339 

Federal Aviation Administration, DOT 

§ 25.1305 

(4) A gyroscopic rate-of-turn indi-

cator combined with an integral slip- 
skid indicator (turn-and-bank indi-
cator) except that only a slip-skid indi-
cator is required on large airplanes 
with a third attitude instrument sys-
tem useable through flight attitudes of 
360

° 

of pitch and roll and installed in 

accordance with § 121.305(k) of this 
title. 

(5) A bank and pitch indicator (gyro-

scopically stabilized). 

(6) A direction indicator (gyroscop-

ically stabilized, magnetic or non-
magnetic). 

(c) The following flight and naviga-

tion instruments are required as pre-
scribed in this paragraph: 

(1) A speed warning device is required 

for turbine engine powered airplanes 
and for airplanes with V

MO

/M

MO

greater 

than 0.8 V

DF

/M

DF

or 0.8 V 

D

/M

D

. The 

speed warning device must give effec-
tive aural warning (differing distinc-
tively from aural warnings used for 
other purposes) to the pilots, whenever 
the speed exceeds V

MO

plus 6 knots or 

M

MO

+ 0.01. The upper limit of the pro-

duction tolerance for the warning de-
vice may not exceed the prescribed 
warning speed. 

(2) A machmeter is required at each 

pilot station for airplanes with com-
pressibility limitations not otherwise 
indicated to the pilot by the airspeed 
indicating system required under para-
graph (b)(1) of this section. 

[Amdt. 25–23, 35 FR 5678, Apr. 8, 1970, as 
amended by Amdt. 25–24, 35 FR 7108, May 6, 
1970; Amdt. 25–38, 41 FR 55467, Dec. 20, 1976; 
Amdt. 25–90, 62 FR 13253, Mar. 19, 1997] 

§ 25.1305

Powerplant instruments. 

The following are required power-

plant instruments: 

(a) 

For all airplanes. (1) A fuel pres-

sure warning means for each engine, or 
a master warning means for all engines 
with provision for isolating the indi-
vidual warning means from the master 
warning means. 

(2) A fuel quantity indicator for each 

fuel tank. 

(3) An oil quantity indicator for each 

oil tank. 

(4) An oil pressure indicator for each 

independent pressure oil system of 
each engine. 

(5) An oil pressure warning means for 

each engine, or a master warning 
means for all engines with provision 
for isolating the individual warning 
means from the master warning means. 

(6) An oil temperature indicator for 

each engine. 

(7) Fire-warning devices that provide 

visual and audible warning. 

(8) An augmentation liquid quantity 

indicator (appropriate for the manner 
in which the liquid is to be used in op-
eration) for each tank. 

(b) 

For reciprocating engine-powered 

airplanes. In addition to the powerplant 
instruments required by paragraph (a) 
of this section, the following power-
plant instruments are required: 

(1) A carburetor air temperature indi-

cator for each engine. 

(2) A cylinder head temperature indi-

cator for each air-cooled engine. 

(3) A manifold pressure indicator for 

each engine. 

(4) A fuel pressure indicator (to indi-

cate the pressure at which the fuel is 
supplied) for each engine. 

(5) A fuel flowmeter, or fuel mixture 

indicator, for each engine without an 
automatic altitude mixture control. 

(6) A tachometer for each engine. 
(7) A device that indicates, to the 

flight crew (during flight), any change 
in the power output, for each engine 
with— 

(i) An automatic propeller feathering 

system, whose operation is initiated by 
a power output measuring system; or 

(ii) A total engine piston displace-

ment of 2,000 cubic inches or more. 

(8) A means to indicate to the pilot 

when the propeller is in reverse pitch, 
for each reversing propeller. 

(c) 

For turbine engine-powered air-

planes.  In addition to the powerplant 
instruments required by paragraph (a) 
of this section, the following power-
plant instruments are required: 

(1) A gas temperature indicator for 

each engine. 

(2) A fuel flowmeter indicator for 

each engine. 

(3) A tachometer (to indicate the 

speed of the rotors with established 
limiting speeds) for each engine. 

(4) A means to indicate, to the flight 

crew, the operation of each engine 
starter that can be operated continu-
ously but that is neither designed for 

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14 CFR Ch. I (1–1–24 Edition) 

§ 25.1307 

continuous operation nor designed to 
prevent hazard if it failed. 

