title-14-part-25-sec25-1143

331

Federal Aviation Administration, DOT

§ 25.1143

(2) Other means must be used to pre-

clude the harmful contamination of the
ventilating air.

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–38, 41 FR 55467, Dec. 20,
1976]

§ 25.1127

Exhaust driven turbo-super-

chargers.

(a) Each exhaust driven turbo-super-

charger must be approved or shown to
be suitable for the particular applica-
tion. It must be installed and sup-
ported to ensure safe operation be-
tween normal inspections and over-
hauls. In addition, there must be provi-
sions for expansion and flexibility be-
tween exhaust conduits and the tur-
bine.

(b) There must be provisions for lu-

bricating the turbine and for cooling
turbine parts where temperatures are
critical.

control system malfunctions, the tur-
bine speed may not exceed its max-
imum allowable value. Except for the
waste gate operating components, the
components provided for meeting this
requirement must be independent of
the normal turbo-supercharger con-
trols.

OWERPLANT

ONTROLS AND

CCESSORIES

§ 25.1141

Powerplant controls: general.

Each powerplant control must be lo-

cated, arranged, and designed under
§§ 25.777 through 25.781 and marked
under § 25.1555. In addition, it must
meet the following requirements:

(a) Each control must be located so

that it cannot be inadvertently oper-
ated by persons entering, leaving, or
moving normally in, the cockpit.

(b) Each flexible control must be ap-

proved or must be shown to be suitable
for the particular application.

strength and rigidity to withstand op-
erating loads without failure and with-
out excessive deflection.

(d) Each control must be able to

maintain any set position without con-
stant attention by flight crewmembers
and without creep due to control loads
or vibration.

(e) The portion of each powerplant

control located in a designated fire
zone that is required to be operated in
the event of fire must be at least fire
resistant.

(f) For powerplant valve controls lo-

cated in the flight deck there must be
a means:

(1) For the flightcrew to select each

intended position or function of the
valve; and

(2) To indicate to the flightcrew:
(i) The selected position or function

of the valve; and

(ii) When the valve has not responded

as intended to the selected position or
function.

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–40, 42 FR 15044, Mar. 17,
1977; Amdt. 25–72, 55 FR 29785, July 20, 1990;
Amdt. 25–115, 69 FR 40527, July 2, 2004]

§ 25.1142

Auxiliary power unit con-

trols.

Means must be provided on the flight

deck for starting, stopping, and emer-
gency shutdown of each installed auxil-
iary power unit.

[Amdt. 25–46, 43 FR 50598, Oct. 30, 1978]

§ 25.1143

Engine controls.

(a) There must be a separate power or

thrust control for each engine.

(b) Power and thrust controls must

be arranged to allow—

(1) Separate control of each engine;

and

(2) Simultaneous control of all en-

gines.

must provide a positive and imme-
diately responsive means of controlling
its engine.

(d) For each fluid injection (other

than fuel) system and its controls not
provided and approved as part of the
engine, the applicant must show that
the flow of the injection fluid is ade-
quately controlled.

(e) If a power or thrust control incor-

porates a fuel shutoff feature, the con-
trol must have a means to prevent the
inadvertent movement of the control
into the shutoff position. The means
must—

(1) Have a positive lock or stop at the

idle position; and

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14 CFR Ch. I (1–1–24 Edition)

§ 25.1145

(2) Require a separate and distinct

operation to place the control in the
shutoff position.

[Amdt. 25–23, 35 FR 5677, Apr. 8, 1970, as
amended by Amdt. 25–38, 41 FR 55467, Dec. 20,
1976; Amdt. 25–57, 49 FR 6849, Feb. 23, 1984]

§ 25.1145

Ignition switches.

(a) Ignition switches must control

each engine ignition circuit on each
engine.

(b) There must be means to quickly

shut off all ignition by the grouping of
switches or by a master ignition con-
trol.

except ignition switches for turbine en-
gines for which continuous ignition is
not required, and each master ignition
control must have a means to prevent
its inadvertent operation.

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–40, 42 FR 15044 Mar. 17,
1977]

§ 25.1147

Mixture controls.

(a) If there are mixture controls,

each engine must have a separate con-
trol. The controls must be grouped and
arranged to allow—

(1) Separate control of each engine;

and

(2) Simultaneous control of all en-

gines.

(b) Each intermediate position of the

mixture controls that corresponds to a
normal operating setting must be iden-
tifiable by feel and sight.

cessible to both pilots. However, if
there is a separate flight engineer sta-
tion with a control panel, the controls
need be accessible only to the flight en-
gineer.

§ 25.1149

Propeller speed and pitch

controls.

(a) There must be a separate pro-

peller speed and pitch control for each
propeller.

(b) The controls must be grouped and

arranged to allow—

(1) Separate control of each pro-

peller; and

(2) Simultaneous control of all pro-

pellers.

nization of all propellers.

(d) The propeller speed and pitch con-

trols must be to the right of, and at
least one inch below, the pilot’s throt-
tle controls.

§ 25.1153

Propeller feathering controls.

(a) There must be a separate pro-

peller feathering control for each pro-
peller. The control must have means to
prevent its inadvertent operation.

(b) If feathering is accomplished by

movement of the propeller pitch or
speed control lever, there must be
means to prevent the inadvertent
movement of this lever to the feath-
ering position during normal oper-
ation.

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–11, 32 FR 6913, May 5,
1967]

§ 25.1155

Reverse thrust and propeller

pitch settings below the flight re-
gime.

Each control for reverse thrust and

for propeller pitch settings below the
flight regime must have means to pre-
vent its inadvertent operation. The
means must have a positive lock or
stop at the flight idle position and
must require a separate and distinct
operation by the crew to displace the
control from the flight regime (forward
thrust regime for turbojet powered air-
planes).

[Amdt. 25–11, 32 FR 6913, May 5, 1967]

§ 25.1157

Carburetor air temperature

controls.

There must be a separate carburetor

air temperature control for each en-
gine.

§ 25.1159

Supercharger controls.

Each supercharger control must be

accessible to the pilots or, if there is a
separate flight engineer station with a
control panel, to the flight engineer.

§ 25.1161

Fuel jettisoning system con-