S.L. – 20,000 ft: 
Vc = 50 fps 
VD = 25 fps 
50,000 ft: 
Vc = 25 f 

50,000 ft: 
VB = 38 fps 
Shape of the Gust:
c = mean aerodynamic chord of wing (ft) ude = derived gust ve
Flight Envelope
23.335 Design Airspeeds
If W/S < 20:
_{} _{}_{}_{} = 33 _{√}_{}_{/}_{} ; normal, utility, commuter
_{} _{}_{}_{} = 36 _{√}_{}_{/}_{} ; acrobatic
If W/S >20: multiplying factors may be decreased linearly with W/S to a value of 28.6 where W/S = 100.
VC need not be more than 0.9VH at S.L. At altitudes when an MD is established, a cruising speed MC limited by compressibility may be selected.
Design Dive, VD
VD/MD may not be less than 1.25VC/MC
For W/S<20: 

VD = 1.4VCmin VD = 1.5VCmin VD = 1.55VCmin 
; normal & commuter ; utility ; acrobatic 
For W/S>20: multiplying factors may be decreased linearly with W/S to a value of 1.35 where W/S = 100.
The speed increase resulting when, from the initial condition of stabilized flight at VC/MC, the airplane is assumed to be upset, flown for 20 seconds along a flight path 7.5° below the initial path, and then pulled up with a load factor of 1.5 (0.5 g acceleration increment) At least 75 percent maximum continuous power for reciprocating engines, and maximum cruising power for turbines, or, if less, the power required for VC/ MC for both kinds of engines, must be assumed until the pullup is initiated, at which point power reduction and pilotcontrolled drag devices may be used; and either—
M = 0.05 for normal, utility, acrobatic M = 0.07 for commuter
Design Maneuvering Speed, VA
VA may not be less than VS√
Where: VS = stalling speed w/ flaps retracted at the design weight n = limit maneuvering load factor
Value of VA must not exceed VC
Design Speed for Max Gust Instensity , VB
VB should not be less than the speed determined by the intersection of CNmax, and the line representing the rough air gust velocity on the gust Vn diagram or VSI√, whichever is less.
Where: ng = positive airplane gust load factor due to gust, at speed VC, and at the particular weight under consideration VSI = stalling speed with the flaps retracted
VB must not be greater than VC.
23.347 Unsymmetrical Flight Conditions
Unbalanced aerodynamic moments about the center of gravity must be reacted. Flick maneuvers performed by acrobatic airplanes must be designed for additional asymmetric loads acting on the wing and the horizontal tail.
23.349 Rolling Conditions
Wing & wing bracing must be designed for the ff loading conditions:

Unsymmetrical wing loads depending on the category Cm = 0.01 

For acrobatic, assume that 100% of the semispan wing airload acts on 1 side of 

the plane of symmetry and 60% on the other side For normal, utility, and commuter, assume that 100% of the semispan wing 

airload acts on 1 side and 75% on the other Loads resulting from the aileron deflections, in combination with the airplane 

load factor of at least 2/3 of the +maneuvering load factor. The effect of aileron displacement on wing torsion may be compensated bu 
adding the following increment to the basic airfoil moment coefficient over the aileron portion of the span 

Where: 
Cm is the moment coefficient increment is the down aileron deflection in degrees in the critical condition
23.351 Yawing Conditions
Airplane must be designed for yawing conditions on the vertical surfaces resulting from the loads.
23.367 Unsymmetrical loads due to engine failure
Engine failure of turbopropeller airplanes will result in unsymmetrical loads, they must be designed to deal with the said loads. Considering the probable pilot corrective action on the flight controls:

Speeds between VMC and VD, limit loads are the loads resulting from power failure 

because of fuel flow interruption Ultimate loads are said to be the speeds between VMC and VC, the loads from the 

disconnection of the engine compressor from the turbine or from loss of the turbine blades Engine failures due to the history of the thrust decay and drag buildup must be 

substantiated by test Estimation of the timing and magnitude of the corrective action must be considered 

When max yawing velocity is reached, pilot corrective action may be assumed, but not earlier than 2 secs after the engine failure. 
23.369 Rear Lift Truss
Whenever rear lift truss is used, it must withstand conditions of reversed airflow at a design speed of V= 8.7√( ^{} ) +8.7() , where W/S = wing loading at design max takeoff weight. A value of 0.8 for CL with a chrodwise distribution that is triangular between a peak at the trailing edge and zero at the leading edge must be used.
PART 25 AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES
25.331 Symmetric maneuvering conditions
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 through the control 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
Where:
n = + load factor V = speed in knots
39
_{}
( − 1.5), (
. ^{2}
^{)}
Pitching acceleration must reach positive maneuvering load factor. The negative pitching acceleration must be equal to at least
25.367 Unsymmetrical 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 buildup 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 propellerairplane combination.
Pilot corrective action may be assumed to be initiated at the time maximum yawning velocity is reached.
25.397 Control system loads
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.
b) In control surface flight loading condition, the air loads on movable 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 torques 
Minimum forces or torques 
Aileron: 

Stick 
100lbs 
40lbs 
Wheel /1/ 
80 D in. – lbs /2/ 
40 D in. – lbs 
Elevator: 

Stick 
250lbs 
100lbs. 
Wheel (symmetrical) 
300lbs 
100lbs. 
300lbs 
100lbs. 

Wheel (unsymmetrical) /3/ 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. 
25.427 Unsymmetrical loads
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 loading conditions determined as follows: 

100 percent of the maximum loading from the symmetrical maneuver 

conditions and the vertical gust conditions of acting separately on the surface on one side of the plane of symmetry; and 80 percent of these loadings acting on the other side. 
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. 
d) 
Unsymmetrical loading on the empennage arising from buffet conditions 
must be taken into account.
25.511 Ground load: unsymmetrical loads on multiplewheel units
a) General. Multiplewheel landing gear units are assumed to be subjected to
the limit ground loads. In addition, A tandem strut gear arrangement is a multiplewheel 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 


respect to the loading conditions specified in landing conditions through 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 Unsymmetrical step, bow, and stern landing conditions must be 
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, onefifth of the longitudinal distance from the bow to the step. The resultant water load must be applied at the keel for symmetrical 

b) 
stern landings at a point 85 percent of the longitudinal distance from the step to the stern post. 

investigated. In addition, The loading for each condition consists of an upward component and 

aside component equal, respectively, to 0.75 and 0.25 tan <beta> times the resultant load in the corresponding symmetrical landing condition; The point of application and direction of the upward component of the load is the same as that in the symmetrical condition, and the point of application of the side component is at the same longitudinal station as the upward component. 
c) 
The unsymmetrical loading consists of an upward load at the step of each float of 0.75 and a side load of 0.25 tan <beta> at one float times the step landing load reached. 