maximumlandingweight(4) The aeroplane trimmed at 13 VSR0with(i) Powerorthrustoff,and(ii) Powerorthrustforlevelflight.CS25.177 Static directional andlateralstability(a) The static directionalstability(asshownbythe tendency to recover from a skid with the rudderfree) must be positive for any landing gear and flapposition and symmetrical power condition,atspeedsfrom 113 VSR1, up to VFE, VLE, or VFC/MFC(asappropriate).(b) The static lateral stability (as shown by thetendency to raise the low wing inasideslipwiththeaileron controls free) for anylandinggearandwingflap position and symmetric power condition, maynot be negative at any airspeed (except that speedshigher than VFEneed not be considered for wingflaps extendedconfigurationsnorspeedshigherthanAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B20VLEfor landing gear extendedconfigurations) in thefollowingairspeedranges(seeAMC25.177(b)):(1) From113VSR1toVMO/MMO..(2) From VMO/MMOto VFC/MFC, unlessthedivergenceis(i) Gradual(ii) Easilyrecognisablebythepilotand(iii) Easilycontrollablebythepilot(c) In straight,steady,sideslipsovertherangeof sideslipanglesappropriate tothe operation of theaeroplane,butnotlessthanthoseobtainedwithonehalf ofthe available ruddercontrolinput oraruddercontrol force of 801 N (180 lbf) , the aileron andrudder control movements and forces must besubstantially proportional to the angle of sideslip ina stable senseandthefactorofproportionalitymustlie betweenlimitsfoundnecessaryforsafeoperationThis requirement must be metfor the configurationsand speeds specified in subparagraph (a) of thisparagraph.(SeeAMC25.177(c).)(d) For sideslip angles greater than thoseprescribed by subparagraph (c) of this paragraph,up to the angle at which full rudder control is usedor a rudder control force of 801 N (180 lbf) isobtained, the rudder control forces may not reverse,and increased rudder deflection must be needed forincreased angles of sideslip. Compliance with thisrequirement must be shown using straight, steadysideslips,unlessfulllateralcontrolinputisachievedbefore reaching either full rudder control input or arudder control force of 801 N (180 lbf) a straight,steady sideslip need not be maintained afterachieving fulllateralcontrolinput.Thisrequirementmust be met at all approvedlandinggear and wingflap positions for the range of operating speeds andpower conditions appropriate to each landing gearand wingflap position with all engines operating.(SeeAMC25.177(d).)CS25.181 Dynamicstability(SeeAMC25.181)(a) Any short period oscillation, not includingcombined lateraldirectional oscillations, occurringbetween 113 VSRand maximum allowable speedappropriate to the configuration of the aeroplanemustbeheavilydampedwiththeprimarycontrols(1) Freeand(2) Inafixedposition.(b) Any combined lateraldirectionaloscillations (Dutch roll) occurring between 113 VSRand maximum allowable speed appropriate to theconfiguration of the aeroplane must be positivelydamped with controls free, and must be controllablewith normal use of the primary controls withoutrequiringexceptionalpilotskill.STALLSCS25.201 Stalldemonstration(a) Stalls must be shown in straight flight andin30bankedturnswith(1) Poweroffand(2) The power necessary to maintainlevel flight at 15 VSR1(where VSR1correspondsto the reference stall speed at maximum landingweight with flaps in the approach position andthe landing gear retracted. (See AMC25.201(a)(2).)(b) In each condition required by subparagraph (a) of this paragraph, it must be possibleto meet the applicable requirements of CS25.203with(1) Flaps, landing gear and decelerationdevices in any likely combination of positionsapprovedforoperation(SeeAMC25.201(b)(1).)(2) Representative weights within therangeforwhichcertificationisrequested(3) Themostadversecentreofgravityforrecoveryand(4) The aeroplane trimmed for straightflightatthespeedprescribedinCS25.103(b)(6).(c) The following procedures must be used toshowcompliancewithCS25.203:(1) Starting at a speed sufficiently abovethe stalling speed to ensure that a steady rate ofspeed reduction can be established, apply thelongitudinal control so that the speed reductiondoes not exceed 0.5 m/s2(one knot per second)until the aeroplane is stalled. (See AMC25.103(c).)(2) In addition, for turning flight stalls,apply the longitudinal control to achieve airspeeddeceleration rates up to 5,6 km/h (3 kt) persecond.(SeeAMC25.201(c)(2).)(3) As soon as the aeroplane is stalled,recoverbynormalrecoverytechniques.