[Federal Register Volume 61, Number 28 (Friday, February 9, 1996)]
[Rules and Regulations]
[Pages 5171-5195]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-2082]



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DEPARTMENT OF TRANSPORTATION
14 CFR Parts 1 and 23

[Docket No. 27807; Amendment Nos. 1-43, 23-50]
RIN 2120-AE61


Airworthiness Standards; Flight Rules Based on European Joint 
Aviation Requirements

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This final rule amends the flight airworthiness standards for 
normal, utility, acrobatic, and commuter category airplanes. This 
amendment completes a portion of the Federal Aviation Administration 
(FAA) and the European Joint Aviation Authorities (JAA) effort to 
harmonize the Federal Aviation Regulations and the Joint Aviation 
Requirements (JAR) for airplanes certification in these categories. 
This amendment will provide nearly uniform flight airworthiness 
standards for airplanes certificated in the United States under 14 CFR 
part 23 and in the JAA countries under Joint Aviation Requirement 23, 
simplifying international airworthiness approval.

EFFECTIVE DATE: March 11, 1996.

FOR FURTHER INFORMATION CONTACT:
Lowell Foster, ACE-111, Small Airplane Directorate, Aircraft 
Certification Service, Federal Aviation Administration, 601 East 12th 
Street, Kansas City, Missouri 64106; telephone (816) 426-5688.

SUPPLEMENTARY INFORMATION:

Background

    This amendment is based on Notice of Proposed Rulemaking (NPRM) No. 
94-22 (59 FR 37878, July 25, 1994). All comments received in response 
to Notice 94-22 have been considered in adopting this amendment.
    This amendment completes part of an effort to harmonize the 
requirements of part 23 and JAR 23. The revisions to part 23 in this 
amendment pertain to flight airworthiness standards. Three other final 
rules are being issued in this Federal Register that pertain to 
airworthiness standards for systems and equipment powerplant, and 
airframe. These related rulemakings are also part of the harmonization 
effort. Interested persons should receive all four final rules to 
ensure that all revisions to part 23 are recognized.
    The harmonization effort was initiated at a meeting in June 1990 of 
the JAA Council (consisting of JAA members from European countries) and 


[[Page 5172]]
the FAA, during which the FAA Administrator committed the FAA to 
support the harmonization of the United States regulations with the JAR 
that were being developed. In response to the commitment, the FAA Small 
Airplane Directorate established an FAA Harmonization Task Force to 
work with the JAR 23 Study Group to harmonize part 23 with the proposed 
JAR 23. The General Aviation Manufacturers Association (GAMA) also 
established a JAR 23/part 23 committee to provide technical assistance.
    The FAA, JAA, GAMA, and the Association Europeanne des 
Constructeurs de Material Aerospatial (AECMA), an organization of 
European airframe manufacturers, met on several occasions in a 
continuing harmonization effort.
    Near the end of the effort to harmonize the normal, utility, and 
aerobatic category airplane airworthiness standards, the JAA requested 
and received recommendations from its member countries on proposed 
airworthiness standards for commuter category airplanes. Subsequent JAA 
and FAA meetings on this issue resulted in proposals that were 
reflected in Notice No. 94-22 to revise portions of the part 23 
commuter category airworthiness standards. Accordingly, this final rule 
adopts the flight airworthiness standards for all part 23 airplanes.
    In January 1991, the FAA established the Aviation Rulemaking 
Advisory Committee (ARAC) (56 FR 2190, January 22, 1991). At an FAA/JAA 
Harmonization Conference in Canada in June 1992, the FAA announced that 
it would consolidate the harmonization effort within the ARAC 
structure. The FAA assigned to ARAC the rulemakings related to JAR/part 
23 harmonization, which ARAC assigned to the JAR/FAR 23 Harmonization 
Working Group. The proposal for flight airworthiness standards 
contained in Notice No. 94-22 were a result of both the working group's 
efforts and the efforts at harmonization that occurred before the 
formation of the working group.
    The JAA submitted comments to the FAA on January 20, 1994, in 
response to the four draft proposals for harmonization of the part 23 
airworthiness standards. The JAA submitted comments again during the 
comment period of the NPRM. At the April 26, 1995, ARAC JAR/FAR 23 
Harmonization Working Group meeting, the JAA noted that many of the 
comments in the January 20 letter had been satisfied or were no longer 
relevant. The few remaining items concern issues that are considered 
beyond the scope of this rulemaking and, therefore, will be dealt with 
at future FAA/JAA Harmonization meetings.

Discussion of Comments

General

    Interested persons were invited to participate in the development 
of these final rules by submitting written data, views, or arguments to 
the regulatory docket on or before November 21, 1994. Four commenters 
responded to Notice No. 94-22. Minor technical and editorial changes 
have been made to the proposed rules based on relevant comments 
received, consultation with ARAC, and further review by the FAA.

Discussion of Amendments

Section 1.1  General Definitions

    The FAA proposed to amend Sec. 1.1 to add a definition of ``maximum 
speed for stability characteristics, VFC/MFC.'' This change 
harmonizes part 1 and JAR 1. The definition is deleted from 
Sec. 23.175(b)(2).
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.3  Airplane Categories

    The FAA proposed to revise Sec. 23.3(b)(2) to add an outside limit 
of 90 degrees in angle of bank for lazy eights, chandelles, and seep 
turns.
    The FAA proposed to revise Sec. 23.3(d) to remove chandelles and 
lazy eights as approved operations in commuter category airplanes. The 
FAA does not anticipate any operational need for such maneuvers.
    The FAA proposed to revise Sec. 23.3(e) to prohibit type 
certification of commuter category airplanes in any other category. 
This rule change will not preclude the type certification of similar 
airplanes with different model numbers, such as the present Cessna 
models 500 and 501.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.25  Weight Limits

    The FAA proposed to revise Sec. 23.25(a) to clarify that the 
maximum weight that must be selected is the least of the three choices 
given in Sec. 23.25(a)(1). The FAA proposed to remove the commuter 
category zero fuel weight requirement from current Sec. 23.25(a). The 
requirement was proposed to be removed to Sec. 23.343 by the airframe 
NPRM, Notice No. 94-20 (59 FR 35198, July 8, 1994). The FAA proposed to 
remove the reference to standby power rocket engines in 
Sec. 23.25(a)(1)(iii) and to remove appendix E because this is a rare 
and obsolete design feature. If a manufacturer proposed to use this 
approach, the FAA would issue special conditions to ensure adequate 
airworthiness.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.33  Propeller Speed and Pitch Limits

    The FAA proposed to revise Sec. 23.33(b)(1) to remove the reference 
to VY and to replace it with ``the all engine(s) operating climb 
speed specified in Sec. 23.65,'' to be consistent with other changes in 
performance requirements. The FAA proposed to revise Sec. 23.33(b)(2) 
to use ``VNE'' in place of ``never exceed speed,'' since VNE 
is defined in part 1, and to remove the word ``placarded,'' which is 
unnecessary.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.45  General

    In Notice of Proposed Rulemaking, Small Airplane Airworthiness 
Review Program Notice No. 4, Notice No. 90-18 (55 FR 26534, June 28, 
1990), the FAA requested comments on the need for weight, altitude, and 
temperature (WAT) criteria, as information or as a limitation on 
piston-powered, twin-engine part 23 airplanes. The FAA also requested 
comments about WAT criteria on turbine-powered twin-engine part 23 
airplanes, specifically during takeoff and landing.
    WAT criteria is used to determine the maximum weight an airplane 
can have in relation to altitude and temperature for safe takeoff. This 
criteria provides pilots with the information needed to determine if a 
takeoff and climb can be successfully completed if one engine becomes 
inoperative. WAT criteria has been required under part 23 for commuter 
category airplanes, at all approved altitudes. A limited WAT criteria 
has been required for turbine engine powered airplanes at 5,000 feet 
and at standard temperature plus 40 deg.F, but not for higher altitudes 
or temperatures. For multiengine powered airplanes, WAT data has been 
provided by the manufacturer as information to pilots.
    The FAA received three comments on mandating WAT criteria in part 
23 and addressed these comments in detail in the preamble to Notice 94-
22.
    Based on statistics and conclusions from an FAA 1991 study 
(discussed in detail in Notice 94-22) and on comments, the FAA 
determined that 

[[Page 5173]]
WAT limits are necessary for safe operation of multiengine airplanes of 
the type that will be involved in transporting passengers for hire.
    The FAA proposed a complete revision of Sec. 23.45 to require 
weight, altitude, and temperature (WAT) performance accountability for 
normal, utility, and acrobatic airplanes with a maximum takeoff weight 
over 6,000 pounds and all turbine-powered airplanes.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.49  Stalling Speed

    The FAA proposed to revise Sec. 23.49 by reorganizing and editing 
it for clarification. The FAA's proposed clarification merges, in 
paragraph (a), the VSO and VS1 requirements, which were 
separated with parallel configuration items under paragraphs (a) and 
(d).
    Other proposed changes to paragraph (a) are as follows:
    (1) Proposed paragraph (a)(4) is a requirement that the airplane be 
in the condition existing in the test, in which VSO and VS1 
are being used.
    (2) Proposed paragraph (a)(5) is a revised version of current 
paragraph (a)(6). The current requirement states that the center of 
gravity must be in the most unfavorable position within the allowable 
landing range. The proposed requirement would state that the center of 
gravity must be in the position that results in the highest value of 
VSO and VS1.
    (3) Current paragraph (a)(5) is moved to Sec. 23.45(c).
    These changes are clarifying and are not an increase in 
requirements. The only comment received was from JAA, noting the 
existing disharmony between the JAR and the FAR concerning a VSO 
more than 61 knots for single-engine airplanes and multiengine 
airplanes of 6,000 pounds maximum weight or less than do not meet the 
required minimum rate of climb.
    The proposal is adopted as proposed.

Section 23.51  Takeoff Speeds

    The FAA proposed to change the paragraph heading from ``Takeoff'' 
to ``Takeoff speeds'' and to incorporate the takeoff speed requirements 
currently contained in Sec. 23.53. This revision to the heading and the 
reorganization of takeoff requirements is proposed for harmony with JAR 
23.
    The FAA proposed to move current Sec. 23.51(a) to Sec. 23.53(a). 
Current paragraph (a) requires that the distance required to take off 
and climb over a 50-foot obstacle must be determined with the engines 
operating within approved operating limitations and with cowl flaps in 
the normal takeoff position. These requirements for power and cowl 
flaps are now covered in final Sec. 23.45, paragraphs (c) and (d), and 
in Sec. 23.1587.
    The FAA proposed to remove current Sec. 23.51(b) on measuring 
seaplane and amphibian takeoff distances. It is a statement of an 
acceptable method of compliance, and there is no need to address a 
separate seaplane starting point.
    The FAA proposed to remove current Sec. 23.51(c) concerning pilot 
skills and conditions. It is covered under the general requirements in 
proposed Sec. 23.45(f).
    The FAA proposed to remove current Sec. 23.51(d). The requirements 
are covered under Sec. 23.45 in commuter category performance and other 
performance requirements, and the information requirements are covered 
under Sec. 23.1587.
    For multiengine normal, utility, and acrobatic category airplanes, 
the FAA proposed to transfer the determination of VR from 
Sec. 23.53(a) to Sec. 23.51(a) with minor changes in the specified 
rotation speed. For multiengine airplanes in proposed paragraph (a)(1), 
the margin between rotation speed and VMC or a margin of 1.10 
VS1 is established between VR and stall.
    The FAA proposed to define VR, in proposed paragraph (a), as 
the speed at which the pilot makes a control input with the intention 
of lifting the airplane out of contact with the runway or water 
surface. This definition would apply to tail wheel and tricycle gear 
airplanes, seaplanes, and single-engine airplanes.
    The FAA also proposed to include rotation speeds for single-engine 
airplanes, seaplanes, and amphibians in paragraph (a). This extends 
VR applicability to all part 23 airplanes to establish a safe and 
standardized procedure that can be used by pilots to achieve AFM 
takeoff performance. This use of rotation speed is consistent with part 
25.
    In proposed paragraph (b), the speed at 50 feet is based on current 
Sec. 23.53(b) with no change in requirements.
    For commuter category airplanes, the FAA proposed to move the 
takeoff speed requirements from Sec. 23.53(c) to proposed Sec. 23.51(c) 
with editorial changes. The option is added, in proposed (c)(1)(i), for 
an applicant to determine a VMCG and to establish a V1 based 
on VMCG rather than a margin above VMCA.
    The only comment on this section was a non-substantive one, in 
which FAA concurred.
    The proposal is adopted as proposed.

Section 23.53  Takeoff Performance

    The FAA proposed a new heading for Sec. 23.53 and a content based 
primarily on the general takeoff performance requirement of the current 
Sec. 23.51.
    The FAA proposed to remove the takeoff speed requirements from 
current Sec. 23.53 and to place them in Sec. 23.51. (See discussion for 
Sec. 23.51.) Section 23.53 provides general takeoff performance 
requirements for normal, utility, acrobatic, and commuter category 
airplanes. Proposed paragraph (a) is based on current Sec. 23.51(a). 
Proposed paragraph (b) is a modification of current Sec. 23.1587(a)(5). 
Proposed paragraph (c) is based on current Sec. 23.51(d).
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.55  Accelerate-Stop Distance

    The FAA proposed to revise Sec. 23.55 to clarify the accelerate-
stop segments and to make editorial changes.
    The proposed requirement divides the accelerate-stop maneuver into 
three segments, rest to VEF (paragraph (a)(1)), VEF to 
V1 (paragraph (a)(2)), and V1 to rest (paragraph (a)(3)). The 
FAA proposed to remove the following four phrases: First, remove the 
phrase ``in the case of engine failure,'' from current Sec. 23.55(a)(2) 
because it is included in paragraph (a)(2). Second, remove the phrase 
``assuming that * * * the pilot has decided to stop as indicated by 
application of the first retarding means at the speed V1,'' from 
Sec. 23.55(a)(2) because it is stated in Sec. 23.51(c)(1)(ii). Third, 
remove the phrase ``exceptional skill'' from Sec. 23.55(b)(3) because 
it remains in Sec. 23.45(h)(5)(i). Fourth, remove the phrase ``if that 
means is available with the critical engine inoperative'' from 
Sec. 23.55(b) because it is covered by the safe and reliable 
requirements of Sec. 23.55(b)(1).
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.57  Takeoff Path

    The FAA proposed to revise Sec. 23.57 to clarify and to specify the 
takeoff path segments that must be determined in flight. Proposed 
paragraph (a) clarifies that the transition to the enroute 
configuration should be completed on or before reaching 1500 feet above 
the takeoff surface. Section 23.57(c)(1) requires the slope of the 
airborne part of the takeoff path to be ``positive at each point''; 
proposed paragraph (c)(1) is revised to ``not negative at any point,'' 
to allow acceleration in level flight, 

[[Page 5174]]
which is implied by current Sec. 23.61(c). Proposed Sec. 23.57(c)(3) 
specifies that the climb gradient ``must not be less than * * *,'' as 
opposed to ``may not be less than * * *.'' The option, in current 
Sec. 23.57(d), to determine the takeoff path either by continuous 
demonstration or by synthesis from segments, does not reflect current 
practice. The best method to determine the takeoff path from rest to 35 
feet above the takeoff surface is by a continuous demonstration. The 
most practical method to determine the takeoff path from 35 feet to 
1500 feet above the takeoff surface is by synthesis from segments. 
Accordingly, Sec. 23.57, paragraphs (d) and (e), incorporates these 
changes.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.59  Takeoff Distance and Takeoff Run

    The FAA proposed to clarify Sec. 23.59 with no substantial change 
in requirements. A change to the opening text is proposed to clarify 
that the determination of takeoff run is the applicant's option since 
the applicant may choose not to present clearway data. In current 
Sec. 23.59 (a)(2) and (b)(2), the reference to ``along the takeoff 
path,'' in a takeoff with all engines operating, is proposed to be 
removed since takeoff path is a one-engine-inoperative condition. 
Additionally, the FAA proposed to replace the reference to VLOF 
with the words ``liftoff point'' to clarify that the requirements 
specify a point and related distance, not a speed.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.63  Climbs: General

    The FAA proposed a new Sec. 23.63 to assemble general climb 
requirements from current Secs. 23.65 and 23.67 into a single section 
and to differentiate between WAT limited airplanes and those airplanes 
that are not WAT limited. (See discussion under Sec. 23.45.) As 
proposed, new Sec. 23.63(a)(1) requires that compliance be shown out of 
ground effect. This requirement is in current Sec. 23.67(e), which 
applies to commuter category airplanes. New Sec. 23.63(a)(3) requires 
that compliance must be shown, unless otherwise specified, with one 
engine inoperative, at a bank angle not exceeding 5 degrees. This 
requirement is in current Sec. 23.149 and has been applied generally to 
part 23 airplanes except commuter category airplanes in certain 
circumstances.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.65  Climb: All Engines Operating

    The FAA proposed to change the applicability of Sec. 23.65(a) from 
``each airplane,'' as adopted in Amendment No. 23-45 (58 FR 42136, 
August 6, 1993), to ``each normal, utility, and acrobatic category 
reciprocating engine-powered airplane of 6,000 pounds or less maximum 
weight.'' The FAA also proposed to change the phrase ``angle of climb'' 
to ``climb gradient'' and to establish the climb gradient at 8.3 
percent for landplanes and 6.7 percent for seaplanes and amphibians 
with certain specified performance conditions.
    In paragraph (a)(4), the FAA proposed to establish a minimum climb 
speed for multiengine airplanes of not less than the greater of 1.1 
VMC and 1.2 VS1, which provides a margin above VMC.
    The FAA proposed to move cowl flap requirements, in current 
paragraph (a)(5), to proposed Sec. 23.45(c).
    The FAA proposed to remove Sec. 23.65(b) since these requirements 
should have been removed in Amendment No. 23-45 (58 FR 42136, August 6, 
1993). Since the adoption of Amendment No. 23-45, there is no longer a 
rate of climb requirement in Sec. 23.65(a).
    The FAA proposed to add WAT limits to Sec. 23.65(b), for 
reciprocating engine-powered airplanes of more than 6,000 pounds 
maximum weight and turbine engine-powered airplanes. (See Sec. 23.45 
discussion.)
    The FAA proposed to move Sec. 23.65(c) to Sec. 23.65(b) and to 
remove the temperature and altitude requirements since WAT limits are 
required for turbine engine-powered airplanes and the four percent 
gradient applies at any approved takeoff ambient condition. In 
Sec. 23.65(b)(2), the FAA proposed to require the landing gear be down 
for the test unless the gear can be retracted in not more than seven 
seconds. This is more stringent than the present requirement, but the 
same as the proposed one-engine-inoperative takeoff climb requirements, 
and is considered appropriate to this weight and class of airplane with 
WAT limits.
    The FAA proposed to remove Sec. 23.65(d) since the requirements are 
covered in amended Sec. 23.45(h)(2) and in current Sec. 23.21.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.66  Takeoff Climb; One-Engine Inoperative

