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# PART 25

## Following provisions must be applied for the analysis of maneuvering flight

conditions:
Assumed rate of control surface displacement may not be less than the rate that
could be applied by the pilot througontrol system. The effect of corresponding pitching
velocities must be considered when determining elevator angles & chordwise load
distribution.
For the maneuvering balanced conditions, assuming that airplane is in
equilibrium with zero pitching acceleration, all maneuvering envelope must be
investigated. The movement of the pitch control surfaces can be adjusted according
to the max pilot effort limitation specified by contro system stops and any indirect effect
imposed by the control system.

## Maximum pitch control displacement at VA

The response of the airplane must be considered when defining the tail load.
Loads that occur when normal acceleration at the center of gravity exceeds the
positive limit maneuvering load factor or the resulting tailplane normal load reaches its
max, doesn’t need to be considered.

## Specified control displacement

Pitching control motion vs. time profile must be established to not exceed design
limit load factor. Unless lesser values can’t be exceeded, the airplane response must
result in pitching accelerations not less than the following:
+ Pitching acceleration must reach airplane load factor of 1.0. the positive
acceleration must equal to at least

39𝑛 𝑅𝑎𝑑𝑖𝑎𝑛𝑠
(𝑛 − 1.5), ( )
𝑣 𝑠𝑒𝑐.2
Where:
V = speed in knots

-Pitching acceleration must reach positive maneuvering load factor. The negative
pitching acceleration must be equal to at least
25.367Unsymmetrical loads due to engine failure

An airplane must be designed for the unsymmetrical loads resulting from the
failure of the critical engine. Turbopropeller airplanes should be designed for the
following conditions in combination with a single malfunction of the propeller
drag limiting system:

## 1) Between VMC and VD speeds, the loads became a power failure

because of fuel flow interruption are considered to be limit loads.
2) Between VMC and VC speeds, ultimate loads are considered as the loads
resulting from the disconnection of the engine compressor from the
turbine or from loss of the turbine blades.
3) Time history of thrust decay and drag build-up occurring as a result of the
prescribed engine failures must be substantiated by test or other data.
4) Timing and magnitude of the probable pilot corrective action must be
estimated and must consider the characteristics of a particular engine-
propeller-airplane combination.

## Pilot corrective action may be assumed to be initiated at the time maximum

yawning velocity is reached.

a) General. The maximum and minimum pilot forces are assumed to act at
the appropriate control grips or pads and to be reacted at the
attachment of the control system to the control surface horn.

surfaces and the corresponding deflections doesn’t need to exceed
those that would result in flight from the application of any pilot force.

## c) The limit pilot forces and torques were as follows:

Control Maximum forces or Minimum forces or
torques torques
Aileron:
Stick 100lbs 40lbs
Wheel /1/ 80 D in. – lbs /2/ 40 D in. – lbs
Elevator:
Stick 250lbs 100lbs.
Wheel (symmetrical) 300lbs 100lbs.
Wheel (unsymmetrical) /3/ 300lbs 100lbs.
Rudder 300lbs 130lbs.

 The critical parts of the aileron control system must be designed for a
single tangential force with a limit value equal to 1.25 times the couple
force determined from these criteria.
 D= wheel diameter (inches).
 The unsymmetrical forces must be applied at one of the normal handgrip
points on the periphery of the control wheel.

a) In designing the airplane for lateral gust namely yaw maneuver and roll
maneuver conditions, account must be taken of unsymmetrical loads on
the empennage arising from effects such as slipstream and aerodynamic.
b) The horizontal tail must be assumed to be subjected to unsymmetrical
conditions and the vertical gust conditions of acting separately on the
surface on one side of the plane of symmetry; and
c) For empennage arrangements where the horizontal tail surfaces have
dihedral angles greater than plus or minus 10 degrees, the surfaces and
the supporting structure must be designed for gust velocities.
must be taken into account.

## a) General. Multiple-wheel landing gear units are assumed to be subjected to

 A tandem strut gear arrangement is a multiple-wheel unit; and
 In determining the total load on a gear unit with respect to the provisions
of distribution of limit loads to wheels through towing conditions, the
transverse shift in the load centroid may be neglected.

b) The distribution of the limit loads among the wheels of the landing gear
must be established for each landing, taxiing, and ground handling
condition, taking into account the effects of the following factors:
 The number of wheels and their physical arrangements.
 Any differentials in tire diameters resulting from a combination of
manufacturing tolerances, tire growth, and tire wear.
 Any unequal tire inflation pressure, assuming the maximum variation
to be +/-5 percent of the nominal tire inflation pressure.
 A runway crown of zero and a runway crown having a convex
upward shape that may be approximated by a slope of 1 « percent
with the horizontal.
 The airplane attitude.
 Any structural deflections.

## c) The effect of deflated tires on the structure must be considered with

towing, taking into account the physical arrangement of the gear
components.
 The deflation of any one tire for each multiple wheel landing gear unit,
and the deflation of any two critical tires for each landing gear unit using
four or more wheels per unit, must be considered; and
 The ground reactions must be applied to the wheels with inflated tires
except that a rational distribution of the ground reactions between the
deflated and inflated tires may be used.

d) The applied load to each gear for one and for two deflated tires unit is
assumed to be 60 percent and 50 percent, respectively, of the limit load
applied to each gear for each of the prescribed landing conditions.
e) For one and for two deflated tires.
 The applied side or drag load factor, or both factors, at the center
of gravity must be the most critical value up to 50 percent and 40
percent
 For the braked roll conditions, the drag loads on each inflated tire
may not be less than those at each tire symmetrical load distribution
with no deflated tires;
f) The towing load for one and for two deflated tires, FTOW, must be 60
percent and 50 percent, respectively, of the load prescribed.

## 25.529 Hull and main float landing conditions

a) The limit water reaction load factors for symmetrical step, bow, and stern
are those computed under hull and main float load factors. In addition,
 The resultant water load must be applied at the keel for symmetrical
step landings through the center of gravity.
 The resultant water load must be applied at the keel for symmetrical
bow landings, one-fifth of the longitudinal distance from the bow to
the step.
 The resultant water load must be applied at the keel for symmetrical
stern landings at a point 85 percent of the longitudinal distance
from the step to the stern post.
b) Unsymmetrical step, bow, and stern landing conditions must be