(d) The aeroplane is considered stalled whenthe behaviour of the aeroplanegivesthepilotaclearand distinctive indication of an acceptable naturethat the aeroplane is stalled. (See AMC 25.201 (d).)Acceptable indications of a stall, occurring eitherindividuallyorincombination,areAnnex to ED Decision 2009/010/RAmendment 6CS25BOOK11B21(1) A nosedown pitch that cannot bereadilyarrested(2) Buffeting, of a magnitude andseverity that is a strong and effective deterrent tofurtherspeedreductionor(3) The pitch control reaches the aft stopand no further increase in pitch attitude occurswhen the control is held full aft for a short timebefore recovery is initiated. (See AMC25.201(d)(3).)CS25.203 Stallcharacteristics(SeeAMC25.203.)(a) It must be possible to produce and tocorrectrollandyawbyunreverseduseofaileronandrudder controls, up to the time the aeroplane isstalled. No abnormal noseup pitching may occur.The longitudinalcontrolforcemustbepositiveuptoand throughout the stall. In addition, it must bepossible to promptly prevent stalling and to recoverfromastallbynormaluseofthecontrols.(b) For level wing stalls, the roll occurringbetween the stall and the completionof the recoverymaynotexceedapproximately20.(c) For turning flight stalls, the action of theaeroplane after the stall may not be so violent orextreme as to make it difficult, with normal pilotingskill, to effect a prompt recovery and to regaincontrol of the aeroplane. The maximum bank anglethatoccursduringtherecoverymaynotexceed(1) Approximately 60 in the originaldirection of the turn, or 30 in the oppositedirection, for deceleration rates up to 0.5 m/s2(1knotpersecond)and(2) Approximately 90 in the originaldirection of the turn, or 60 in the oppositedirection, for deceleration rates in excess of 0.5m/s2(1knotpersecond).CS25.207 Stallwarning(a) Stall warning with sufficient margin toprevent inadvertent stalling with the flaps andlanding gear in any normal position must be clearand distinctive to the pilot in straight and turningflight.(b) The warning must be furnished eitherthrough the inherent aerodynamic qualities of theaeroplane or by a device that will give clearlydistinguishable indications under expectedconditions offlight.However,avisual stall warningdevice that requires the attention of the crew withinthe cockpit is not acceptable by itself. If a warningdevice is used, it must provide a warning in eachofthe aeroplane configurations prescribed in subparagraph (a) of this paragraph at the speedprescribed in subparagraphs (c) and (d) of thisparagraph. Exceptforthestallwarningprescribedinparagraph (h)(2)(ii) of thissection,thestallwarningfor flight inicing conditionsprescribedinparagraph(e) of this section must be provided by the samemeans as the stall warning for flight in nonicingconditions.(SeeAMC25.207(b).)(c) When the speed is reduced at rates notexceeding 0.5 m/s2(one knot per second), stallwarning must begin, in each normal configuration,at a speed, VSW,exceeding the speed at which thestall is identified in accordance with CS 25.201 (d)by notlessthan 9.3km/h(fiveknots) orfivepercentCAS, whichever is greater. Once initiated, stallwarning must continue until the angle of attack isreducedtoapproximatelythatatwhichstallwarningbegan.(SeeAMC25.207(c)and(d)).(d) In addition to the requirement of subparagraph(c) of this paragraph, when the speed isreducedatratesnotexceeding0.5m/s2(oneknotpersecond), in straight flight with engines idling andatthe centreofgravity position specified in CS25.103(b)(5), VSW, in each normal configuration,must exceed VSRby not less than 5.6km/h (threeknots) or three percent CAS, whichever is greater.(SeeAMC25.207(c)and(d)).(e) In icing conditions, the stall warningmargin in straight and turning flight must besufficient to allow the pilot to prevent stalling (asdefined in CS 25.201(d)) when the pilot starts arecovery manoeuvre notlessthanthreesecondsafterthe onset of stall warning. When demonstratingcompliance with this paragraph, the pilot mustperform the recovery manoeuvre in the same way asfortheairplaneinnonicingconditions.Compliancewiththis requirementmustbedemonstratedinflightwith the speed reduced at rates not exceeding 0.5m/sec2(oneknotpersecond),with(1) ThemorecriticalofthetakeofficeandfinaltakeofficeaccretionsdefinedinappendixCfor each configuration used in the takeoff phaseofflight(2) The en route ice accretion defined inappendixCfortheenrouteconfiguration(3) The holding ice accretion defined inappendixCfortheholdingconfiguration(s)(4) The approach ice accretion defined inappendix C for the approach configuration