    The FAA proposed a new Sec. 23.66 to require the determination of 
the one-engine-inoperative climb capability of all WAT limited 
reciprocating engine-powered and turbine engine-powered airplanes 
immediately after takeoff. Since most reciprocating engine-powered 
airplanes do not have autofeather, the condition immediately after 
takeoff can be critical. There is not a minimum climb requirement in 
this configuration, only the determination of the climb or decent 
gradient. This information is provided to the pilot in the AFM (see 
Sec. 23.1587) to allow the pilot to make informed judgments before 
takeoff.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.67  Climb: One Engine Inoperative

    The FAA proposed to reorganize Sec. 23.67 for harmonization with 
the JAR; to require WAT limits for some airplanes; to require wings 
level climb up to 400 feet for commuter category airplanes; and to make 
minor changes in airplane configuration requirements.
    Revised Sec. 23.67(a) specifies the climb requirements for non-WAT 
airplanes with no change in requirements for those airplanes.
    Revised Sec. 23.67(b) specifies climb requirements for WAT 
airplanes. WAT criteria are applied for both reciprocating engine-
powered airplanes of more than 6,000 pounds maximum weight and turbine 
engine-powered airplanes. (See the discussion under Sec. 23.45.) 
Turbine engine-powered airplanes have been subject to limited WAT 
limitations under Sec. 23.67(c), which the FAA proposed to incorporate 
into Sec. 23.67(b).
    The FAA proposed to change the takeoff flap position for normal, 
utility, and acrobatic category reciprocating engine-powered airplanes 
of 6,000 pounds or less to ``wing flaps retracted'' from ``most 
favorable position'' (Sec. 23.67(a)(4)). Wing flaps retracted is the 
position most used in certification and in service for this size of 
airplane (see new Sec. 23.67 (a)(1)(iv) and (a)(2)(iv)).
    The FAA proposed to remove Sec. 23.67(d) since all climb speeds 
(both all-engine and one engine inoperative) are scheduled and the 
determination of VY is no longer required.
    The FAA proposed to redesignate Sec. 23.67(e) for commuter category 
airplanes as Sec. 23.67(c) with no change in requirements except that 
the takeoff climb with landing gear extended must be conducted with the 
landing gear doors open. This is a conservative approach offered by the 
JAA to specify a definite gear door configuration and to remove the 
requirement to determine 

[[Page 5175]]
performance during the transient condition of gear doors opening and 
closing. The FAA proposed to specify, in Sec. 23.67(c)(1), that the 
first segment climb must be conducted with the wings level and to 
further specify that the climb speed for the segment must be V2 
instead of the requirement for a range of speeds from VLOF and 
whatever the applicant selects at gear retraction. Also, the FAA 
proposed, in Sec. 23.67(c)(2), to require conducting the second segment 
climb with wings level, which is appropriate for operational scenarios.
    The FAA proposed to revise Sec. 23.67 by removing paragraph (e)(1) 
and by moving the requirements to Sec. 23.67(c) and Sec. 23.63 (a)(1) 
and (d).
    In proposed Sec. 23.67(c)(3), enroute climb, the FAA added a 
minimum climb speed to ensure an adequate margin above stall speed.
    The FAA proposed to redesignate Sec. 23.67(e)(3) as 
Sec. 23.67(c)(4) and to remove the paragraph heading ``Approach'' and 
add ``Discontinued approach'' in its place. The FAA proposed to 
clarify, in new Sec. 23.67(c)(4), that the climb gradients must be met 
at an altitude of 400 feet above the landing surface.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.69  Enroute Climb/Descent

    The FAA proposed a new Sec. 23.69 to require the determination of 
all engine and one-engine-inoperative climb/descent rates and gradients 
in the enroute configuration under all operational WAT conditions. This 
information is necessary for enroute flight planning and dispatch. 
Climb speeds are specified to provide a margin above VS1.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.71  Glide: Single-Engine Airplanes

    The FAA proposed a new Sec. 23.71 to require the determination of 
glide distance and speed for single-engine airplanes. The information 
is necessary for flight planning and to provide the pilot with 
information from which to make informed decisions.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.73  Reference Landing Approach Speed

    The FAA proposed a new Sec. 23.73 to define the reference landing 
approach speeds, VREF. Establishing a definition for these speeds 
simplifies the use of VREF in other portions of the rule. The 
VREF speeds for the various category airplanes are established as 
not less than 1.3 VS0. Also, the established speeds consider the 
appropriate relationship to VMC determined under Sec. 23.149.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.75  Landing Distance

    The FAA proposed to revise the heading, reorganize Sec. 23.75 for 
harmonization with the JAR, add the landing reference speed, VREF, 
and move the portion on brake pressure to Sec. 23.735, Brakes.
    The FAA proposed to remove the reference to the AFM from the 
introductory paragraph. Part 23, subpart B, is generally used to 
specify flight test requirements, and part 23, subpart G, is generally 
used to specify the AFM requirements. The FAA also proposed to revise 
the introductory paragraph to require landing distances to be 
determined at standard temperature for each weight and altitude. 
Service experience has shown that landing distances are not sensitive 
to temperatures. The use of standard temperature is consistent with WAT 
requirements. The FAA proposed to remove from the introductory 
paragraph the reference to ``approximately 3 knots'' for seaplanes and 
amphibians because this information is considered advisory material on 
acceptable methods of compliance.
    The FAA proposed to revise Sec. 23.75(a) to add VREF and to 
require its use. (See Sec. 23.73.)
    The FAA proposed to remove Sec. 23.75(b) because Sec. 23.45 
specifies these general requirements. New Sec. 23.75(b) clarifies that 
a constant configuration must be maintained throughout the maneuver.
    The FAA proposed to revise Sec. 23.75(d) by adding the requirement 
to specify the weight that must be considered for the transition to the 
balked landing conditions. This requirement reflects current industry 
practice.
    The FAA proposed new Sec. 23.75(e) as a general requirement to 
ensure the reliability of the brakes and tires.
    The FAA proposed to revise Sec. 23.75(f) to remove the first use of 
the word ``means'' and to add the phrase ``retardation means'' in its 
place, and to remove paragraph (f)(3). Paragraph (f)(3) required that 
no more than average skill shall be required to control the airplane. 
This topic is covered in Sec. 23.45(f).
    The FAA proposed to remove Sec. 23.75(h) because the introductory 
paragraph of Sec. 23.75 contains commuter category requirements and 
Sec. 23.1587 requires landing distance correction factors.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.77  Balked Landing

    The FAA proposed to revise this section to include additional WAT 
requirements and to make editorial changes.
    The proposed revisions to Sec. 23.77 (a) and (b) differentiate 
between WAT and non-WAT. (See Sec. 23.45.) Section 23.77(a)(4) adds a 
new climb speed requirement to ensure that acceleration is not 
necessary during the transition from landing to balked landing. The 
climb gradient of Sec. 23.77(b) was selected to be slightly less than 
the non-WAT airplane sea level requirement in exchange for a balked 
landing climb capability at all altitudes and temperatures.
    The commuter category climb gradient of 3.3 percent specified in 
Sec. 23.77(c) changes to 3.2 percent for consistency with part 25. 
Additional editorial changes and deletions are made in Sec. 23.77(c) 
because the general requirements are covered in final Sec. 23.45.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.143  General

    The FAA proposed to revise Sec. 23.143(a) to add the phrase 
``during all flight phases'' to the introductory paragraph and to add 
``Go-around'' to the list of flight phases.
    The JAA and FAA decided, during FAA/JAA Harmonization meetings, 
that the term ``go-around'' included the all engine balked landings of 
Sec. 23.77, various all engine and one-engine-inoperative aborted 
landings specified in the AFM, and the commuter category discontinued 
approach of Sec. 23.67(c)(4). Balked landing refers only to the all 
engine balked landing of Sec. 23.77.
    The FAA proposed to revise the two-hand roll force in the table of 
paragraph (c) from 60 to 50 pounds, to be consistent with JAR 25. The 
FAA also proposed to revise the table to show a one-hand on the rim 
roll force of 25 pounds. This is an FAA/JAA harmonized value.
    Comment: Raytheon Aircraft Company comments that the control force 
limits table is specifically tied to the flight phases of paragraph (a) 
and that this ``could be interpreted as providing an upper limit of 
maneuvering force (stick force per g) such that all normal operational 

[[Page 5176]]
maneuvers would have to be performed within a pitch force limit of 75 
lbs (wheel, two hands), for unspecified normal acceleration limits.''
    Raytheon states that this has not been previous policy and could 
become a costly requirement for larger part 23 aircraft with large cg 
ranges, ``if substantial normal acceleration excursions are considered 
`normal' maneuvering.'' Raytheon recommends ``that either the normal 
acceleration excursions be defined for normal, utility, acrobatic, and 
commuter categories or the explicit tie to the flight phases in this 
rule be deleted.''
    FAA Response: Raytheon's concern is whether ``normal acceleration 
excursions are considered `normal' maneuvering.'' They are not.
    Section 23.143 has historically been titled ``General'' and has 
always been considered broad enough to cover controllability and 
maneuverability in general. The inclusion of ``all flight phases'' is 
considered clarifying, and Raytheon's concern that the concept of 
normal being expanded is unwarranted. Adopting this proposal would not 
change current certification practice.
    The proposals are adopted as proposed.

Section 23.145  Longitudinal Control

    The FAA proposed to revise Sec. 23.145 to change the speed ranges 
applicable to the takeoff, enroute, and landing configurations.
    Editorial changes were also proposed for the introductory text of 
paragraph (b) with no substantive change.
    The FAA proposed in paragraph (b)(2) to change the requirement from 
``attaining and maintaining, as a minimum, the speed used to show 
compliance with Sec. 23.77'' to ``allow the airspeed to transition from 
1.3 VS0 to 1.3 VS1.''
    The FAA also proposed to redesignate paragraphs (b)(2) (i) and (ii) 
as (b)(2) and (b)(3), respectively, and in paragraph (b)(3) to add more 
specific requirements if gated flap positions are used.
    The FAA proposed to change the speed reference from 1.4 VS0 to 
VREF for landing configuration in paragraph (b)(5). The FAA also 
proposed in paragraph (b)(5) to allow a two-handed control force since 
use of two hands is considered appropriate for a power off condition 
because the pilot does not need to change power settings.
    Proposed paragraph (b)(6) is the same as former paragraph (b)(3).
    In paragraph (c), the FAA proposed to change the speed range for 
maneuvering capability from ``above VMO/MMO and up to 
VD/MD'' to ``above VMO/MMO and up to the maximum 
speed shown under Sec. 23.251.'' This change is considered necessary 
because a range of speeds can be chosen as VD/MD, and 
reference to Sec. 23.251 ensures a flight demonstrated speed instead of 
a design speed.
    The FAA proposed in paragraph (d) to change the speed that must be 
maintained for power-off glide from 1.3 VS0 to VREF.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.147  Directional and Lateral Control

    The FAA proposed to make minor revisions to Sec. 23.147(a) and to 
add two new requirements in proposed paragraphs (b) and (c). The flaps 
retracted configuration for Sec. 23.147(a)(4) are consistent with 
proposed Sec. 23.67.
    In proposed Sec. 23.147(b), the FAA proposed to add requirements 
for multiengine airplanes that, during an enroute climb, when an engine 
fails the airplane maintains a minimum standard of controllability 
after allowing for a pilot action delay of two seconds. This proposed 
change tests for a likely operational scenario and is intended to 
ensure satisfactory controllability.
    In Sec. 23.147(c), the FAA proposed to test for the failure or 
disconnection of the primary lateral control. This paragraph requires 
that the airplane exhibit adequate dihedral effect throughout the 
airplane's operational envelope to ensure continued safe flight and 
landings if a lateral control disconnects. In addition, this 
requirement complements the relaxed requirements of proposed 
Sec. 23.177(b) (see proposal for Sec. 23.177).
    Comment: Raytheon comments that there is no basis provided for the 
new rules proposed in Sec. 23.147 (b) and (c). Raytheon states that the 
``two second delay and the 45 degree bank appear to be arbitrary 
choices'' and that there ``is no comparable FAR requirement.''
    FAA Response: The values of 2 seconds and 45 degrees in proposed 
paragraph (b) were determined from Sec. 23.367, ``Unsymmetrical loads 
due to engine failure,'' which contains a 2 second delay for pilot 
corrective action. Historically, the 2 second delay and the 45 degree 
bank angle correlate to a similar requirement used for years by the 
United Kingdom CAA.
    Proposed paragraph (c), failure of the lateral control, is part of 
a reduction in the overall lateral stability requirements. In Amendment 
23-45, the FAA reduced the power requirements for Sec. 23.177(a) in the 
landing configuration from 75 percent maximum continuous power to the 
power required to maintain a three degree angle of descent. The 
Sec. 23.177 requirement essentially demonstrated that the airplane had 
the wing dihedral effect and rudder control power to raise a low 
(banked) wing using rudder only. Prior to this amendment, many 
manufacturers had to install an aileron/rudder interconnect to meet 
this requirement because of the high power setting. An aileron/rudder 
interconnect is a mechanism that ties the two controls together such 
that when one control surface deflects, the other will also deflect. In 
the case of Sec. 23.177, the pilot uses the rudder, which also deflects 
the aileron and raises the wing to level. The underlying intent of this 
rule is to demonstrate that the airplane is controllable after an 
aileron control failure, similar to the elevator control failure 
demonstration currently in the requirements. This change, in 
conjunction with Amendment 23-45, will allow manufacturers to eliminate 
the need for the aileron/rudder interconnect.
    The proposals are adopted as proposed.

Section 23.149  Minimum Control Speed

    The FAA proposed to clarify Sec. 23.149, to add a VMC in the 
landing configuration, and to provide the procedure for determining a 
ground VMC.
    The FAA proposed to clarify Sec. 23.149(a), with no requirement 
change. The FAA also proposed to clarify Sec. 23.149(b) and to remove 
the reference to lesser weights in paragraph (b)(4) because the range 
of weights is covered in Sec. 23.21.
    The FAA proposed to revise Sec. 23.149(c) to specify the 
requirements for a VMC in the landing configuration for all WAT 
airplanes. This requirement is necessary for WAT airplanes to provide a 
VREF margin above the VMC determined in the landing 
configuration. (See proposal for Sec. 23.73.)
    The FAA proposed a new Sec. 23.149(f) to contain requirements to 
determine a VMCG for commuter category airplanes that could, at 
the option of the applicant, be used to comply with Sec. 23.51. (See 
Sec. 23.51.)
    The only comment came from the JAA, which addressed a known 
disharmony, VSSE, from a previous rule change.
    The proposals are adopted as proposed.

Section 23.153  Control During Landings

    The FAA proposed to revise Sec. 23.153 to reference landing speeds 
to VREF and to reorganize the section.

[[Page 5177]]

    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.155  Elevator Control Forces in Maneuvers

    The FAA proposed to revise Sec. 23.155 to make changes to the power 
requirements and gradient of the stick force curve.
    The FAA proposed to revise Sec. 23.155(b) to specify the maximum 
continuous power for the test required by this section instead of 
allowing a power selected by the applicant as an operating limitation. 
This revision eliminates an unnecessary power specification and 
simplifies normal operations for the pilot.
    The FAA proposed to revise Sec. 23.155(c) to address stick force 
gradient to ensure that stick force lightening is not excessive. As 
stated in the preamble to Notice 94-22, the FAA will issue advisory 
material on acceptable methods of compliance.
    Comment: Raytheon states that proposed paragraph (c) adds a new 
requirement that there must not be an ``excessive decrease'' in the 
gradient of the stick force per g with increasing load factor. 
Raytheon's concern is that this is a very loosely defined requirement 
and that the allowable decrease in maneuvering stability may be a 
function of aircraft size and mission.
    FAA Response: The FAA agrees that every airplane is different and 
that, therefore, each must be considered separately. The FAA does not 
agree that paragraph (c) is loosely defined. For many of the flight 
requirements, including ``excessive decrease,'' the FAA must evaluate 
the individual airplanes to determine if the handling qualities are 
safe.
    This proposal are adopted as proposed.