(5) An indicator to indicate the func-

tioning of the powerplant ice protec-
tion system for each engine. 

(6) An indicator for the fuel strainer 

or filter required by § 25.997 to indicate 
the occurrence of contamination of the 
strainer or filter before it reaches the 
capacity established in accordance 
with § 25.997(d). 

(7) A warning means for the oil 

strainer or filter required by § 25.1019, if 
it has no bypass, to warn the pilot of 
the occurrence of contamination of the 
strainer or filter screen before it 
reaches the capacity established in ac-
cordance with § 25.1019(a)(2). 

(8) An indicator to indicate the prop-

er functioning of any heater used to 
prevent ice clogging of fuel system 
components. 

(d) 

For turbojet engine powered air-

planes.  In addition to the powerplant 
instruments required by paragraphs (a) 
and (c) of this section, the following 
powerplant instruments are required: 

(1) An indicator to indicate thrust, or 

a parameter that is directly related to 
thrust, to the pilot. The indication 
must be based on the direct measure-
ment of thrust or of parameters that 
are directly related to thrust. The indi-
cator must indicate a change in thrust 
resulting from any engine malfunction, 
damage, or deterioration. 

(2) A position indicating means to in-

dicate to the flightcrew when the 
thrust reversing device— 

(i) Is not in the selected position, and 
(ii) Is in the reverse thrust position, 

for each engine using a thrust revers-
ing device. 

(3) An indicator to indicate rotor sys-

tem unbalance. 

(e) 

For turbopropeller-powered air-

planes.  In addition to the powerplant 
instruments required by paragraphs (a) 
and (c) of this section, the following 
powerplant instruments are required: 

(1) A torque indicator for each en-

gine. 

(2) Position indicating means to indi-

cate to the flight crew when the pro-
peller blade angle is below the flight 
low pitch position, for each propeller. 

(f) For airplanes equipped with fluid 

systems (other than fuel) for thrust or 
power augmentation, an approved 

means must be provided to indicate the 
proper functioning of that system to 
the flight crew. 

[Amdt. 25–23, 35 FR 5678, Apr. 8, 1970, as 
amended by Amdt. 25–35, 39 FR 1831, Jan. 15, 
1974; Amdt. 25–36, 39 FR 35461, Oct. 1, 1974; 
Amdt. 25–38, 41 FR 55467, Dec. 20, 1976; Amdt. 
25–54, 45 FR 60173, Sept. 11, 1980; Amdt. 25–72, 
55 FR 29785, July 20, 1990; Amdt. 25–115, 69 FR 
40527, July 2, 2004] 

§ 25.1307

Miscellaneous equipment. 

The following is required miscella-

neous equipment: 

(a) [Reserved] 
(b) Two or more independent sources 

of electrical energy. 

(c) Electrical protective devices, as 

prescribed in this part. 

(d) Two systems for two-way radio 

communications, with controls for 
each accessible from each pilot station, 
designed and installed so that failure of 
one system will not preclude operation 
of the other system. The use of a com-
mon antenna system is acceptable if 
adequate reliability is shown. 

(e) Two systems for radio navigation, 

with controls for each accessible from 
each pilot station, designed and in-
stalled so that failure of one system 
will not preclude operation of the other 
system. The use of a common antenna 
system is acceptable if adequate reli-
ability is shown. 

[Amdt. 25–23, 35 FR 5678, Apr. 8, 1970, as 
amended by Amdt. 25–46, 43 FR 50598, Oct. 30, 
1978; Amdt. 25–54, 45 FR 60173, Sept. 11, 1980; 
Amdt. 25–72, 55 FR 29785, July 20, 1990] 

§ 25.1309

Equipment, systems, and in-

stallations. 

(a) The equipment, systems, and in-

stallations whose functioning is re-
quired by this subchapter, must be de-
signed to ensure that they perform 
their intended functions under any 
foreseeable operating condition. 

(b) The airplane systems and associ-

ated components, considered sepa-
rately and in relation to other systems, 
must be designed so that— 

(1) The occurrence of any failure con-

dition which would prevent the contin-
ued safe flight and landing of the air-
plane is extremely improbable, and 

(2) The occurrence of any other fail-

ure conditions which would reduce the 
capability of the airplane or the ability 

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