CS 25.353 Rudder control
reversal conditions
ED
Decision 2018/010/R/R
(See AMC 25.353)
The
aeroplane must be designed for loads, considered to be ultimate, resulting
from the yaw manoeuvre conditions specified in sub-paragraphs (a) through (e)
at speed from VMC to VC/MC. Any permanent
deformation resulting from these ultimate load conditions must not prevent
continued safe flight and landing. These conditions are to be considered with
the landing gear retracted and speed brakes (or spoilers when used as speed
brakes) retracted. Flaps (or flaperons or any other aerodynamic devices when
used as flaps) and slats-extended configurations are also to be considered if
they are used in en-route conditions. Unbalanced aerodynamic moments about the
centre of gravity must be reacted in a rational or conservative manner
considering the aeroplane inertia forces. In computing the loads on the
aeroplane, the yawing velocity may be assumed to be zero. The applicant must
assume a pilot force of 890 N (200 lbf) when evaluating each of the
following conditions:
(a) With the aeroplane in un-accelerated
flight at zero yaw, it is assumed that the cockpit rudder control is suddenly
and fully displaced to achieve the resulting rudder deflection, as limited by
the control system or the control surface stops.
(b) With the aeroplane yawed to the overswing
sideslip angle, it is assumed that the cockpit rudder control is suddenly and
fully displaced in the opposite direction to achieve the resulting rudder
deflection, as limited by the control system or the control surface stops.
(c) With the aeroplane yawed to the opposite
overswing sideslip angle, it is assumed that the cockpit rudder control is
suddenly and fully displaced in the opposite direction to achieve the
resulting rudder deflection, as limited by the control system or the control
surface stops.
(d) With the aeroplane yawed to the subsequent
overswing sideslip angle, it is assumed that the cockpit rudder control is
suddenly and fully displaced in the opposite direction to achieve the
resulting rudder deflection, as limited by the control system or the control
surface stops.
(e) With the aeroplane yawed to the opposite
overswing sideslip angle, it is assumed that the cockpit rudder control is
suddenly returned to neutral.
[Amdt
No: 25/22]
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