Section 23.157  Rate of Roll

    The FAA proposed to revise Sec. 23.157(d) power and trim 
requirements and to clarify the flap position. In Sec. 23.157(d)(1), 
the FAA proposed to clarify that the flaps should be in the landing 
position and Sec. 23.157(d)(3) makes the power consistent with the 
approach configuration, which is the configuration being tested. The 
FAA proposed in Sec. 23.157(d)(4) to relate the trim speed to 
VREF. (See amendment for Sec. 23.73.)
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.161  Trim

    The FAA proposed to revise Sec. 23.161 power, configurations, and 
speeds.
    The FAA proposed to revise Sec. 23.161(a) to state the safety 
principles underlying the trim requirements and to provide a regulatory 
requirement for considering conditions that might be encountered 
outside the requirements addressed in paragraphs (b) through (d).
    The FAA proposed to revise Sec. 23.161(b)(1) to add a requirement 
to trim at MMO in addition to VMO to clarify that the 
airplane must trim in the Mach limited speed range.
    The FAA proposed to revise Sec. 23.161(b)(2) to require lateral and 
directional trim over a range of 1.4 VS1 to VH or VMO/
MMO for commuter category airplanes instead of only the high speed 
requirement in the present rules.
    The FAA proposed, in the introductory paragraph of Sec. 23.161(c), 
to remove the reference to VMO/MMO because it is covered in 
the applicable individual sections. In Sec. 23.161(c)(1), the FAA 
proposed to require trim at takeoff power, as this is a likely 
operational scenario for most airplanes and the condition should be 
tested. In addition, the change relates the maximum continuous power 
climb speeds and configuration to Sec. 23.69, the enroute climb 
requirement. The FAA proposed to redesignate Sec. 23.161(c)(2) as 
Sec. 23.161(c)(4), to change the reference VREF for a landing 
speed, and to add a requirement for the airplane to trim at the 
steepest landing approach gradient the applicant chooses under 
Sec. 23.75. The FAA proposed to redesignate Sec. 23.161(c)(3) as 
Sec. 23.161(c)(2) with editorial changes and to redesignate 
Sec. 23.161(c)(4) as Sec. 23.161(c)(3) with an increase in the trim 
speed from 0.9 VNO or VMO to VNO or VMO/MMO. 
The increase in trim speed is appropriate because descent is permitted 
and is common at VMO.
    In Sec. 23.161(d), the FAA proposed to make editorial changes in 
the introductory paragraph, to reference the appropriate Sec. 23.67 
requirements, and to remove commuter category speed ranges, which are 
moved to the new Sec. 23.161(e). The FAA proposed to revise 
Sec. 23.161(d)(4) to specify flaps retracted instead of referencing the 
Sec. 23.67 configurations. Flaps retracted is the likely sustained 
configuration where a pilot would need to trim. Also, the flaps 
retracted configuration for Sec. 23.161(d)(4) is consistent with 
Sec. 23.67.
    The FAA proposed a new Sec. 23.161(e) to ensure that excessive 
forces are not encountered in commuter category airplanes during 
extended climbs at V2 in the takeoff configuration, when climb 
above 400 feet is required.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.175  Demonstration of Static Longitudinal Stability

    The FAA proposed to revise Sec. 23.175(a)(1) to change the flap 
position from the climb position to the flaps retracted position. This 
is a clarifying change since virtually all part 23 airplanes use the 
flaps retracted position for climb. Also, this change aligns the part 
23 and part 25 climb static longitudinal stability requirements.
    The FAA proposed, in Sec. 23.175(a)(3), to remove the option for 
the applicant to select some power other than maximum continuous power 
as an operating limitation. As noted in the discussion of Sec. 23.155, 
this eliminates a power specification that is unnecessary and 
simplifies normal operations for the pilot. In Sec. 23.175(a)(4), the 
FAA proposed to make the trim speed consistent with the enroute all-
engine climb speed.
    The FAA proposed in Sec. 23.175(b) to rearrange the paragraph with 
no change in requirements. The definition of VFC/MMC 
contained in Sec. 23.175(b)(2) is moved to part 1, to harmonize with 
JAR 1. (See the change to Sec. 1.1.)
    The FAA proposed to remove Sec. 23.175(c). The test for gear down 
cruise static longitudinal stability required under paragraph (c) is 
considered superfluous to the landing configuration static longitudinal 
stability test and does not represent a likely operating scenario.
    The FAA proposed to redesignate Sec. 23.175(d) as Sec. 23.175(c) 
with a change to VREF as the trim speed.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.177  Static Directional and Lateral Stability

    The FAA proposed to revise Sec. 23.177 to remove the requirements 
for two-control airplanes, to make minor clarifying changes, and to 
specify an exclusion for acrobatic category airplanes.
    The FAA proposed in Sec. 23.177 to remove the introductory phrase 
concerning three-control airplanes, which is consistent with the 
removal of the requirements for two-control airplanes in paragraph (b). 
The two-control airplane regulations were introduced in 1945 but no 
two-control airplanes have been certificated for several decades and no 
need is foreseen for these regulations. If an applicant 

[[Page 5178]]
proposes a two-control airplane, the FAA would issue special 
conditions.
    The FAA proposed that, after removing the introductory portion of 
Sec. 23.177(a), paragraph (a)(1) would be redesignated as (a). In the 
first sentence, ``skid'' is replaced with ``wings level sideslip'' to 
clarify the intended maneuver. Also, this change increases the power 
requirement for demonstration of directional stability in the landing 
configuration. The requirement specifies power necessary to maintain a 
three degree angle of descent. Maximum continuous power is considered 
appropriate since directional stability should be maintained during a 
balked landing, particularly since directional instability is an 
undesirable characteristic at any point in the flight envelope. Also, 
the FAA proposed to replace VA with VO to be consistent with 
Sec. 23.1507.
    The FAA proposed, in Sec. 23.177(b), to replace ``any'' with 
``all'' in the first sentence to clarify that all landing gear and flap 
positions must be addressed. Also, the FAA proposed that the paragraph 
specify a minimum speed at which static lateral stability may not be 
negative, as 1.3 VS, for all configurations except takeoff. This 
is consistent with the other speeds specified in Sec. 23.177(b) and 
relieves the requirement for other than takeoff speeds.
    The FAA proposed new Sec. 23.177(c) to provide an exclusion for the 
dihedral effect for acrobatic category airplanes approved for inverted 
flight. This change recognizes that, in full acrobatic airplanes, the 
dihedral effect is not a desired characteristic
    The addition of Sec. 23.147(c), which ensures lateral control 
capability without the use of the primary lateral control system, 
compensates for the relieving nature of proposed Sec. 23.177(b) and the 
exception from the requirements of Sec. 23.177(b) for acrobatic 
category airplanes.
    The FAA proposes to redesignate Sec. 23.177(a)(3) as Sec. 23.177(d) 
and to remove the next to the last sentence of Sec. 23.177(d), 
concerning bank angle and heading. The requirement is not a necessary 
test condition and a constant heading during the sideslip may be 
impossible in some airplanes.
    Comment: Raytheon commented on the requirements for stability in 
steady heading slips, which were changed in a previous amendment 
(Amendment 23-21; 43 FR 2318; January 16, 1978), and recommended 
clarifying language.
    FAA Response: As Raytheon noted, the rule language they believe 
needs clarification was not addressed in Notice 94-22, and, therefore, 
is beyond the scope of this rulemaking.
    The proposals are adopted as proposed.

Section 23.201  Wings Level Stall

    The FAA proposed to remove the two-control airplane requirements, 
altitude loss requirements, and to make clarifying changes in 
Sec. 23.201.
    The FAA proposed to revise Sec. 23.201(a) to remove the 
applicability reference for an airplane with independently controlled 
roll and directional controls and to replace the last word ``pitches'' 
with ``stalls'' since stalls may be defined by other than nose-down 
pitching.
    The FAA proposed to remove Sec. 23.201(b) since it applies to two-
control airplanes. (See Sec. 23.177 for discussion of two-control 
airplane requirements.)
    The FAA proposed to divide Sec. 23.201(c) into Sec. 23.201(b), 
stall recognition, and Sec. 23.201(c), stall recovery. The FAA 
proposed, in Sec. 23.201(b), to clarify that the test should start from 
a speed at least 10 knots above the stall speed, with no change in 
requirements. The FAA proposed to add Sec. 23.201(c) to specify how 
long the control must be held against the stop. This change ensures 
that the procedure for determining stall speed is the same procedure 
used to test stall characteristics. The FAA proposed to remove the last 
sentence of paragraph (c) on the increase of power because it only 
applies to altitude loss.
    The FAA proposed to remove Sec. 23.201(d), as suggested by the JAA, 
since the determination of altitude loss, and its subsequent furnishing 
in the AFM, is not considered information useful to the pilot for safe 
operation of the airplane.
    The FAA proposed new Sec. 23.201(d) based on present 
Sec. 23.201(e), to clarify that the roll and yaw limits apply during 
both entry and recovery.
    The FAA proposed new Sec. 23.201(e) based on former paragraph (f) 
with some revisions. During FAA/JAA harmonization meetings, the JAA 
pointed out to the FAA that, in high power-to-weight ratio airplanes, 
extreme nose-up attitudes were the principal criteria for use of 
reduced power, not the presence of undesirable stall characteristics. 
The FAA concurs, and, therefore, proposed to remove the phrase 
concerning stall characteristics.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.203  Turning Flight and Accelerated Turning Stalls

    The FAA proposed to revise Sec. 23.203 to add the word ``turning'' 
before ``stalls'' and after ``accelerated'' in the heading, the 
introductory text, and in paragraphs (a)(2) and (b)(5). This change 
clarifies that accelerated stalls are performed in turning flight. This 
clarification reflects current practice.
    In Sec. 23.203 (a) and (b), the FAA proposed to reference the stall 
definition in current Sec. 23.201(b), which is more specific than the 
present general words ``when the stall has fully developed or the 
elevator has reached its stop.''
    For clarification, the FAA proposed that paragraph (b)(4) be 
separated into paragraphs (b)(4) and (b)(5) without substantive change, 
and that former paragraph (b)(5) be redesignated as paragraph (b)(6).
    The FAA proposed in Sec. 23.203(c)(1) to clarify the wing flap 
positions by changing ``each intermediate position'' to ``each 
intermediate normal operating position,'' and in Sec. 23.203(c)(4) to 
clarify the use of reduced power. (See the final change to 
Sec. 23.201(f).)
    The FAA proposed new paragraph (c)(6) to be consistent with new 
Sec. 23.207(c)(6) configurations (Amendment No. 23-45).
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.205  Critical Engine-Inoperative Stalls

    The FAA proposed to remove Sec. 23.205. The stall demonstration 
conditions are not realistic because the engine operation and power 
asymmetry do not represent conditions likely to accompany an 
inadvertent stall in service. Service history shows, however, that 
stalls with significant power asymmetry can result in a spin, even on 
airplanes that are certificated to the present requirement. Based on 
this service history, the FAA determined that the requirement for 
demonstrating one-engine-inoperative stalls is not effective in 
ensuring that inadvertent stalls with one engine inoperative will have 
satisfactory characteristics and be recoverable. Sufficient protection 
against the hazard of stalling with one engine inoperative is provided 
by the one-engine-inoperative performance requirements and operating 
speed margins, coupled with the requirements for determination of 
VMC, and the addition of a directional and lateral control test 
under Sec. 23.147(b).
    No comments were received on the proposal for this section, and the 
section is removed as proposed.

Section 23.207  Stall Warning

    The FAA proposed, in Sec. 23.207(c), to reference the stall tests 
required by 

[[Page 5179]]
Sec. 23.201(b) and Sec. 23.203(a)(1) and to specify that during such 
tests for one knot per second deceleration stalls, both wings level and 
turning, the stall warning must begin at a speed exceeding the stalling 
speed by a margin of not less than 5 knots. The FAA proposed to remove 
the quantified upper limit in the rule of 10 knots or 15 percent of the 
stalling speed. The upper limit has created problems for manufacturers 
because of the complex design features required to show compliance. The 
upper limit requirement is, in effect, replaced by the nuisance stall 
warning provision in Sec. 23.207(d).
    The FAA proposed to divide Sec. 23.207(d) into Sec. 23.207 (d) and 
(e), with Sec. 23.207(d) on nuisance stall warnings having no change in 
requirements. In Sec. 23.207(e), the FAA proposed to remove the bottom 
limit of five knots for decelerations greater than one knot per second 
and to specify that the stall warning must begin sufficiently before 
the stall so that the pilot can take corrective action. This is 
considered appropriate because, at the higher deceleration rates of 
three to five knots per second, a specified five knots may not be 
enough stall warning.
    The FAA proposed new Sec. 23.207(f) to allow for a mutable stall 
warning system in acrobatic category airplanes, with automatic arming 
for takeoff and rearming for landing. This feature allows the pilot to 
disengage the warning during acrobatics while retaining the safety 
feature during takeoff and landing.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.221  Spinning

    The FAA proposed to change the point to start the one-turn-spin 
recovery count, to delete the ``characteristically incapable of 
spinning'' option, and to make minor changes in acrobatic category 
spins in Sec. 23.221.
    The FAA proposed, in Sec. 23.221(a), to replace the exception for 
airplanes characteristically incapable of spinning with an exception 
for airplanes that demonstrate compliance with the optional spin 
resistant requirements of paragraph (a)(2) of this section. Criteria 
for an airplane incapable of spinning are unnecessary since criteria 
for spin resistant airplanes are provided. As proposed, Sec. 23.221(a) 
changed the point at which the count for the one-turn-spin recovery 
begins. The change provides a specific point to begin the count by 
replacing the phrase ``after the controls have been applied'' with 
``after initiation of the first control action for recovery.'' Under 
the former rules, if an applicant proposed a multiple step recovery 
procedure that starts with the rudder, then the airplane may be 
effectively recovered before the start of the recovery count.
    The FAA proposed, in Sec. 23.221(a)(1)(ii), to specify that no 
control force or characteristic can adversely affect prompt recovery. 
This would be an improvement over the present requirement because it 
includes yaw and roll as well as pitch control.
    The FAA proposed to recodify Sec. 23.221(a)(1) into Sec. 23.221 
(a)(1)(i) through (a)(1)(iv) with no changes in the requirements, and 
to restate Sec. 23.221(a)(2) on spin resistant airplanes with minor 
editorial changes but with no change in requirements.
    The FAA proposed to specify, in Sec. 23,221(b), the emergency 
egress requirements of Sec. 23.807(b)(5) for those utility category 
airplanes approved for spinning, thereby cross-referencing the 
requirements of Sec. 23.807 to the flight requirements.
    The FAA proposed, in the introductory paragraph of Sec. 23.221(c), 
to require acrobatic category airplanes to meet the one-turn-spin 
requirements of Sec. 23.221(a). This change is needed because acrobatic 
category airplanes should have sufficient controllability to recover 
from the developing one-turn-spin under the same conditions as normal 
category airplanes. The introductory paragraph also cross-references 
Sec. 23.807 for emergency egress requirements.
    The FAA proposed, in Sec. 23.221(c)(1), pertaining to acrobatic 
category airplanes, to add a requirement for spin recovery after six 
turns or any greater number of turns for which certification is 
requested. This rule requires recovery within 1.5 turns after 
initiation of the first control action for recovery. This requirement 
ensures recovery within 1.5 turns if the spin mode changes beyond six 
turns. As an alternative, the applicant may stop at six turns and 
provide a limitation of six turns.
    The FAA proposed, in Sec. 23.221(c)(2), to remove the option to 
retract flaps during recovery and to provide the applicant with a 
choice of flaps up or flaps deployed for spin approval. The paragraph 
continues to prohibit exceeding applicable airspeed limits and limit 
maneuvering load factors.
    The FAA proposed new Sec. 23.221(c)(4) to ensure that the acrobatic 
spins do not cause pilot incapacitation.
    The FAA proposed to remove Sec. 23.221(d), relating to airplanes 
that are ``characteristically incapable of spinning,'' which has been 
in the regulation since at least 1937. In 1942, the present weight, 
center of gravity, and control mis-rig criteria were introduced into 
Civil Air Regulation (CAR) 03. Since then, the National Aeronautics and 
Space Administration (NASA) spin resistant requirements, which are 
based on research, have been developed and incorporated in the 
regulations by Amendment No. 23-42 (56 FR 344, January 3, 1991). If an 
applicant proposes a non-spinable airplane, it would be appropriate to 
apply the requirements of Sec. 23.221(a)(2) as proposed in Notice 90-
22.
    The only comment on this section was a JAA statement recognizing 
this as an existing disharmony.
    The proposals are adopted as proposed.

Section 23.233  Directional Stability and Control

    The FAA proposed to make minor word changes to Sec. 23.233(a) to 
harmonize this section with the corresponding JAR section.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.235  Operation on Unpaved Surfaces

    The FAA proposed to revise the heading of Sec. 23.235 and to remove 
water operating requirements, which are moved to new Sec. 23.237.
    No comments were received on the proposals for this section, and it 
is adopted as proposed.

Section 23.237  Operation on Water

    New Sec. 23.237, for operation on water, is the same as the former 
Sec. 23.235(b).
    The only comment on this section is a JAA statement acknowledging 
an existing disharmony.
    The proposal is adopted as proposed.

Section 23.253  High Speed Characteristics

    The FAA proposed to remove paragraph (b)(1), since the requirement 
for piloting strength and skill is covered in Sec. 23.141.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.562  Emergency Landing Dynamic Conditions

    The FAA proposed to change the one engine inoperative climb to 
remove the reference in Sec. 23.562(d) and to add it to 
Sec. 23.67(a)(1).
    The only comment on this section is a JAA statement acknowledging 
existing disharmony.
    The proposal is adopted as proposed.
    
[[Page 5180]]


Section 23.1325  Static Pressure System

    The FAA proposed to revise Sec. 23.1325(e) to clarify that the 
static pressure calibration must be conducted in flight, which is 
standard practice, and to remove and reserve Sec. 23.1325(f).
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.1511  Flap Extended Speed

    The FAA proposed to remove from Sec. 23.1511(a) references to 
Sec. 23.457. Section 23.457 is proposed to be removed in a related 
NPRM, Notice No. 94-20 (59 FR 35196, July 8, 1994), on the airframe.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.1521  Powerplant Limitations

    The FAA proposed to amend Sec. 23.1521 to require maximum 
temperature be established for takeoff operation and to require an 
ambient temperature limit for reciprocating engines in airplanes of 
more than 6,000 pounds.
    The FAA proposed in Sec. 23.1521(b)(5) to require the establishment 
of maximum cylinder head, liquid coolant, and oil temperature limits 
for takeoff operation without regard to the allowable time. Previously, 
temperature limits were required only if the takeoff power operation is 
permitted for more than two minutes. It is appropriate to require 
operating temperature limitations because most takeoff operations will 
exceed two minutes.
    The FAA proposed in Sec. 23.1521(e) to require an ambient 
temperature limit for turbine engine-powered airplanes and 
reciprocating engine-powered airplanes over 6,000 pounds. These 
airplanes are subject to WAT limits and the revision will ensure that 
airplane engines will cool at the ambient temperature limit.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.1543  Instrument Markings: General

    The FAA proposed new Sec. 23.1543(c) to require that all related 
instruments be calibrated in compatible units. This is considered 
essential for safe operation.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.1545  Airspeed Indicator

    The FAA proposed in Sec. 23.1545(b)(5) to delete any one-engine-
inoperative best rate of climb speed marking requirements for WAT 
limited airplanes. These airplanes already have scheduled speeds in 
case of an engine failure. The FAA proposed that paragraph (b)(5) apply 
only to non-WAT airplanes for which the one-engine-operative best rate 
of climb speed marking has been simplified to reflect performance for 
sea level at maximum weight. Since the blue arc rule was promulgated in 
Amendment No. 23-23 (43 FR 50593, October 30, 1978), certification 
experience has shown that the marking of an arc is unnecessarily 
complicated. For many airplanes, the approved arc was so narrow that 
the arc was a line; therefore, final paragraph (b)(5) requires a blue 
radial line instead of an arc.
    The FAA proposed to revise Sec. 23.1545(b)(6) to retain the 
existing VMC requirement for non-WAT airplanes and to remove the 
requirement for VMC markings for WAT airplanes since WAT airplanes 
already have scheduled speeds in case of engine failure.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.1553  Fuel Quantity Indicator

    The FAA proposed to remove, from Sec. 23.1553, the use of an arc to 
show a quantity of unusable fuel. The FAA proposed that the rule 
reference the unusable fuel determination and require only a red radial 
line, which provides a clearer indication of fuel quantity for pilots.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.1555  Control Markings

    The FAA proposed to add to Sec. 23.1555(e)(2) a requirement that no 
controls except emergency controls be red.
    Comment: Transport Canada states that certain cockpit controls 
serve a dual purpose in that they serve normal aircraft operation 
functions as well as emergency functions. Examples are fuel selector 
valves and door handles. Transport Canada recommends rule language that 
recognizes dual usage.
    FAA Response: Transport Canada's statement about the existence of 
dual usage controls is correct. The FAA originally intended to address 
the dual usage issue in an AC. On further evaluation of the proposed 
rule language, dual usage controls would be prohibited, if it were 
adopted as proposed. Therefore, an AC could not be used to allow 
controls such as the mixture (which is usually red) to continue to be 
red without violating the rule. The FAA has incorporated the dual usage 
language in the final rule to avoid confusion between the intent of the 
rule and the current practice.
    The proposal is adopted with the changes mentioned above.

