AMC 25.143(b)(1) Control Following Engine Failure

• ED Decision 2003/2/RM found in: CS-25 Amdt 27 - Large Aeroplanes (Jan 2023)

AMC 25.143(b)(1) Control Following Engine Failure ED Decision 2003/2/RM 1 An acceptable means of showing compliance with [CS 25.143(b)(1)](#_DxCrossRefBm1709820670) is to demonstrate that it is possible to regain full control of the aeroplane without attaining a dangerous flight condition in the event of a sudden and complete failure of the critical engine in the following conditions: a. At each take-off flap setting at the lowest speed recommended for initial steady climb with all engines operating after take-off, with – i. All engines, prior to the critical engine becoming inoperative, at maximum take-off power or thrust; ii. All propeller controls in the take-off position; iii. The landing gear retracted; iv. The aeroplane in trim in the prescribed initial conditions; and b. With wing-flaps retracted at a speed of 1.23 VSR1 with – i. All engines, prior to the critical engine becoming inoperative, at maximum continuous power or thrust; ii. All propeller controls in the en-route position; iii. The landing gear retracted; iv. The aeroplane in trim in the prescribed initial conditions. 2 The demonstrations should be made with simulated engine failure occurring during straight flight with wings level. In order to allow for likely delay in the initiation of recovery action, no action to recover the aeroplane should be taken for 2 seconds following engine failure. The recovery action should not necessitate movement of the engine, propeller or trimming controls, nor require excessive control forces. The aeroplane will be considered to have reached an unacceptable attitude if a bank angle of 45° is exceeded during recovery.