Section 23.1559  Operating Limitations Placard

    The FAA proposed to simplify Sec. 23.1559 and to remove duplicate 
material while requiring essentially the same information. Most 
airplanes currently operate with an AFM and the new rule places 
emphasis on using the AFM to define required operating limitations.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.1563  Airspeed Placards

    The FAA proposed to add a new paragraph (c) to Sec. 23.1563. The 
new paragraph is applicable to WAT limited airplanes and requires 
providing the maximum VMC in the takeoff configuration determined 
under Sec. 23.149(b). This is desirable since the VMC is not 
marked on the airspeed indicator for these airplanes.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.1567  Flight Maneuver Placard

    The FAA proposed to add new Sec. 23.1567(d) to apply to acrobatic 
and utility airplanes approved for intentional spinning, which requires 
a placard listing control actions for recovery. New paragraph (d) 
proposed to require a statement on the placard that the airplane be 
recovered when spiral characteristics occur, or after six turns, or at 
any greater number of turns for which certification tests have been 
conducted. This paragraph replaces the similar placard requirement in 
current Sec. 23.1583(e)(3) for acrobatic category airplanes.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Section 23.1581  General

    The FAA proposed to make editorial changes in Sec. 23.1581 that 
recognize WAT limited and non-WAT limited airplanes.
    In new Sec. 23.1581(a)(3), the FAA proposed to require information 
necessary to comply with relevant operating rules. This is a FAR and 
JAR harmonization item and is considered necessary because some 
operational rules, such as Sec. 135.391, require flight 

[[Page 5181]]
planning with one-engine-inoperative cruise speed and/or driftdown 
data. For airplanes operated under part 135 in the United States, it 
represents no change in requirements.
    The FAA proposed Sec. 23.1581(b)(2) to require that only WAT 
limited airplane AFM's provide data necessary for determining WAT 
limits.
    The FAA proposed new Sec. 23.1581(c) to require the AFM units to be 
the same as on the instruments.
    The FAA proposed new Sec. 23.1581(d) to remove the requirement for 
a table of contents. This is considered a format requirement and is not 
appropriate for this section, which specifies AFM content. Section 
23.1581(d) is replaced by a requirement to present all operational 
airspeeds as indicated airspeeds. This adopts current practice.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.1583  Operating Limitations

    The FAA proposed to revise Sec. 23.1583 operating limitations 
information for the AFM. The FAA proposed to revise airspeed 
limitations for commuter category airplanes, to require AFM limitations 
for WAT limited airplanes, to furnish ambient temperature limitations 
and smoking restriction information, and to specify types of runway 
surfaces.
    The FAA proposed, in Sec. 23.1583(a)(3), to make VMO/MMO 
airspeed operating limitations applicable only to turbine powered 
commuter category airplanes. This is consistent with current practice 
since no reciprocating engine-powered commuter category airplanes have 
been proposed.
    In Sec. 23.1583(c)(3), the FAA proposed to add takeoff and landing 
weight limitations for WAT limited airplanes. (See Sec. 23.45.)
    The FAA proposed to revise Sec. 23.1583(c)(4) and (c)(5), to 
renumber Sec. 23.1583(c)(3) and (c)(4), and to make editorial and 
cross-reference changes. In paragraph (c)(4)(ii), the FAA proposed a 
new requirement that the AFM include the maximum takeoff weight for 
each airport altitude and ambient temperature within the range selected 
by the applicant at which the accelerate-stop distance determined under 
Sec. 23.55 is equal to the available runway length plus the length of 
any stopway, if available. This is currently required for transport 
category airplanes and is necessary for harmonization with JAR 23.
    In Sec. 23.1583(c)(6), the FAA proposed to establish the zero wing 
fuel weight of Sec. 23.343 as a limitation. This provides the pilot 
with information necessary to prevent exceeding airplane structural 
limits.
    The FAA proposed editorial changes to Sec. 23.1583(d) and, in 
paragraphs (e)(1) and (e)(2), to remove references to 
``characteristically incapable of spinning.'' As discussed under 
Sec. 23.221, requirements for ``characteristically incapable of 
spinning'' are removed.
    In Sec. 23.1583(e)(4), the FAA proposed to add a requirement to 
specify limitations associated with spirals, six turn spins, or more 
than six turn spins. The requirement for a placard is removed since the 
requirement is covered in Sec. 23.1567.
    The FAA proposed to revise Sec. 23.1583(e)(5) based on former 
paragraph (e)(4) for commuter category airplanes. This restates the 
maneuvers as those proposed for commuter category airplanes in 
Sec. 23.3.
    The FAA proposed to revise the heading of Sec. 23.1583(f) and to 
add a limit negative load factor for acrobatic category airplanes.
    The FAA proposed to revise Sec. 23.1583(g) to make editorial 
changes with no change in requirements and to reference the flight 
crews' requirements in Sec. 23.1523. As proposed, Sec. 23.1583(k), (l), 
and (m) are redesignated as Sec. 23.1583(i), (j), and (k).
    The FAA proposed new Sec. 23.1583(l) to require baggage and cargo 
loading limits in the AFM.
    The FAA proposed a new Sec. 23.1583(m) to require any special 
limitations on systems and equipment in the AFM. This provides the 
pilot with information necessary for safe operation of the airplane 
systems and equipment.
    The FAA proposed a new Sec. 23.1583(n) to require a statement on 
ambient temperature limitations. Maximum cooling temperature limits 
have been required for turbine powered airplanes by Sec. 23.1521(e); 
however, the requirement for the limitation has never been specified in 
Sec. 23.1583. Proposed Sec. 23.1583(n) requires both maximum and 
minimum temperature limits if appropriate. A minimum temperature limit 
provides the pilot with information necessary to avoid airplane damage 
during low temperature operations.
    The FAA proposed a new Sec. 23.1583(o) to state any occupant 
smoking limitations on the airplane in the AFM.
    The FAA proposed a new Sec. 23.1583(p) to require the applicant to 
state what runway surfaces have been approved.
    No comments were received on the proposals for this section, and it 
is adopted as proposed.

Section 23.1585  Operating Procedures

    The FAA proposed to rearrange the material in Sec. 23.1585(a). 
Also, the FAA proposed to add, for all airplanes, a requirement to 
paragraph (a) that information in the following areas be included: 
Unusual flight or ground handling characteristics; maximum demonstrated 
values of crosswinds; recommended speed for flight in rough air; 
restarting an engine in flight; and making a normal approach and 
landing in accordance with Secs. 23.73 and 23.75. All of these 
requirements are in former Sec. 23.1585(a) except for restarting a 
turbine engine in flight, which is in former paragraph (c)(5) 
pertaining only to multiengine airplanes. The FAA decided that a 
restart capability is not required for single reciprocating engine 
airplanes for the reasons given in the preamble discussion of proposal 
3 in Amendment No. 23-43 (58 FR 18958, April 9, 1993). The requirement 
to provide restart information should apply to single turbine engines, 
however, since turbine engine designs incorporate a restart capability 
and inadvertent shutdowns may occur. The requirement for normal 
approach and landing information, in accordance with the landing 
requirement in Secs. 23.73 and 23.75, is new. This information is 
necessary to enable pilots to achieve the published landing distances 
and, if necessary, to safely transition to a balked landing.
    The FAA proposed to revise Sec. 23.1585(b) by adding new 
requirements, which cover gliding after an engine failure for single-
engine airplanes, to reference the new requirements proposed in 
Sec. 23.71.
    The FAA proposed to revise Sec. 23.1585(c) to require compliance 
with paragraph (a) plus the following requirements from former 
paragraph (c): Approach and landing with an engine inoperative; balked 
landing with an engine inoperative; and VSSE as determined in 
Sec. 23.149. The FAA also proposed to redesignate paragraph (c) 
requirements, information on procedures for continuing a takeoff 
following an engine failure and continuing a climb following an engine 
failure, as proposed (e) for normal, utility, and acrobatic 
multiengines.
    The FAA proposed to revise Sec. 23.1585(d) to apply to normal, 
utility, and acrobatic airplanes, which would have to comply with 
paragraph (a) and either (b) or (c). These airplanes must also comply 
with the normal takeoff, climb, and abandoning a takeoff procedures, 
which were contained in paragraph (a).

[[Page 5182]]

    The FAA proposed to revise Sec. 23.1585(c), for normal, utility and 
acrobatic multiengine airplanes, to require compliance with proposed 
(a), (c), and (d), plus requirements for continuing a takeoff or climb 
with one engine inoperative that were in former paragraph (c) (1) and 
(2).
    The FAA proposed to revise Sec. 23.1585(f) to amend normal takeoff 
requirements in former paragraph (a)(2); to add accelerate-stop 
requirements; and to continue takeoff after engine failure, which was 
in former paragraph (c)(1).
    The FAA proposed no substantial changes in Sec. 23.1585 (g) and 
(h), which are based on paragraphs (d) and (e), respectively.
    The FAA proposed to revise Sec. 23.1585(i) based on former 
paragraph (g) on the total quantity of usable fuel and to add 
information on the effect of pump failure on unusable fuel.
    The FAA proposed a new Sec. 23.1585(j) to require procedures for 
safe operation of the airplanes' systems and equipment that, although 
not previously required, are current industry practice.
    In the proposed revision of Sec. 23.1585(h), the commuter category 
airplane procedures for restarting turbine engines in flight would no 
longer be necessary because the requirement is covered under paragraph 
(a)(4).
    Comment: The JAA comments that the JAA does not agree with limiting 
the inflight engine restart requirements of proposed paragraph (a)(4) 
to turbine engines only.
    FAA Response: The JAA comment addresses a known disharmony between 
the regulations.
    No substantive comment was received, and the proposals are adopted 
as proposed.

Section 23.1587  Performance Information

    The FAA proposed to revise Sec. 23.1587 to rearrange existing 
material, to remove ski plane performance exceptions, to remove the 
option of calculating approximate performance, to remove staff altitude 
loss data, and to require overweight landing performance in 
Sec. 23.1587. Stalling speed requirements of paragraph (c)(2) and (3) 
are combined and moved to final paragraph (a)(1) and reference and 
stalling speed requirement of Sec. 23.49. Information on the steady 
rate and gradient of climb with all engines operating is required by 
paragraph (a)(2). This is revised from paragraph (a)(2). The climb 
section referenced in existing Sec. 23.1587(a)(2) is removed and 
replaced with Sec. 23.69(a).
    The FAA proposed to revise paragraph (a)(3) to add that landing 
distance determined under Sec. 23.75 must be provided for each airport 
altitude, standard temperature, and type of surface for which it is 
valid. The FAA proposed to revise paragraph (a)(4) to require 
information on the effect on landing distance when landing on other 
than hard surface, as determined under Sec. 23.45(g). The FAA proposed 
to revise paragraph (a)(5) to cover information on the effects on 
landing distance of runway slope and wind. This provides the pilot with 
data with which to account for these factors in his or her takeoff 
calculations.
    The FAA proposed to remove requirements on ski planes from 
Sec. 23.1587(b) and to add a requirement for a steady angle of climb/
descent, as determined under Sec. 23.77(a), in its place. This 
requirement applies to all non-WAT airplanes.
    The FAA proposed to revise paragraph (c) to apply normal, utility, 
and acrobatic category airplanes, rather than all airplanes. The FAA 
proposed to remove the stall altitude loss requirements from paragraph 
(c)(1). As mentioned, the FAA proposed to remove the stalling speed 
requirements from paragraphs (c)(2) and (c)(3) and to place them in 
paragraph (a)(1). The FAA also proposed to remove paragraph (c)(4) on 
cooling climb speed data since most airplanes cool at scheduled speeds.
    The FAA proposes to revise paragraph (c)(1) to pertain to the 
takeoff distance determined under Sec. 23.53 and to the type of 
surface. Proposed paragraphs (c)(2) and (c)(3) pertain to the effect on 
takeoff distance of the runway surface, slope, and headwind and 
tailwind component.
    The FAA proposed to revise paragraph (c)(4) to add a new 
requirement pertaining to the one-engine inoperative takeoff climb/
descent performance for WAT-limited airplanes. This pertains only to 
reciprocating engine-powered airplanes. It provides the pilot with the 
information determined under final Sec. 23.66.
    The FAA proposed a new paragraph (c)(5), which pertains to enroute 
rate and gradient and climb/descent determined under Sec. 23.69(b), for 
multiengine airplanes.
    The FAA proposed to revised Sec. 23.1587(d) to incorporate into 
commuter category airplanes the present data and accelerate-stop data, 
overweight landing performance, and the effect of operation on other 
than smooth hard surfaces. In addition, in order to consolidate all of 
the requirements for what must appear in the AFM in subpart G, the FAA 
proposed that Sec. 23.1587(d)(10) contain the requirement, found in 
former Sec. 23.1323(d), to show the relationship between IAS and CAS in 
the AFM.
    No comments were received on the proposals for this section, and 
they are adopted as proposed.

Section 23.1589  Loading Information

    The FAA proposed to make editorial changes in Sec. 23.1589(b) to 
simplify the text, with no change in requirements.
    No comments were received on the proposal for this section, and it 
is adopted as proposed.

Appendix E

    The FAA proposed to remove Appendix E and to reserve it for the 
reasons given in the change to Sec. 23.25.
    No comments were received on the proposal, and Appendix E is 
removed and reserved as proposed.

Regulatory Evaluation, Regulatory Flexibility Determination, and Trade 
Impact Assessment

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 directs Federal agencies to 
promulgate new regulations only if the potential benefits to society 
justify its costs. Second, the Regulatory Flexibility Act of 1980 
requires agencies to analyze the economic impact of regulatory changes 
on small entities. Finally, the Office of Management and Budget directs 
agencies to assess the effects of regulatory changes on international 
trade. In conducting these assessments, the FAA has determined that 
this rule: (1) Will generate benefits exceeding its costs and is 
``significant'' as defined in the Executive Order; (2) is 
``significant'' as defined in DOT's Policies and Procedures; (3) will 
not have a significant impact on a substantial number of small 
entities; and (4) will not constitute a barrier to international trade. 
These analyses, available in the docket, are summarized below.

Comments Related to the Economics of the Proposed Rule

    One comment was received regarding the economics, Sec. 23.143 
Controllability and Maneuverability. This comment, as well as the FAA's 
response, are included in the section ``Discussion of Amendments.''

Regulatory Evaluation Summary

    The FAA has identified 15 sections that will result in additional 
compliance costs to one or more airplane categories. Amendments to five 
sections will result in cost savings. The greatest costs will be 
incurred by manufacturers of WAT 

[[Page 5183]]
limited airplanes (e.g., multiengine airplanes with maximum weights of 
more than 6,000 pounds). When amortized over a production run, the 
incremental costs will have a negligible impact on airplane prices, 
less than $100 per airplane.
    The primary benefit of the rule will be the cost efficiencies of 
harmonization with the JAR for those manufacturers that choose to 
market airplanes in JAA countries as well as to manufacturers in JAA 
countries that market airplanes in the United States. Other benefits of 
the rule will be decreased reliance on special conditions, 
simplification of the certification process through clarification of 
existing requirements, and increased flexibility through optional 
designs.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) was enacted by 
Congress to ensure that small entities are not unnecessarily and 
disproportionately burdened by Federal regulations. The RFA requires a 
Regulatory Flexibility Analysis if a rule will have a significant 
economic impact, either detrimental or beneficial, on a substantial 
number of small entities. Based on FAA Order 2100.14A, Regulatory 
Flexibility Criteria and Guidance, the FAA has determined that the rule 
will not have a significant economic impact on a substantial number of 
small entities.

International Trade Impact Assessment

    The rule will not constitute a barrier to international trade, 
including the export of American airplanes to foreign countries and the 
impact of foreign airplanes into the United States. Instead, the flight 
certification procedures have been harmonized with those of the JAA and 
will lessen restraints on trade.

Federalism Implications

    The regulations herein will not have substantial direct effects on 
the States, on the relationship between the national government and the 
States, or on the distribution of power and responsibilities among the 
various levels of government. Therefore, in accordance with Executive 
Order 12612, it is determined that this rule does not have sufficient 
federalism implications to warrant the preparation of a Federalism 
Assessment.

Conclusion

    The FAA is revising the flight airworthiness standards for normal, 
utility, acrobatic, and commuter category airplanes to harmonize them 
with the standards of the Joint Aviation Authorities in Europe for the 
same category airplanes. The revisions will reduce the regulatory 
burden on the United States and European airplane manufacturers by 
relieving them of the need to show compliance with different standards 
each time they seek certification approval of an airplane in the United 
States or in a country that is a member of the JAA.
    For the reasons discussed in the preamble, and based on the 
findings in the Regulatory Evaluation, the FAA has determined that this 
rule is significant under Executive Order 12866. In addition, the FAA 
certifies that this rule will not have a significant economic impact, 
positive or negative, on a substantial number of small entities under 
the criteria of the Regulatory Flexibility Act. This rule is considered 
significant under DOT Regulatory Policies and Procedures (44 FR 11034, 
February 26, 1979). A regulatory evaluation of the rule has been placed 
in the docket. A copy may be obtained by contracting the person 
identified under FOR FURTHER INFORMATION CONTACT. 

List of Subjects

14 CFR Part 1

    Air transportation.

14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

The Amendments

    In consideration of the foregoing, the Federal Aviation 
Administration amends 14 CFR parts 1 and 23 to read as follows:

PART 1--DEFINITIONS AND ABBREVIATIONS

    1. The authority citation for part 1 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

    2. A new definition is added in alphabetical order to Sec. 1.1 to 
read as follows:


Sec. 1.1  General definitions.

* * * * * * *
    Maximum speed for stability characteristics, VFC/MFC 
means a speed that may not be less than a speed midway between maximum 
operating limit speed (VMO/MMO) and demonstrated flight 
diving speed (VDF/MDF), except that, for altitudes where the 
Mach number is the limiting factor, MFC need not exceed the Mach 
number at which effective speed warning occurs.
* * * * *

PART 23--AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND 
COMMUTER CATEGORY AIRPLANES

    3. The authority citation for part 23 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

    4. Section 23.3 is amended by revising paragraphs (b)(2), (d), and 
(e) to read as follows:


Sec. 23.3  Airplane categories.

* * * * *
    (b) * * *
    (2) Lazy eights, chandelles, and steep turns, or similar maneuvers, 
in which the angle of bank is more than 60 degrees but not more than 90 
degrees.
* * * * *
    (d) The commuter category is limited to propeller-driven, 
multiengine airplanes that have a seating configuration, excluding 
pilot seats, of 19 or less, and a maximum certificated takeoff weight 
of 19,000 pounds or less. The commuter category operation is limited to 
any maneuver incident to normal flying, stalls (except whip stalls), 
and steep turns, in which the angle of bank is not more than 60 
degrees.
    (e) Except for commuter category, airplanes may be type 
certificated in more than one category if the requirements of each 
requested category are met.
    5. Section 23.25 is amended by revising paragraphs (a) introductory 
text and (a)(1) introductory text, and paragraphs (a)(1)(i) and 
(a)(1)(iii) to read as follows:


Sec. 23.25  Weight limits.

    (a) Maximum weight. The maximum weight is the highest weight at 
which compliance with each applicable requirement of this part (other 
than those complied with at the design landing weight) is shown. The 
maximum weight must be established so that it is--
    (1) Not more than the least of--
    (i) The highest weight selected by the applicant; or
* * * * *
    (iii) The highest weight at which compliance with each applicable 
flight requirement is shown, and
* * * * *
    6. Section 23.33 is amended by revising paragraphs (b) (1) and (2) 
to read as follows:


Sec. 23.33  Propeller speed and pitch limits.

    (b) * * *
    (1) During takeoff and initial climb at the all engine(s) operating 
climb speed 

[[Page 5184]]
specified in Sec. 23.65, the propeller must limit the engine r.p.m., at 
full throttle or at maximum allowable takeoff manifold pressure, to a 
speed not greater than the maximum allowable takeoff r.p.m.; and
    (2) During a closed throttle glide, at VNE, the propeller may 
not cause an engine speed above 110 percent of maximum continuous 
speed.
* * * * *
    7. Section 23.45 is revised to read as follows:


Sec. 23.45  General.

    (a) Unless otherwise prescribed, the performance requirements of 
this part must be met for--
    (1) Still air and standard atmosphere; and
    (2) Ambient atmospheric conditions, for commuter category 
airplanes, for reciprocating engine-powered airplanes of more than 
6,000 pounds maximum weight, and for turbine engine-powered airplanes.
    (b) Performance data must be determined over not less than the 
following ranges of conditions--
    (1) Airport altitudes from sea level to 10,000 feet; and
    (2) For reciprocating engine-powered airplanes of 6,000 pounds, or 
less, maximum weight, temperature from standard to 30  deg.C above 
standard; or
    (3) For reciprocating engine-powered airplanes of more than 6,000 
pounds maximum weight and turbine engine-powered airplanes, temperature 
from standard to 30  deg.C above standard, or the maximum ambient 
atmospheric temperature at which compliance with the cooling provisions 
of Sec. 23.1041 to Sec. 23.1047 is shown, if lower.
    (c) Performance data must be determined with the cowl flaps or 
other means for controlling the engine cooling air supply in the 
position used in the cooling tests required by Sec. 23.1041 to 
Sec. 23.1047.
    (d) The available propulsive thrust must correspond to engine 
power, not exceeding the approved power, less--
    (1) Installation losses; and
    (2) The power absorbed by the accessories and services appropriate 
to the particular ambient atmospheric conditions and the particular 
flight condition.
    (e) The performance, as affected by engine power or thrust, must be 
based on a relative humidity:
    (1) Of 80 percent at and below standard temperature; and
    (2) From 80 percent, at the standard temperature, varying linearly 
down to 34 percent at the standard temperature plus 50  deg.F.
    (f) Unless otherwise prescribed, in determining the takeoff and 
landing distances, changes in the airplane's configuration, speed, and 
power must be made in accordance with procedures established by the 
applicant for operation in service. These procedures must be able to be 
executed consistently by pilots of average skill in atmospheric 
conditions reasonably expected to be encountered in service.
    (g) The following, as applicable, must be determined on a smooth, 
dry, hard-surfaced runway--
    (1) Takeoff distance of Sec. 23.53(b);
    (2) Accelerate-stop distance of Sec. 23.55;
    (3) Takeoff distance and takeoff run of Sec. 23.59; and
    (4) Landing distance of Sec. 23.75.

    Note: The effect on these distances of operation on other types 
of surfaces (for example, grass, gravel) when dry, may be determined 
or derived and these surfaces listed in the Airplane Flight Manual 
in accordance with Sec. 23.1583(p).

    (h) For commuter category airplanes, the following also apply:
    (1) Unless otherwise prescribed, the applicant must select the 
takeoff, enroute, approach, and landing configurations for the 
airplane.
    (2) The airplane configuration may vary with weight, altitude, and 
temperature, to the extent that they are compatible with the operating 
procedures required by paragraph (h)(3) of this section.
    (3) Unless otherwise prescribed, in determining the critical-
engine-inoperative takeoff performance, takeoff flight path, and 
accelerate-stop distance, changes in the airplane's configuration, 
speed, and power must be made in accordance with procedures established 
by the applicant for operation in service.
    (4) Procedures for the execution of discontinued approaches and 
balked landings associated with the conditions prescribed in 
Sec. 23.67(c)(4) and Sec. 23.77(c) must be established.
    (5) The procedures established under paragraphs (h)(3) and (h)(4) 
of this section must--
    (i) Be able to be consistently executed by a crew of average skill 
in atmospheric conditions reasonably expected to be encountered in 
service;
    (ii) Use methods or devices that are safe and reliable; and
    (iii) Include allowance for any reasonably expected time delays in 
the execution of the procedures.
    8. Section 23.49 is revised to read as follows:


Sec. 23.49  Stalling period.

    (a) VSO and VS1 are the stalling speeds or the minimum 
steady flight speeds, in knots (CAS), at which the airplane is 
controllable with--
    (1) For reciprocating engine-powered airplanes, the engine(s) 
idling, the throttle(s) closed or at not more than the power necessary 
for zero thrust at a speed not more than 110 percent of the stalling 
speed;
    (2) For turbine engine-powered airplanes, the propulsive thrust not 
greater than zero at the stalling speed, or, if the resultant thrust 
has no appreciable effect on the stalling speed, with engine(s) idling 
and throttle(s) closed;
    (3) The propeller(s) in the takeoff position;
    (4) The airplane in the condition existing in the test, in which 
VSO and VS1 are being used;
    (5) The center of gravity in the position that results in the 
highest value of VSO and VS1; and
    (6) The weight used when VSO and VS1 are being used as a 
factor to determine compliance with a required performance standard.
    (b) VSO and VS1 must be determined by flight tests, using 
the procedure and meeting the flight characteristics specified in 
Sec. 23.201.
    (c) Except as provided in paragraph (d) of this section, VSO 
and VS1 at maximum weight must not exceed 61 knots for--
    (1) Single-engine airplanes; and
    (2) Multiengine airplanes of 6,000 pounds or less maximum weight 
that cannot meet the minimum rate of climb specified in Sec. 23.67(a) 
(1) with the critical engine inoperative.
    (d) All single-engine airplanes, and those multiengine airplanes of 
6,000 pounds or less maximum weight with a VSO of more than 61 
knots that do not meet the requirements of Sec. 23.67(a)(1), must 
comply with Sec. 23.562(d).
    9. Section 23.51 is revised to read as follows:


Sec. 23.51  Takeoff speeds.

    (a) For normal, utility, and acrobatic category airplanes, rotation 
speed, VR, is the speed at which the pilot makes a control input, 
with the intention of lifting the airplane out of contact with the 
runway or water surface.
    (1) For multiengine landplanes, VR, must not be less than the 
greater of 1.05 VMC; or 1.10 VS1;
    (2) For single-engine landplanes, VR, must not be less than 
VS1; and
    (3) For seaplanes and amphibians taking off from water, VR, 
may be any speed that is shown to be safe under all reasonably expected 
conditions, including turbulence and complete failure of the critical 
engine.
    (b) For normal, utility, and acrobatic category airplanes, the 
speed at 50 feet above the takeoff surface level must not be less than:
    (1) or multiengine airplanes, the highest of--
    
[[Page 5185]]

    (i) A speed that is shown to be safe for continued flight (or 
emergency landing, if applicable) under all reasonably expected 
conditions, including turbulence and complete failure of the critical 
engine;
    (ii) 1.10 VMC; or
    (iii) 1.20 VS1.
    (2) For single-engine airplanes, the higher of--
    (i) A speed that is shown to be safe under all reasonably expected 
conditions, including turbulence and complete engine failure; or
    (ii) 1.20 VS1.
    (c) For commuter category airplanes, the following apply:
    (l) V1 must be established in relation to VEF as follows:
    (i) VEF is the calibrated airspeed at which the critical 
engine is assumed to fail. VEF must be selected by the applicant 
but must not be less than 1.05 VMC determined under Sec. 23.149(b) 
or, at the option of the applicant, not less than VMCG determined 
under Sec. 23.149(f).
    (ii) The takeoff decision speed, V1, is the calibrated 
airspeed on the ground at which, as a result of engine failure or other 
reasons, the pilot is assumed to have made a decision to continue or 
discontinue the takeoff. The takeoff decision speed, V1, must be 
selected by the applicant but must not be less than VEF plus the 
speed gained with the critical engine inoperative during the time 
interval between the instant at which the critical engine is failed and 
the instant at which the pilot recognizes and reacts to the engine 
failure, as indicated by the pilot's application of the first retarding 
means during the accelerate-stop determination of Sec. 23.55.
    (2) The rotation speed, VR, in terms of calibrated airspeed, 
must be selected by the applicant and must not be less than the 
greatest of the following:
    (i) V1;
    (ii) 1.05 VMC determined under Sec. 23.149(b);
    (iii) 1.10 VS1; or
    (iv) The speed that allows attaining the initial climb-out speed, 
V2, before reaching a height of 35 feet above the takeoff surface 
in accordance with Sec. 23.57(c)(2).
    (3) For any given set of conditions, such as weight, altitude, 
temperature, and configuration, a single value of VR must be used 
to show compliance with both the one-engine-inoperative takeoff and 
all-engines-operating takeoff requirements.
    (4) The takeoff safety speed, V2, in terms of calibrated 
airspeed, must be selected by the applicant so as to allow the gradient 
of climb required in Sec. 23.67 (c)(1) and (c)(2) but mut not be less 
than 1.10 VMC or less than 1.20 VS1.
    (5) The one-engine-inoperative takeoff distance, using a normal 
rotation rate at a speed 5 knots less than VR, established in 
accordance with paragraph (c)(2) of this section, must be shown not to 
exceed the corresponding one-engine-inoperative takeoff distance, 
determined in accordance with Sec. 23.57 and Sec. 23.59(a)(1), using 
the established VR. The takeoff, otherwise performed in accordance 
with Sec. 23.57, must be continued safely from the point at which the 
airplane is 35 feet above the takeoff surface and at a speed not less 
than the established V2 minus 5 knots.
    (6) The applicant must show, with all engines operating, that 
marked increases in the scheduled takeoff distances, determined in 
accordance with Sec. 23.59(a)(2), do not result from over-rotation of 
the airplane or out-of-trim conditions.
    10. Section 23.53 is revised to read as follows:


Sec. 23.53  Takeoff performance.

    (a) For normal, utility, and acrobatic category airplanes, the 
takeoff distance must be determined in accordance with paragraph (b) of 
this section, using speeds determined in accordance with Sec. 23.51 (a) 
and (b).
    (b) For normal, utility, and acrobatic category airplanes, the 
distance required to takeoff and climb to a height of 50 feet above the 
takeoff surface must be determined for each weight, altitude, and 
temperature within the operational limits established for takeoff 
with--
    (1) Takeoff power on each engine;
    (2) Wing flaps in the takeoff position(s); and
    (3) Landing gear extended.
    (c) For commuter category airplanes, takeoff performance, as 
required by Secs. 23.55 through 23.59, must be determined with the 
operating engine(s) within approved operating limitations.
    11. Section 23.55 is amended by revising paragraph (a) and the 
introductory text of paragraph (b) to read as follows:


Sec. 23.55  Accelerate-stop distance.

 * * * * *
    (a) The accelerate-stop distance is the sum of the distances 
necessary to--
    (1) Accelerate the airplane from a standing start to VEF with 
all engines operating;
    (2) Accelerate the airplane from VEF to V1, assuming the 
critical engine fails at VEF; and
    (3) Come to a full stop from the point at which V1 is reached.
    (b) Means other than wheel brakes may be used to determine the 
accelerate-stop distances if that means--
 * * * * *
    12. Section 23.57 is amended by revising paragraphs (a) 
introductory text, (b), (c)(1), (c)(3) introductory text, (c)(4), and 
(d); and by adding a new paragraph (e) to read as follows:


Sec. 23.57  Takeoff path.

 * * * * *
    (a) The takeoff path extends from a standing start to a point in 
the takeoff at which the airplane is 1500 feet above the takeoff 
surface at or below which height the transition from the takeoff to the 
enroute configuration must be completed; and
 * * * * *
    (b) During the acceleration to speed V2, the nose gear may be 
raised off the ground at a speed not less than VR. However, 
landing gear retraction must not be initiated until the airplane is 
airborne.
    (c) * * *
    (1) The slope of the airborne part of the takeoff path must not be 
negative at any point;
* * * * *
    (3) At each point along the takeoff path, starting at the point at 
which the airplane reaches 400 feet above the takeoff surface, the 
available gradient of climb must not be less than--
* * * * *
    (4) Except for gear retraction and automatic propeller feathering, 
the airplane configuration must not be changed, and no change in power 
that requires action by the pilot may be made, until the airplane is 
400 feet above the takeoff surface.
    (d) The takeoff path to 35 feet above the takeoff surface must be 
determined by a continuous demonstrated takeoff.
    (e) The takeoff path to 35 feet above the takeoff surface must be 
determined by synthesis from segments; and
    (1) The segments must be clearly defined and must be related to 
distinct changes in configuration, power, and speed;
    (2) The weight of the airplane, the configuration, and the power 
must be assumed constant throughout each segment and must correspond to 
the most critical condition prevailing in the segment; and
    (3) The takeoff flight path must be based on the airplane's 
performance without utilizing ground effect.
    13. Section 23.59 is amended by revising the introductory text, 
paragraph (a)(2), and paragraph (b) to read as follows:


Sec. 23.59  Takeoff distance and takeoff run.

    For each commuter category airplane, the takeoff distance and, at 
the option of the applicant, the takeoff run, must be determined. 

[[Page 5186]]

    (a) * * *
    (2) With all engines operating, 115 percent of the horizontal 
distance from the start of the takeoff to the point at which the 
airplane is 35 feet above the takeoff surface, determined by a 
procedure consistent with Sec. 23.57.
    (b) If the takeoff distance includes a clearway, the takeoff run is 
the greater of--
    (1) The horizontal distance along the takeoff path from the start 
of the takeoff to a point equidistant between the liftoff point and the 
point at which the airplane is 35 feet above the takeoff surface as 
determined under Sec. 23.57; or
    (2) With all engines operating, 115 percent of the horizontal 
distance from the start of the takeoff to a point equidistant between 
the liftoff point and the point at which the airplane is 35 feet above 
the takeoff surface, determined by a procedure consistent with 
Sec. 23.57.
    14. A new Sec. 23.63 is added to read as follows:


Sec. 23.63  Climb: general.

    (a) Compliance with the requirements of Secs. 23.65, 23.66, 23.67, 
23.69, and 23.77 must be shown--
    (1) Out of ground effect; and
    (2) At speeds that are not less than those at which compliance with 
the powerplant cooling requirements of Secs. 23.1041 to 23.1047 has 
been demonstrated; and
    (3) Unless otherwise specified, with one engine inoperative, at a 
bank angle not exceeding 5 degrees.
    (b) For normal, utility, and acrobatic category reciprocating 
engine-powered airplanes of 6,000 pounds or less maximum weight, 
compliance must be shown with Sec. 23.65(a), Sec. 23.67(a), where 
appropriate, and Sec. 23.77(a) at maximum takeoff or landing weight, as 
appropriate, in a standard atmosphere.
    (c) For normal, utility, and acrobatic category reciprocating 
engine-powered airplanes of more than 6,000 pounds maximum weight, and 
turbine engine-powered airplanes in the normal, utility, and acrobatic 
category, compliance must be shown at weights as a function of airport 
altitude and ambient temperature, within the operational limits 
established for takeoff and landing, respectively, with--
    (1) Sections 23.65(b) and 23.67(b) (1) and (2), where appropriate, 
for takeoff, and
    (2) Section 23.67(b)(2), where appropriate, and Sec. 23.77(b), for 
landing.
    (d) For commuter category airplanes, compliance must be shown at 
weights as a function of airport altitude and ambient temperature 
within the operational limits established for takeoff and landing, 
respectively, with--
    (1) Sections 23.67(c)(1), 23.67(c)(2), and 23.67(c)(3) for takeoff; 
and
    (2) Sections 23.67(c)(3), 23.67(c)(4), and 23.77(c) for landing.
    15. Section 23.65 is revised to read as follows:


Sec. 23.65  Climb: all engines operating.

    (a) Each normal, utility, and acrobatic category reciprocating 
engine-powered airplane of 6,000 pounds or less maximum weight must 
have a steady climb gradient at sea level of at least 8.3 percent for 
landplanes or 6.7 percet for seaplanes and amphibians with--
    (1) Not more than maximum continuous power on each engine;
    (2) The landing gear retracted;
    (3) The wing flaps in the takeoff position(s); and
    (4) A climb speed not less than the greater of 1.1 VMC and 1.2 
VS1 for multiengine airplanes and not less than 1.2 VS1 for 
single--engine airplanes.
    (b) Each normal, utility, and acrobatic category reciprocating 
engine-powered airplane of more than 6,000 pounds maximum weight and 
turbine engine-powered airplanes in the normal, utility, and acrobatic 
category must have a steady gradient of climb after takeoff of at least 
4 percent with
    (1) Take off power on each engine;
    (2) The landing gear extended, except that if the landing gear can 
be retracted in not more than sven seconds, the test may be conducted 
with the gear retracted;
    (3) The wing flaps in the takeoff position(s); and
    (4) A climb speed as specified in Sec. 23.65(a)(4).
    16. A new Sec. 23.66 is added to read as follows:


Sec. 23.66  Takeoff climb: One-engine inoperative.

    For normal, utility, and acrobatic category reciprocating engine-
powered airplanes of more than 6,000 pounds maximum weight, and turbine 
engine-powered airplanes in the normal, utility, and acrobatic 
category, the steady gradient of climb or descent must be determined at 
each weight, altitude, and ambient temperature within the operational 
limits established by the applicant with--
    (a) The critical engine inoperative and its propeller in the 
position it rapidly and automatically assumes;
    (b) The remaining engine(s) at takeoff power;
    (c) The landing gear extended, except that if the landing gear can 
be retracted in not more than seven seconds, the test may be conducted 
with the gear retracted;
    (d) The wing flaps in the takeoff position(s):
    (e) The wings level; and
    (f) A climb speed equal to that achieved at 50 feet in the 
demonstration of Sec. 23.53.
    17. Section 23.67 is revised to read as follows:


Sec. 23.67  Climb: One engine inoperative.

    (a) For normal, utility, and acrobatic category reciprocating 
engine-powered airplanes of 6,000 pounds or less maximum weight, the 
following apply:
    (1) Except for those airplanes that meet the requirements 
prescribed in Sec. 23.562(d), each airplane with a VSO of more 
than 61 knots must be able to maintain a steady climb gradient of at 
least 1.5 percent at a pressure altitude of 5,000 feet with the--
    (i) Critical engine inoperative and its propeller in the minimum 
drag position;
    (ii) Remaining engine(s) at not more than maximum continuous power;
    (iii) Landing gear retracted;
    (iv) Wing flaps retracted; and
    (v) Climb speed not less than 1.2 VS1.
    (2) For each airplane that meets the requirements prescribed in 
Sec. 23.562(d), or that has a VSO of 61 knots or less, the steady 
gradient of climb or descent at a pressure altitude of 5,000 feet must 
be determined with the--
    (i) Critical engine inoperative and its propeller in the minimum 
drag position;
    (ii) Remaining engine(s) at not more than maximum continuous power;
    (iii) Landing gear retracted;
    (iv) Wing flaps retracted; and
    (v) Climb speed not less than 1.2VS1.
    (b) For normal, utility, and acrobatic category reciprocating 
engine-powered airplanes of more than 6,000 pounds maximum weight, and 
turbine engine-powered airplanes in the normal, utility, and acrobatic 
category--
    (1) The steady gradient of climb at an altitude of 400 feet above 
the takeoff must be measurably positive with the--
    (i) Critical engine inoperative and its propeller in the minimum 
drag position;
    (ii) Remaining engine(s) at takeoff power;
    (iii) Landing gear retracted;
    (iv) Wing flaps in the takeoff position(s); and
    (v) Climb speed equal to that achieved at 50 feet in the 
demonstration of Sec. 23.53.
    (2) The steady gradient of climb must not be less than 0.75 percent 
at an altitude of 1,500 feet above the takeoff surface, or landing 
surface, as appropriate, with the--
    (i) Critical engine inoperative and its propeller in the minimum 
drag position;
    (ii) Remaining engine(s) at not more than maximum continuous power;
    (iii) Landing gear retracted;
    (iv) Wing flaps retracted; and
    
[[Page 5187]]

    (v) Climb speed not less than 1.2 VS1.
    (c) For commuter category airplanes, the following apply:
    (1) Takeoff; landing gear extended. The steady gradient of climb at 
the altitude of the takeoff surface must be measurably positive for 
two-engine airplanes, not less than 0.3 percent for three-engine 
airplanes, or 0.5 percent for four-engine airplanes with--
    (i) The critical engine inoperative and its propeller in the 
position it rapidly and automatically assumes;
    (ii) The remaining engine(s) at takeoff power;
    (iii) The landing gear extended, and all landing gear doors open;
    (iv) The wing flaps in the takeoff position(s);
    (v) The wings level; and
    (vi) A climb speed equal to V2.
    (2) Takeoff; landing gear retracted. The steady gradient of climb 
at an altitude of 400 feet above the takeoff surface must be not less 
than 2.0 percent of two-engine airplanes, 2.3 percent for three-engine 
airplanes, and 2.6 percent for four-engine airplanes with--
    (i) The critical engine inoperative and its propeller in the 
position it rapidly and automatically assumes;
    (ii) The remaining engine(s) at takeoff power;
    (iii) The landing gear retracted;
    (iv) The wing flaps in the takeoff position(s);
    (v) A climb speed equal to V2.
    (3) Enroute. The steady gradient of climb at an altitude of 1,500 
feet above the takeoff or landing surface, as appropriate, must be not 
less than 1.2 percent for two-engine airplanes, 1.5 percent for three-
engine airplanes, and 1.7 percent for four-engine airplanes with--
    (i) The critical engine inoperative and its propeller in the 
minimum drag position;
    (ii) The remaining engine(s) at not more than maximum continuous 
power;
    (iii) The landing gear retracted;
    (iv) The wing flaps retracted; and
    (v) A climb speed not less than 1.2 VS1.
    (4) Discontinued approach. The steady gradient of climb at an 
altitude of 400 feet above the landing surface must be not less than 
2.1 percent for two-engine airplanes, 2.4 percent for three-engine 
airplanes, and 2.7 percent for four-engine airplanes, with--
    (i) The critical engine inoperative and its propeller in the 
minimum drag position;
    (ii) The remaining engine(s) at takeoff power;
    (iii) Landing gear retracted;
    (iv) Wing flaps in the approach position(s) in which VS1 for 
these position(s) does not exceed 110 percent of the VS1 for the 
related all-engines-operated landing position(s); and
    (v) A climb speed established in connection with normal landing 
procedures but not exceeding 1.5 VS1.
    18. A new Sec. 23.69 is added to read as follows:
Sec. 23.69  Enroute climb/descent.
    (a) All engines operating. The steady gradient and rate of climb 
must be determined at each weight, altitude, and ambient temperature 
within the operational limits established by the applicant with--
    (1) Not more than maximum continuous power on each engine;
    (2) The landing gear retracted;
    (3) The wing flaps retracted; and
    (4) A climb speed not less than 1.3 VS1.
    (b) One engine inoperative. The steady gradient and rate of climb/
descent must be determined at each weight, altitude, and ambient 
temperature within the operational limits established by the applicant 
with--
    (1) The critical engine inoperative and its propeller in the 
minimum drag position;
    (2) The remaining engine(s) at not more than maximum continuous 
power;
    (3) The landing gear retracted;
    (4) The wing flaps retracted; and
    (5) A climb speed not less than 1.2 VS1.
    19. A new Sec. 23.71 is added to read as follows:
Sec. 23.71  Glide: Single-engine airplanes.
    The maximum horizontal distance traveled in still air, in nautical 
miles, per 1,000 feet of altitude lost in a glide, and the speed 
necessary to achieve this must be determined with the engine 
inoperative, its propeller in the minimum drag position, and landing 
gear and wing flaps in the most favorable available position.
    20. A new Sec. 23.73 is added to read as follows:
Sec. 23.73  Reference landing approach speed.
    (a) For normal, utility, and acrobatic category reciprocating 
engine-powered airplanes of 6,000 pounds or less maximum weight, the 
reference landing approach speed, VREF, must not be less than the 
greater of VMC, determined in Sec. 23.149(b) with the wing flaps 
in the most extended takeoff position, and 1.3 VSO.
    (b) For normal, utility, and acrobatic category reciprocating 
engine-powered airplanes of more than 6,000 pounds maximum weight, and 
turbine engine-powered airplanes in the normal, utility, and acrobatic 
category, the reference landing approach speed, VREF, must not be 
less than the greater of VMC, determined in Sec. 23.149(c), and 
1.3 VSO.
    (c) For commuter category airplanes, the reference landing approach 
speed, VREF, must not be less than the greater of 1.05 VMC, 
determined in Sec. 23.149(c), and 1.3 VSO.
    21. Section 23.75 is amended by revising the section heading, 
introductory text, the introductory text of paragraph (a), and 
paragraphs (b), (d), (e), and (f); and by removing paragraph (h), to 
read as follows:
Sec. 23.75  Landing distance.
    The horizontal distance necessary to land and come to a complete 
stop from a point 50 feet above the landing surface must be determined, 
for standard temperatures at each weight and altitude within the 
operational limits established for landing, as follows:
    (a) A steady approach at not less than VREF, determined in 
accordance with Sec. 23.73 (a), (b), or (c), as appropriate, must be 
maintained down to the 50 foot height and--
* * * * *
    (b) A constant configuration must be maintained throughout the 
maneuver.
* * * * *
    (d) It must be shown that a safe transition to the balked landing 
conditions of Sec. 23.77 can be made from the conditions that exist at 
the 50 foot height, at maximum landing weight, or at the maximum 
landing weight for altitude and temperature of Sec. 23.63 (c)(2) or 
(d)(2), as appropriate.
    (e) The brakes must be used so as to not cause excessive wear of 
brakes or tires.
    (f) Retardation means other than wheel brakes may be used if that 
means--
    (1) Is safe and reliable; and
    (2) Is used so that consistent results can be expected in service.
* * * * *
    22. Section 23.77 is revised to read as follows:
Sec. 23.77  Balked landing.
    (a) Each normal, utility, and acrobatic category reciprocating 
engine-powered airplane at 6,000 pounds or less maximum weight must be 
able to maintain a steady gradient of climb at sea level of at least 
3.3 percent with--
    (1) Takeoff power on each engine;
    (2) The landing gear extended;
    (3) The wing flaps in the landing position, except that if the 
flaps may safely be retracted in two seconds or less without loss of 
altitude and without sudden changes of angle of attack, they may be 
retracted; and

[[Page 5188]]

    (4) A climb speed equal to VREF, as defined in Sec. 23.73(a).
    (b) Each normal, utility, and acrobatic category reciprocating 
engine-powered airplane of more than 6,000 pounds maximum weight and 
each normal, utility, and acrobatic category turbine engine-powered 
airplane must be able to maintain a steady gradient of climb of at 
least 2.5 percent with--
    (1) Not more than the power that is available on each engine eight 
seconds after initiation of movement of the power controls from minimum 
flight-idle position;
    (2) The landing gear extended;
    (3) The wing flaps in the landing position; and
    (4) A climb speed equal to VREF, as defined in Sec. 23.73(b).
    (c) Each commuter category airplane must be able to maintain a 
steady gradient of climb of at least 3.2 percent with--
    (1) Not more than the power that is available on each engine eight 
seconds after initiation of movement of the power controls from the 
minimum flight idle position;
    (2) Landing gear extended;
    (3) Wing flaps in the landing position; and
    (4) A climb speed equal to VREF, as defined in Sec. 23.73(c).
    23. Section 23.143 is amended by revising paragraphs (a) and (c) to 
read as follows:


Sec. 23.143  General.

    (a) The airplane must be safely controllable and maneuverable 
during all flight phases including--
    (1) Takeoff;
    (2) Climb;
    (3) Level flight;
    (4) Descent;
    (5) Go-around; and
    (6) Landing (power on and power off) with the wing flaps extended 
and retracted.
* * * * *
    (c) If marginal conditions exist with regard to required pilot 
strength, the control forces necessary must be determined by 
quantitative tests. In no case may the control forces under the 
conditions specified in paragraphs (a) and (b) of this section exceed 
those prescribed in the following table:

------------------------------------------------------------------------
    Values in pounds force applied to the                               
               relevant control                 Pitch     Roll     Yaw  
------------------------------------------------------------------------
(a) For temporary application:                                          
  Stick......................................       60       30  .......
  Wheel (Two hands on rim)...................       75       50  .......
  Wheel (One hand on rim)....................       50       25  .......
  Rudder Pedal...............................  .......  .......      150
(b) For prolonged application................       10        5       20
------------------------------------------------------------------------

    24. Section 23.145 is amended by revising paragraph (b) 
introductory text, paragraphs (b)(2) through (b)(5); adding a new 
paragraph (b)(6); and revising paragraphs (c) and (d) to read as 
follows:


Sec. 23.145  Longitudinal control.

* * * * *
    (b) Unless otherwise required, it must be possible to carry out the 
following maneuvers without requiring the application of single-handed 
control forces exceeding those specified in Sec. 23.143(c). The 
trimming controls must not be adjusted during the maneuvers:
* * * * *
    (2) With landing gear and flaps extended, power off, and the 
airplane as nearly as possible in trim at 1.3 VSO, quickly apply 
takeoff power and retract the flaps as rapidly as possible to the 
recommended go around setting and allow the airspeed to transition from 
1.3 VSO to 1.3 VS1. Retract the gear when a positive rate of 
climb is established.
    (3) With landing gear and flaps extended, in level flight, power 
necessary to attain level flight at 1.1 VSO, and the airplane as 
nearly as possible in trim, it must be possible to maintain 
approximately level flight while retracting the flaps as rapidly as 
possible with simultaneous application of not more than maximum 
continuous power. If gated flat positions are provided, the flap 
retraction may be demonstrated in stages with power and trim reset for 
level flight at 1.1 VS1, in the initial configuration for each 
stage--
    (i) From the fully extended position to the most extended gated 
position;
    (ii) Between intermediate gated positions, if applicable; and
    (iii) From the least extended gated position to the fully retracted 
position.
    (4) With power off, flaps and landing gear retracted and the 
airplane as nearly as possible in trim at 1.4 VS1, apply takeoff 
power rapidly while maintaining the same airspeed.
    (5) With power off, landing gear and flaps extended, and the 
airplane as nearly as possible in trim at VREF, obtain and 
maintain airspeeds between 1.1 VSO, and either 1.7 VSO or 
VFE, whichever is lower without requiring the application of two-
handed control forces exceeding those specified in Sec. 23.143(c).
    (6) With maximum takeoff power, landing gear retracted, flaps in 
the takeoff position, and the airplane as nearly as possible in trim at 
VFE appropriate to the takeoff flap position, retract the flaps as 
rapidly as possible while maintaining constant speed.
    (c) At speeds above VMO/MMO, and up to the maximum speed 
shown under Sec. 23.251, a maneuvering capability of 1.5 g must be 
demonstrated to provide a margin to recover from upset or inadvertent 
speed increase.
    (d) It must be possible, with a pilot control force of not more 
than 10 pounds, to maintain a speed of not more than VREF during a 
power-off glide with landing gear and wing flaps extended, for any 
weight of the airplane, up to and including the maximum weight.
* * * * *
    25. Section 23.147 is revised to read as follows:


Sec. 23.147  Directional and lateral control.

    (a) For each multiengine airplane, it must be possible, while 
holding the wings level within five degrees, to make sudden changes in 
heading safely in both directions. This ability must be shown at 1.4 
VS1 with heading changes up to 15 degrees, except that the heading 
change at which the rudder force corresponds to the limits specified in 
Sec. 23.143 need not be exceeded, with the--
    (1) Critical engine inoperative and its propeller in the minimum 
drag position;
    (2) Remaining engines at maximum continuous power;
    (3) Landing gear--
    (i) Retracted; and
    (ii) Extended; and
    (4) Flaps retracted.
    (b) For each multiengine airplane, it must be possible to regain 
full control of the airplane 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 
airplane initially in trim, in the following condition:
    (1) Maximum continuous power on each engine;
    (2) The wing flaps retracted;
    (3) The landing gear retracted;
    (4) A speed equal to that at which compliance with Sec. 23.69(a) 
has been shown; and

[[Page 5189]]

    (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 the primary lateral control system in 
any all-engine configuration(s) and at any speed or altitude within the 
approved operating envelope. It must also be shown that the airplane's 
flight characteristics are not impaired below a level needed to permit 
continued safe flight and the ability to maintain attitudes suitable 
for a controlled landing without exceeding the operational and 
structural limitations of the 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 systems also 
assumed to be inoperative.
    26. Section 23.149 is revised to read as follows:


Sec. 23.149  Minimum control speed.

    (a) VMC is the calibrated airspeed at which, when the critical 
engine is suddenly made inoperative, it is possible to maintain control 
of the airplane with that engine still inoperative, and thereafter 
maintain straight flight at the same speed with an angle of bank of not 
more than 5 degrees. The method used to simulate critical engine 
failure must represent the most critical mode of powerplant failure 
expected in service with respect to controllability.
    (b) VMC for takeoff must not exceed 1.2 VS1, where 
VS1 is determined at the maximum takeoff weight. VMC must be 
determined with the most unfavorable weight and center of gravity 
position and with the airplane airborne and the ground effect 
negligible, for the takeoff configuration(s) with--
    (1) Maximum available takeoff power initially on each engine;
    (2) The airplane trimmed for takeoff;
    (3) Flaps in the takeoff position(s);
    (4) Landing gear retracted; and
    (5) All propeller controls in the recommended takeoff position 
throughout.
    (c) For all airplanes except reciprocating engine-powered airplanes 
of 6,000 pounds or less maximum weight, the conditions of paragraph (a) 
of this section must also be met for the landing configuration with--
    (1) Maximum available takeoff power initially on each engine;
    (2) The airplane trimmed for an approach, with all engines 
operating, at VREF, at an approach gradient equal to the steepest 
used in the landing distance demonstration of Sec. 23.75;
    (3) Flaps in the landing position;
    (4) Landing gear extended; and
    (5) All propeller controls in the position recommended for approach 
with all engines operating.
    (d) A minimum speed to intentionally render the critical engine 
inoperative must be established and designated as the safe, 
intentional, one-engine-inoperative speed, VSSE.
    (e) At VMC, the rudder pedal force required to maintain 
control must not exceed 150 pounds and it must not be necessary to 
reduce power of the operative engine(s). During the maneuver, the 
airplane must not assume any dangerous attitude and it must be possible 
to prevent a heading change of more than 20 degrees.
    (f) At the option of the applicant, to comply with the requirements 
of Sec. 23.51(c)(1), VMCG may be determined. VMCG is the 
minimum control speed on the ground, and is the calibrated airspeed 
during the takeoff run at which, when the critical engine is suddenly 
made inoperative, it is possible to maintain control of the airplane 
using the rudder control alone (without the use of nosewheel steering), 
as limited by 150 pounds of force, and using the lateral control to the 
extent of keeping the wings level to enable the takeoff to be safely 
continued. In the determination of VMCG, assuming that the path of 
the airplane accelerating with all engines operating is along the 
centerline of the runway, its path from the point at which the critical 
engine is made inoperative to the point at which recovery to a 
direction parallel to the centerline is completed may not deviate more 
than 30 feet laterally from the centerline at any point. VMCG must 
be established with--
    (1) The airplane in each takeoff configuration or, at the option of 
the applicant, in the most critical takeoff configuration;
    (2) Maximum available takeoff power on the operating engines;
    (3) The most unfavorable center of gravity;
    (4) The airplane trimmed for takeoff; and
    (5) The most unfavorable weight in the range of takeoff weights.
    27. Section 23.153 is revised to read as follows:


Sec. 23.153  Control during landings.

    It must be possible, while in the landing configuration, to safely 
complete a landing without exceeding the one-hand control force limits 
specified in Sec. 23.143(c) following an approach to land--
    (a) At a speed of VREF minus 5 knots;
    (b) With the airplane in trim, or as nearly as possible in trim and 
without the trimming control being moved throughout the maneuver;
    (c) At an approach gradient equal to the steepest used in the 
landing distance demonstration of Sec. 23.75; and
    (d) With only those power changes, if any, that would be made when 
landing normally from an approach at VREF.
    28. Section 23.155 is amended by revising the introductory text of 
paragraph (b) and paragraph (b)(1), and by adding a new paragraph (c) 
to read as follows:


Sec. 23.155  Elevator control force in maneuvers.

* * * * *
    (b) The requirement of paragraph (a) of this section must be met at 
75 percent of maximum continuous power for reciprocating engines, or 
the maximum continuous power for turbine engines, and with the wing 
flaps and landing gear retracted--
    (1) In a turn, with the trim setting used for wings level flight at 
VO; and
* * * * *
    (c) There must be no excessive decrease in the gradient of the 
curve of stick force versus maneuvering load factor with increasing 
load factor.
    29. Section 23.157 is amended by revising paragraph (d) to read as 
follows:


Sec. 23.157  Rate of roll.

* * * * *
    (d) The requirement of paragraph (c) of this section must be met 
when rolling the airplane in each direction in the following 
conditions--
    (1) Flaps in the landing position(s);
    (2) Landing gear extended;
    (3) All engines operating at the power for a 3 degree approach; and
    (4) The airplane trimmed at VREF.
    30. Section 23.161 is amended by revising paragraphs (a), (b)(1), 
(b)(2), (c), the introductory text of paragraph (d), and (d)(4), and by 
adding a new paragraph (e) to read as follows:


Sec. 23.161  Trim.

    (a) General. Each airplane must meet the trim requirements of this 
section after being trimmed and without further pressure upon, or 
movement of, the primary controls or their corresponding trim controls 
by the pilot or the automatic pilot. In addition, it must be possible, 
in other conditions of loading, configuration, speed and power to 
ensure that the pilot will not be unduly fatigued or distracted by the 
need to apply residual control forces exceeding those for prolonged 
application of 

[[Page 5190]]
Sec. 23.143(c). This applies in normal operation of the airplane and, 
if applicable, to those conditions associated with the failure of one 
engine for which performance characteristics are established.
    (b) * * *
    (1) For normal, utility, and acrobatic category airplanes, at a 
speed of 0.9 VH, VC, or VMO/MO, whichever is 
lowest; and
    (2) For commuter category airplanes, at all speeds from 1.4 
VS1 to the lesser of VH or VMO/MMO.
    (c) Longitudinal trim. The airplane must maintain longitudinal trim 
under each of the following conditions:
    (1) A climb with--
    (i) Takeoff power, landing gear retracted, wing flaps in the 
takeoff position(s), at the speeds used in determining the climb 
performance required by Sec. 23.65; and
    (ii) Maximum continuous power at the speeds and in the 
configuration used in determining the climb performance required by 
Sec. 23.69(a).
    (2) Level flight at all speeds from the lesser of VH and 
either VNO or VMO/MMO (as appropriate), to 1.4 VS1, 
with the landing gear and flaps retracted.
    (3) A descent at VNO or VMO/MMO, whichever is 
applicable, with power off and with the landing gear and flaps 
retracted.
    (4) Approach with landing gear extended and with--
    (i) A 3 degree angle of descent, with flaps retracted and at a 
speed of 1.4 VS1;
    (ii) A 3 degree angle of descent, flaps in the landing position(s) 
at VREF; and
    (iii) An approach gradient equal to the steepest used in the 
landing distance demonstrations of Sec. 23.75, flaps in the landing 
position(s) at VREF.
    (d) In addition, each multiple airplane must maintain longitudinal 
and directional trim, and the lateral control force must not exceed 5 
pounds at the speed used in complying with Sec. 23.67(a), (b)(2), or 
(c)(3), as appropriate, with--
* * * * *
    (4) Wing flaps retracted; and
* * * * *
    (e) In addition, each commuter category airplane for which, in the 
determination of the takeoff path in accordance with Sec. 23.57, the 
climb in the takeoff configuration at V2 extends beyond 400 feet 
above the takeoff surface, it must be possible to reduce the 
longitudinal and lateral control forces to 10 pounds and 5 pounds, 
respectively, and the directional control force must not exceed 50 
pounds at V2 with--
    (1) The critical engine inoperative and its propeller in the 
minimum drag position;
    (2) The remaining engine(s) at takeoff power;
    (3) Landing gear retracted;
    (4) Wing flaps in the takeoff position(s); and
    (5) An angle of bank not exceeding 5 degrees.
    31. Section 23.175 is revised to read as follows:


Sec. 23.175  Demonstration of static longitudinal stability.

    Static longitudinal stability must be shown as follows:
    (a) Climb. The stick force curve must have a stable slope at speeds 
between 85 and 115 percent of the trim speed, with--
    (1) Flaps retracted;
    (2) Landing gear retracted;
    (3) Maximum continuous power; and
    (4) The airplane trimmed at the speed used in determining the climb 
performance required by Sec. 23.69(a).
    (b) Cruise. With flaps and landing gear retracted and the airplane 
in trim with power for level flight at representative cruising speeds 
at high and low altitudes, including speeds up to VNO or VMO/
MMO, as appropriate, except that the speed need not exceed 
VH--
    (1) For normal, utility, and acrobatic category airplanes, the 
stick force curve must have a stable slope at all speeds within a range 
that is the greater of 15 percent of the trim speed plus the resulting 
free return speed range, or 40 knots plus the resulting free return 
speed range, above and below the trim speed, except that the slope need 
not be stable--
    (i) At speeds less than 1.3 VS1; or
    (ii) For airplanes with VNE established under Sec. 23.1505(a), 
at speeds greater than VNE; or
    (iii) For airplanes with VMO/MMO established under 
Sec. 23.1505(c), at speeds greater than VFC/MFC.
    (2) For commuter category airplanes, the stick force curve must 
have a stable slope at all speeds within a range of 50 knots plus the 
resulting free return speed range, above and below the trim speed, 
except that the slope need not be stable--
    (i) At speeds less than 1.4 VS1; or
    (ii) At speeds greater than VFC/MFC; or
    (iii) At speeds that require a stick force greater than 50 pounds.
    (c) Landing. The stick force curve must have a stable slope at 
speeds between 1.1 VS1 and 1.8 VS1 with--
    (1) Flaps in the landing position;
    (2) Landing gear extended; and
    (3) The airplane trimmed at--
    (i) VREF, or the minimum trim speed if higher, with power off; 
and
    (ii) VREF with enough power to maintain a 3 degree angle of 
descent.
    32. Section 23.177 is revised to read as follows:


Sec. 23.177  Static directional and lateral stability.

    (a) The static directional stability, as shown by the tendency to 
recover from a wings level sideslip with the rudder free, must be 
positive for any landing gear and flap position appropriate to the 
takeoff, climb, cruise, approach, and landing configurations. This must 
be shown with symmetrical power up to maximum continuous power, and at 
speeds from 1.2 VS1 up to the maximum allowable speed for the 
condition being investigated. The angel of sideslip for these tests 
must be appropriate to the type of airplane. At larger angles of 
sideslip, up to that at which full rudder is used or a control force 
limit in Sec. 23.143 is reached, whichever occurs first, and at speeds 
from 1.2 VS1 to VO, the rudder pedal force must not reverse.
    (b) The static lateral stability, as shown by the tendency to raise 
the low wing in a sideslip, must be positive for all landing gear and 
flap positions. This must be shown with symmetrical power up to 75 
percent of maximum continuous power at speeds above 1.2 VS1 in the 
take off configuration(s) and at speeds above 1.3 VS1 in other 
configurations, up to the maximum allowable speed for the configuration 
being investigated, in the takeoff, climb, cruise, and approach 
configurations. For the landing configuration, the power must be that 
necessary to maintain a 3 degree angle of descent in coordinated 
flight. The static lateral stability must not be negative at 1.2 
VS1 in the takeoff configuration, or at 1.3 VS1 in other 
configurations. The angle of sideslip for these tests must be 
appropriate to the type of airplane, but in no case may the constant 
heading sideslip angle be less than that obtainable with a 10 degree 
bank, or if less, the maximum bank angle obtainable with full rudder 
deflection or 150 pound rudder force.
    (c) Paragraph (b) of this section does not apply to acrobatic 
category airplanes certificated for inverted flight.
    (d) In straight, steady slips at 1.2 VS1 for any landing gear 
and flap positions, and for any symmetrical power conditions up to 50 
percent of maximum continuous power, the aileron and rudder control 
movements and forces must increase steadily, but not necessarily in 
constant proportion, as the angle of sideslip is increased up to the 
maximum appropriate to the type of airplane. At larger slip angles, up 
to the angle at which full rudder or aileron control is used or a 
control force limit 

[[Page 5191]]
contained in Sec. 23.143 is reached, the aileron and rudder control 
movements and forces must not reverse as the angle of sideslip is 
increased. Rapid entry into, and recovery from, a maximum sideslip 
considered appropriate for the airplane must not result in 
uncontrollable flight characteristics.
    33. Section 23.201 is revised to read as follows:


Sec. 23.201  Wings level stall.

    (a) It must be possible to produce and to correct roll by 
unreversed use of the rolling control and to produce and to correct yaw 
by unreversed use of the directional control, up to the time the 
airplane stalls.
    (b) The wings level stall characteristics must be demonstrated in 
flight as follows. Starting from a speed at least 10 knots above the 
stall speed, the elevator control must be pulled back so that the rate 
of speed reduction will not exceed one knot per second until a stall is 
produced, as shown by either:
    (1) An uncontrollable downward pitching motion of the airplane;
    (2) A downward pitching motion of the airplane that results from 
the activation of a stall avoidance device (for example, stick pusher); 
or
    (3) The control reaching the stop.
    (c) Normal use of elevator control for recovery is allowed after 
the downward pitching motion of paragraphs (b)(1) or (b)(2) of this 
section has unmistakably been produced, or after the control has been 
held against the stop for not less than the longer of two seconds or 
the time employed in the minimum steady slight speed determination of 
Sec. 23.49.
    (d) During the entry into and the recovery from the maneuver, it 
must be possible to prevent more than 15 degrees of roll or yaw by the 
normal use of controls.
    (e) Compliance with the requirements of this section must be shown 
under the following conditions:
    (1) Wing flaps. Retracted, fully extended, and each intermediate 
normal operating position.
    (2) Landing gear. Retracted and extended.
    (3) Cowl flaps. Appropriate to configuration.
    (4) Power:
    (i) Power off; and
    (ii) 75 percent of maximum continuous power. However, if the power-
to-weight ratio at 75 percent of maximum continuous power result in 
extreme nose-up attitudes, the test may be carried out with the power 
required for level flight in the landing configuration at maximum 
landing weight and a speed of 1.4 VSO, except that the power may 
not be less than 50 percent of maximum continuous power.
    (5) Trim. The airplane trimmed at a speed as near 1.5 VS1 as 
practicable.
    (6) Propeller. Full increase r.p.m. position for the power off 
condition.
    34. Section 23.203 is amended by revising the section heading and 
introductory text, paragraph (a), the introductory text of paragraph 
(b), paragraphs (b)(4) and (b)(5), the introductory text of paragraph 
(c), and paragraphs (c)(1) and (c)(4), and by adding new paragraphs 
(b)(6) and (c)(6) to read as follows:


Sec. 23.203  Turning flight and accelerated turning stalls.

    Turning flight and accelerated turning stalls must be demonstrated 
in tests as follows:
    (a) Establish and maintain a coordinated turn in a 30 degree bank. 
Reduce speed by steadily and progressively tightening the turn with the 
elevator until the airplane is stalled, as defined in Sec. 23.201(b). 
The rate of speed reduction must be constant, and--
    (1) For a turning flight stall, may not exceed one knot per second; 
and
    (2) For an accelerated turning stall, be 3 to 5 knots per second 
with steadily increasing normal acceleration.
    (b) After the airplane has stalled, as defined in Sec. 23.201(b), 
it must be possible to regain wings level flight by normal use of the 
flight controls, but without increasing power and without--
* * * * *
    (4) Exceeding a bank angle of 60 degrees in the original direction 
of the turn or 30 degrees in the opposite direction in the case of 
turning flight stalls;
    (5) Exceeding a bank angle of 90 degrees in the original direction 
of the turn or 60 degrees in the opposite direction in the case of 
accelerated turning stalls; and
    (6) Exceeding the maximum permissible speed or allowable limit load 
factor.
    (c) Compliance with the requirements of this section must be shown 
under the following conditions:
    (1) Wing flaps: Retracted, fully extended, and each intermediate 
normal operating position;
* * * * *
    (4) Power:
    (i) Power off; and
    (ii) 75 percent of maximum continuous power. However, if the power-
to-weight ratio at 75 percent of maximum continuous power results in 
extreme nose-up attitudes, the test may be carried out with the power 
required for level flight in the landing configuration at maximum 
landing weight and a speed of 1.4 VSO, except that the power may 
not be less than 50 percent of maximum continuous power.
* * * * *
    (6) Propeller. Full increase rpm position for the power off 
condition.


Sec. 23.205  [Removed]

    35. Section 23.205 is removed.
    36. Section 23.207 is amended by revising paragraphs (c) and (d), 
and by adding new paragraphs (e) and (f) to read as follows:


Sec. 23.207  Stall warning.

* * * * *
    (c) During the stall tests required by Sec. 23.201(b) and 
Sec. 23.203(a)(1), the stall warning must begin at a speed exceeding 
the stalling speed by a margin of not less than 5 knots and must 
continue until the stall occurs.
    (d) When following procedures furnished in accordance with 
Sec. 23.1585, the stall warning must not occur during a takeoff with 
all engines operating, a takeoff continued with one engine inoperative, 
or during an approach to landing.
    (e) During the stall tests required by Sec. 23.203(a)(2), the stall 
warning must begin sufficiently in advance of the stall for the stall 
to be averted by pilot action taken after the stall warning first 
occurs.
    (f) For acrobatic category airplanes, an artificial stall warning 
may be mutable, provided that it is armed automatically during takeoff 
and rearmed automatically in the approach configuration.
    37. Section 23.221 is revised to read as follows:


Sec. 23.221  Spinning.

    (a) Normal category airplanes. A single-engine, normal category 
airplane must be able to recover from a one-turn spin or a three-second 
spin, whichever takes longer, in not more than one additional turn 
after initiation of the first control action for recovery, or 
demonstrate compliance with the optional spin resistant requirements of 
this section.
    (1) The following apply to one turn or three second spins:
    (i) For both the flaps-retracted and flaps-extended conditions, the 
applicable airspeed limit and positive limit maneuvering load factor 
must not be exceeded;
    (ii) No control forces or characteristic encountered during the 
spin or recovery may adversely affect prompt recovery;
    (iii) It must be impossible to obtain unrecoverable spins with any 
use of the flight or engine power controls either at the entry into or 
during the spin; and
    (iv) For the flaps-extended condition, the flaps may be retracted 
during the 

[[Page 5192]]
recovery but not before rotation has ceased.
    (2) At the applicant's option, the airplane may be demonstrated to 
be spin resistant by the following:
    (i) During the stall maneuver contained in Sec. 23.201, the pitch 
control must be pulled back and held against the stop. Then, using 
ailerons and rudders in the proper direction, it must be possible to 
maintain wings-level flight within 15 degrees of bank and to roll the 
airplane from a 30 degree bank in one direction to a 30 degree bank in 
the other direction;
    (ii) Reduce the airplane speed using pitch control at a rate of 
approximately one knot per second until the pitch control reaches the 
stop; then, with the pitch control pulled back and held against the 
stop, apply full rudder control in a manner to promote spin entry for a 
period of seven seconds or through a 360 degree heading change, 
whichever occurs first. If the 360 degree heading change is reached 
first, it must have taken no fewer than four seconds. This maneuver 
must be performed first with the ailerons in the neutral position, and 
then with the ailerons deflected opposite the direction of turn in the 
most adverse manner. Power and airplane configuration must be set in 
accordance with Sec. 23.201(e) without change during the maneuver. At 
the end of seven seconds or a 360 degree heading change, the airplane 
must respond immediately and normally to primary flight controls 
applied to regain coordinated, unstalled flight without reversal of 
control effect and without exceeding the temporary control forces 
specified by Sec. 23.143(c); and
    (iii) Compliance with Secs. 23.201 and 23.203 must be demonstrated 
with the airplane in uncoordinated flight, corresponding to one ball 
width displacement on a slip-skid indicator, unless one ball width 
displacement cannot be obtained with full rudder, in which case the 
demonstration must be with full rudder applied.
    (b) Utility category airplanes. A utility category airplane must 
meet the requirements of paragraph (a) of this section. In addition, 
the requirements of paragraph (c) of this section and Sec. 23.807(b)(7) 
must be met if approval for spinning is requested.
    (c) Acrobatic category airplanes. An acrobatic category airplane 
must meet the spin requirements of paragraph (a) of this section and 
Sec. 23.807(b)(6). In addition, the following requirements must be met 
in each configuration for which approval for spinning is requested:
    (1) The airplane must recover from any point in a spin up to and 
including six turns, or any greater number of turns for which 
certification is requested, in not more than one and one-half 
additional turns after initiation of the first control action for 
recovery. However, beyond three turns, the spin may be discontinued if 
spiral characteristics appear.
    (2) The applicable airspeed limits and limit maneuvering load 
factors must not be exceeded. For flaps-extended configurations for 
which approval is requested, the flaps must not be retracted during the 
recovery.
    (3) It must be impossible to obtain unrecoverable spins with any 
use of the flight or engine power controls either at the entry into or 
during the spin.
    (4) There must be no characteristics during the spin (such as 
excessive rates of rotation or extreme oscillatory motion) that might 
prevent a successful recovery due to disorientation or incapacitation 
of the pilot.
    38. Section 23.233(a) is revised to read as follows:


Sec. 23.233  Directional stability and control.

    (a) A 90 degree cross-component of wind velocity, demonstrated to 
be safe for taxiing, takeoff, and landing must be established and must 
be not less than 0.2 VSO.
* * * * *
    39. Section 23.235 is revised to read as follows:


Sec. 23.235  Operation on unpaved surfaces.

    The airplane must be demonstrated to have satisfactory 
characteristics and the shock-absorbing mechanism must not damage the 
structure of the airplane when the airplane is taxied on the roughest 
ground that may reasonably be expected in normal operation and when 
takeoffs and landings are performed on unpaved runways having the 
roughest surface that may reasonably be expected in normal operation.
    40. A new Sec. 23.237 is added to read as follows:


Sec. 23.237  Operation on water.

    A wave height, demonstrated to be safe for operation, and any 
necessary water handling procedures for seaplanes and amphibians must 
be established.


Sec. 23.253  [Amended]

    41. Section 23.253 is amended by removing paragraph (b)(1) and by 
redesignating paragraphs (b)(2) and (b)(3) as paragraphs (b)(1) and 
(b)(2), respectively.
    42. Section 23.562(d) introductory text is revised to read as 
follows:


Sec. 23.562  Emergency landing dynamic conditions.

* * * * *
    (d) For all single-engine airplanes with a VSO of more than 61 
knots at maximum weight, and those multiengine airplanes of 6,000 
pounds or less maximum weight with a VSO of more than 61 knots at 
maximum weight that do not comply with Sec. 23.67(a)(1);
* * * * *
    43. Section 23.1325 is amended by revising paragraph (e), by 
removing and reserving paragraph (f) to read as follows:


Sec. 23.1325  Static pressure system.

* * * * *
    (e) Each static pressure system must be calibrated in flight to 
determine the system error. The system error, in indicated pressure 
altitude, at sea-level, with a standard atmosphere, excluding 
instrument calibration error, may not exceed 30 feet per 
100 knot speed for the appropriate configuration in the speed range 
between 1.3 VS0 with flaps extended, and 1.8 VS1 with flaps 
retracted. However, the error need not be less than 30 feet.
    (f) [Reserved]
* * * * *
    44. Section 23.1511 is amended by revising paragraphs (a)(1) and 
(a)(2) to read as follows:


Sec. 23.1511  Flap extended speed.

    (a) * * *
    (1) Not less than the minimum value of VF allowed in 
Sec. 23.345(b); and
    (2) Not more than VF established under Sec. 23.345(a), (c), 
and (d).
* * * * *
    45. Section 23.1521 is amended by revising paragraphs (b)(5) and 
(e) to read as follows:


Sec. 23.1521  Powerplant limitations.

* * * * *
    (b) * * *
    (5) The maximum allowable cylinder head (as applicable), liquid 
coolant and oil temperatures.
* * * * *
    (e) Ambient temperature. For all airplanes except reciprocating 
engine-powered airplanes of 6,000 pounds or less maximum weight, 
ambient temperature limitations (including limitations for 
winterization installations if applicable) must be established as the 
maximum ambient atmospheric temperature at which compliance with the 
cooling provisions of Secs. 23.1041 through 23.1047 is shown.
    46. Section 23.1543(c) is added to read as follows:


Sec. 23.1543  Instrument markings: General.

* * * * *
    (c) All related instruments must be calibrated in compatible units.
    
[[Page 5193]]

    47. Section 23.1545 is amended by revising paragraphs (b)(5) and 
(b)(6) to read as follows:


Sec. 23.1545  Airspeed indicator.

* * * * *
    (b) * * *
    (5) For reciprocating multiengine-powered airplanes of 6,000 pounds 
or less maximum weight, for the speed at which compliance has been 
shown with Sec. 23.69(b) relating to rate of climb at maximum weight 
and at sea level, a blue radial line.
    (6) For reciprocating multiengine-powered airplanes of 6,000 pounds 
or less maximum weight, for the maximum value of minimum control speed, 
VMC, (one-engine-inoperative) determined under Sec. 23.149(b), a 
red radial line.
* * * * *
    48. Section 23.1553 is revised to read as follows:


Sec. 23.1553  Fuel quantity indicator.

    A red radial line must be marked on each indicator at the 
calibrated zero reading, as specified in Sec. 23.1337(b)(1).
    49. Section 23.1555(e)(2) is revised to read as follows:


Sec. 23.1555  Control markings.

* * * * *
    (e) * * *
    (2) Each emergency control must be red and must be marked as to 
method of operation. No control other than an emergency control, or a 
control that serves an emergency function in addition to its other 
functions, shall be this color.
    50. Section 23.1559 is revised to read as follows:


Sec. 23.1559  Operating limitations placard.

    (a) There must be a placard in clear view of the pilot stating--
    (1) That the airplane must be operated in accordance with the 
Airplane Flight Manual; and
    (2) The certification category of the airplane to which the 
placards apply.
    (b) For airplanes certificated in more than one category, there 
must be a placard in clear view of the pilot stating that other 
limitations are contained in the Airplane Flight Manual.
    (c) There must be a placard in clear view of the pilot that 
specifies the kind of operations to which the operation of the airplane 
is limited or from which it is prohibited under Sec. 23.1525.
    51. Section 23.1563(c) is added to read as follows:


Sec. 23.1563  Airspeed placards.

* * * * *
    (c) For reciprocating multiengine-powered airplanes of more than 
6,000 pounds maximum weight, and turbine engine-powered airplanes, the 
maximum value of the minimum control speed, VMC (one-engine-
inoperative) determined under Sec. 23.149(b).
    52. Section 23.1567(d) is added to read as follows:


Sec. 23.1567  Flight maneuver placard.

* * * * *
    (d) For acrobatic category airplanes and utility category airplanes 
approved for spinning, there must be a placard in clear view of the 
pilot--
    (1) Listing the control actions for recovery from spinning 
maneuvers; and
    (2) Stating that recovery must be initiated when spiral 
characteristics appear, or after not more than six turns or not more 
than any greater number of turns for which the airplane has been 
certificated.
    53. Section 23.1581 is amended by adding new paragraphs (a)(3) and 
(c), and by revising the introductory text of paragraph (b)(2) and 
paragraph (d) to read as follows:


Sec. 23.1581  General.

    (a) * * *
    (3) Further information necessary to comply with the relevant 
operating rules.
    (b) * * *
    (2) The requirements of paragraph (b)(1) of this section do not 
apply to reciprocating engine-powered airplanes of 6,000 pounds or less 
maximum weight, if the following is met:
* * * * *
    (c) The units used in the Airplane Flight Manual must be the same 
as those marked on the appropriate instruments and placards.
    (d) All Airplane Flight Manual operational airspeeds, unless 
otherwise specified, must be presented as indicated airspeeds.
* * * * *
    54. Section 23.1583 is amended by revising the introductory text, 
and paragraphs (a)(3) introductory text, (a)(3)(i), (c)(3), (c)(4), 
(d), (e), (f), and (g); by redesignating paragraphs (k), (l), and (m) 
as paragraphs (i), (j), and (k), respectively, and revising them; and 
by adding new paragraphs (c)(5), (c)(6), (l), (m), (n), (o), and (p) to 
read as follows:


Sec. 23.1583  Operating limitations.

    The Airplane Flight Manual must contain operating limitations 
determined under this part 23, including the following--
    (a) * * *
    (3) In addition, for turbine powered commuter category airplanes--
    (i) The maximum operating limit speed, VMO/MMO and a 
statement that this speed must not be deliberately exceeded in any 
regime of flight (climb, cruise or descent) unless a higher speed is 
authorized for flight test or pilot training;
* * * * *
    (c) * * *
    (3) For normal, utility, and acrobatic category reciprocating 
engine-powered airplanes of more than 6,000 pounds maximum weight and 
for turbine engine-powered airplanes in the normal, utility, and 
acrobatic category, performance operating limitations as follows--
    (i) The maximum takeoff weight for each airport altitude and 
ambient temperature within the range selected by the applicant at which 
the airplane complies with the climb requirements of Sec. 23.63(c)(1).
    (ii) The maximum landing weight for each airport altitude and 
ambient temperature within the range selected by the applicant at which 
the airplane complies with the climb requirements of Sec. 23.63(c)(2).
    (4) For commuter category airplanes, the maximum takeoff weight for 
each airport altitude and ambient temperature within the range selected 
by the applicant at which--
    (i) The airplane complies with the climb requirements of 
Sec. 23.63(d)(1); and
    (ii) The accelerate-stop distance determined under Sec. 23.55 is 
equal to the available runway length plus the length of any stopway, if 
utilized; and either:
    (iii) The takeoff distance determined under Sec. 23.59(a) is equal 
to the available runway length; or
    (iv) At the option of the applicant, the takeoff distance 
determined under Sec. 23.59(a) is equal to the available runway length 
plus the length of any clearway and the takeoff run determined under 
Sec. 23.59(b) is equal to the available runway length.
    (5) For commuter category airplanes, the maximum landing weight for 
each airport altitude within the range selected by the applicant at 
which--
    (i) The airplane complies with the climb requirements of 
Sec. 23.63(d)(2) for ambient temperatures within the range selected by 
the applicant; and
    (ii) The landing distance determined under Sec. 23.75 for standard 
temperatures is equal to the available runway length.
    (6) The maximum zero wing fuel weight, where relevant, as 
established in accordance with Sec. 23.343.
    (d) Center of gravity. The established center of gravity limits.
    (e) Maneuvers. The following authorized maneuvers, appropriate 
airspeed limitations, and unauthorized maneuvers, as prescribed in this 
section.

[[Page 5194]]

    (1) Normal category airplanes. No acrobatic maneuvers, including 
spins, are authorized.
    (2) Utility category airplanes. A list of authorized maneuvers 
demonstrated in the type flight tests, together with recommended entry 
speeds and any other associated limitations. No other maneuver is 
authorized.
    (3) Acrobatic category airplanes. A list of approved flight 
maneuvers demonstrated in the type flight tests, together with 
recommended entry speeds and any other associated limitations.
    (4) Acrobatic category airplanes and utility category airplanes 
approved for spinning. Spin recovery procedure established to show 
compliance with Sec. 23.221(c).
    (5) Commuter category airplanes. Maneuvers are limited to any 
maneuver incident to normal flying, stalls, (except whip stalls) and 
steep turns in which the angle of bank is not more than 60 degrees.
    (f) Maneuver load factor. The positive limit load factors in g's, 
and, in addition, the negative limit load factor for acrobatic category 
airplanes.
    (g) Minimum flight crew. The number and functions of the minimum 
flight crew determined under Sec. 23.1523.
* * * * *
    (i) Maximum operating altitude. The maximum altitude established 
under Sec. 23.1527.
    (j) Maximum passenger seating configuration. The maximum passenger 
seating configuration.
    (k) Allowable lateral fuel loading. The maximum allowable lateral 
fuel loading differential, if less than the maximum possible.
    (l) Baggage and cargo loading. The following information for each 
baggage and cargo compartment or zone--
    (1) The maximum allowable load; and
    (2) The maximum intensity of loading.
    (m) Systems. Any limitations on the use of airplane systems and 
equipment.
    (n) Ambient temperatures. Where appropriate, maximum and minimum 
ambient air temperatures for operation.
    (o) Smoking. Any restrictions on smoking in the airplane.
    (p) Types of surface. A statement of the types of surface on which 
operations may be conducted. (See Sec. 23.45(g) and Sec. 23.1587 
(a)(4), (c)(2), and (d)(4)).
    55. Section 23.1585 is revised to read as follows:


Sec. 23.1585  Operating procedures.

    (a) For all airplanes, information concerning normal, abnormal (if 
applicable), and emergency procedures and other pertinent information 
necessary for safe operation and the achievement of the scheduled 
performance must be furnished, including--
    (1) An explanation of significant or unusual flight or ground 
handling characteristics;
    (2) The maximum demonstrated values of crosswind for takeoff and 
landing, and procedures and information pertinent to operations in 
crosswinds;
    (3) A recommended speed for flight in rough air. This speed must be 
chosen to protect against the occurrence, as a result of gusts, of 
structural damage to the airplane and loss of control (for example, 
stalling);
    (4) Procedures for restarting any turbine engine in flight, 
including the effects of altitude; and
    (5) Procedures, speeds, and configuration(s) for making a normal 
approach and landing, in accordance with Secs. 23.73 and 23.75, and a 
transition to the balked landing condition.
    (6) For seaplanes and amphibians, water handling procedures and the 
demonstrated wave height.
    (b) In addition to paragraph (a) of this section, for all single-
engine airplanes, the procedures, speeds, and configuration(s) for a 
glide following engine failure, in accordance with Sec. 23.71 and the 
subsequent forced landing, must be furnished.
    (c) In addition to paragraph (a) of this section, for all 
multiengine airplanes, the following information must be furnished:
    (1) Procedures, speeds, and configuration(s) for making an approach 
and landing with one engine inoperative;
    (2) Procedures, speeds, and configuration(s) for making a balked 
landing with one engine inoperative and the conditions under which a 
balked landing can be performed safely, or a warning against attempting 
a balked landing;
    (3) The VSSE determined in Sec. 23.149; and
    (4) Procedures for restarting any engine in flight including the 
effects of altitude.
    (d) In addition to paragraphs (a) and either (b) or (c) of this 
section, as appropriate, for all normal, utility, and acrobatic 
category airplanes, the following information must be furnished:
    (1) Procedures, speeds, and configuration(s) for making a normal 
takeoff, in accordance with Sec. 23.51 (a) and (b), and Sec. 23.53 (a) 
and (b), and the subsequent climb, in accordance with Sec. 23.65 and 
Sec. 23.69(a).
    (2) Procedures for abandoning a takeoff due to engine failure or 
other cause.
    (e) In addition to paragraphs (a), (c), and (d) of this section, 
for all normal, utility, and acrobatic category multiengine airplanes, 
the information must include the following:
    (1) Procedures and speeds for continuing a takeoff following engine 
failure and the conditions under which takeoff can safely be continued, 
or a warning against attempting to continue the takeoff.
    (2) Procedures, speeds, and configurations for continuing a climb 
following engine failure, after takeoff, in accordance with Sec. 23.67, 
or enroute, in accordance with Sec. 23.69(b).
    (f) In addition to paragraphs (a) and (c) of this section, for 
commuter category airplanes, the information must include the 
following:
    (1) Procedures, speeds, and configuration(s) for making a normal 
takeoff.
    (2) Procedures and speeds for carrying out an accelerate-stop in 
accordance with Sec. 23.55.
    (3) Procedures and speeds for continuing a takeoff following engine 
failure in accordance with Sec. 23.59(a)(1) and for following the 
flight path determined under Sec. 23.57 and Sec. 23.61(a).
    (g) For multiengine airplanes, information identifying each 
operating condition in which the fuel system independence prescribed in 
Sec. 23.953 is necessary for safety must be furnished, together with 
instructions for placing the fuel system in a configuration used to 
show compliance with that section.
    (h) For each airplane showing compliance with Sec. 23.1353 (g)(2) 
or (g)(3), the operating procedures for disconnecting the battery from 
its charging source must be furnished.
    (i) Information on the total quantity of usable fuel for each fuel 
tank, and the effect on the usable fuel quantity, as a result of a 
failure of any pump, must be furnished.
    (j) Procedures for the safe operation of the airplane's systems and 
equipment, both in normal use and in the event of malfunction, must be 
furnished.
    56. Section 23.1587 is revised to read as follows:


Sec. 23.1587  Performance information.

    Unless otherwise prescribed, performance information must be 
provided over the altitude and temperature ranges required by 
Sec. 23.45(b).
    (a) For all airplanes, the following information must be 
furnished--
    (1) The stalling speeds VSO and VS1 with the landing gear 
and wing flaps 

[[Page 5195]]
retracted, determined at maximum weight under Sec. 23.49, and the 
effect on these stalling speeds of angles of bank up to 60 degrees;
    (2) The steady rate and gradient of climb with all engines 
operating, determined under Sec. 23.69(a);
    (3) The landing distance, determined under Sec. 23.75 for each 
airport altitude and standard temperature, and the type of surface for 
which it is valid;
    (4) The effect on landing distances of operation on other than 
smooth hard surfaces, when dry, determined under Sec. 23.45(g); and
    (5) The effect on landing distances of runway slope and 50 percent 
of the headwind component and 150 percent of the tailwind component.
    (b) In addition to paragraph (a) of this section, for all normal, 
utility, and acrobatic category reciprocating engine-powered airplanes 
of 6,000 pounds or less maximum weight, the steady angle of climb/
descent, determined under Sec. 23.77(a), must be furnished.
    (c) In addition to paragraphs (a) and (b) of this section, if 
appropriate, for normal, utility, and acrobatic category airplanes, the 
following information must be furnished--
    (1) The takeoff distance, determined under Sec. 23.53 and the type 
of surface for which it is valid.
    (2) The effect on takeoff distance of operation on other than 
smooth hard surfaces, when dry, determined under Sec. 23.45(g);
    (3) The effect on takeoff distance of runway slope and 50 percent 
of the headwind component and 150 percent of the tailwind component;
    (4) For multiengine reciprocating engine-powered airplanes of more 
than 6,000 pounds maximum weight and multiengine turbine powered 
airplanes, the one-engine-inoperative takeoff climb/descent gradient, 
determined under Sec. 23.66;
    (5) For multiengine airplanes, the enroute rate and gradient of 
climb/descent with one engine inoperative, determined under 
Sec. 23.69(b); and
    (6) For single-engine airplanes, the glide performance determined 
under Sec. 23.71.
    (d) In addition to paragraph (a) of this section, for commuter 
category airplanes, the following information must be furnished--
    (1) The accelerate-stop distance determined under Sec. 23.55;
    (2) The takeoff distance determined under Sec. 23.59(a);
    (3) At the option of the applicant, the takeoff run determined 
under Sec. 23.59(b);
    (4) The effect on accelerate-stop distance, takeoff distance and, 
if determined, takeoff run, of operation on other than smooth hard 
surfaces, when dry, determined under Sec. 23.45(g);
    (5) The effect on accelerate-stop distance, takeoff distance, and 
if determined, takeoff run, of runway slope and 50 percent of the 
headwind component and 150 percent of the tailwind component;
    (6) The net takeoff flight path determined under Sec. 23.61(b);
    (7) The enroute gradient of climb/descent with one engine 
inoperative, determined under Sec. 23.69(b);
    (8) The effect, on the net takeoff flight path and on the enroute 
gradient of climb/descent with one engine inoperative, of 50 percent of 
the headwind component and 150 percent of the tailwind component;
    (9) Overweight landing performance information (determined by 
extrapolation and computed for the range of weights between the maximum 
landing and maximum takeoff weights) as follows--
    (i) The maximum weight for each airport altitude and ambient 
temperature at which the airplane complies with the climb requirements 
of Sec. 23.63(d)(2); and
    (ii) The landing distance determined under Sec. 23.75 for each 
airport altitude and standard temperature.
    (10) The relationship between IAS and CAS determined in accordance 
with Sec. 23.1323 (b) and (c).
    (11) The altimeter system calibration required by Sec. 23.1325(e).
    57. Section 23.1589(b) is revised to read as follows:


Sec. 23.1589  Loading information.

* * * * *
    (b) Appropriate loading instructions for each possible loading 
condition between the maximum and minimum weights established under 
Sec. 23.25, to facilitate the center of gravity remaining within the 
limits established under Sec. 23.23.


Appendix E to Part 23  [Removed and Reserved]

    58. Appendix E to Part 23 is removed and reserved.

    Issued in Washington, DC, on January 29, 1996.
David R. Hinson,
Administrator.
[FR Doc. 96-2082 Filed 2-8-96; 8:45 am]
BILLING CODE 4910-13-M