271 

Federal Aviation Administration, DOT 

§ 25.703 

must maintain the selected positions, 
except for movement produced by an 
automatic positioning or load limiting 
device, without further attention by 
the pilots. 

(b) Each lift and drag device control 

must be designed and located to make 
inadvertent operation improbable. Lift 
and drag devices intended for ground 
operation only must have means to 
prevent the inadvertant operation of 
their controls in flight if that oper-
ation could be hazardous. 

(c) The rate of motion of the surfaces 

in response to the operation of the con-
trol and the characteristics of the 
automatic positioning or load limiting 
device must give satisfactory flight 
and performance characteristics under 
steady or changing conditions of air-
speed, engine power, and airplane atti-
tude. 

(d) The lift device control must be 

designed to retract the surfaces from 
the fully extended position, during 
steady flight at maximum continuous 
engine power at any speed below 

V

F

+ 

9.0 (knots). 

[Amdt. 25–23, 35 FR 5675, Apr. 8, 1970, as 
amended by Amdt. 25–46, 43 FR 50595, Oct. 30, 
1978; Amdt. 25–57, 49 FR 6848, Feb. 23, 1984] 

§ 25.699

Lift and drag device indicator. 

(a) There must be means to indicate 

to the pilots the position of each lift or 
drag device having a separate control 
in the cockpit to adjust its position. In 
addition, an indication of unsymmet-
rical operation or other malfunction in 
the lift or drag device systems must be 
provided when such indication is nec-
essary to enable the pilots to prevent 
or counteract an unsafe flight or 
ground condition, considering the ef-
fects on flight characteristics and per-
formance. 

(b) There must be means to indicate 

to the pilots the takeoff, en route, ap-
proach, and landing lift device posi-
tions. 

(c) If any extension of the lift and 

drag devices beyond the landing posi-
tion is possible, the controls must be 
clearly marked to identify this range 
of extension. 

[Amdt. 25–23, 35 FR 5675, Apr. 8, 1970] 

§ 25.701

Flap and slat interconnection. 

(a) Unless the airplane has safe flight 

characteristics with the flaps or slats 
retracted on one side and extended on 
the other, the motion of flaps or slats 
on opposite sides of the plane of sym-
metry must be synchronized by a me-
chanical interconnection or approved 
equivalent means. 

(b) If a wing flap or slat interconnec-

tion or equivalent means is used, it 
must be designed to account for the ap-
plicable unsymmetrical loads, includ-
ing those resulting from flight with the 
engines on one side of the plane of sym-
metry inoperative and the remaining 
engines at takeoff power. 

(c) For airplanes with flaps or slats 

that are not subjected to slipstream 
conditions, the structure must be de-
signed for the loads imposed when the 
wing flaps or slats on one side are car-
rying the most severe load occurring in 
the prescribed symmetrical conditions 
and those on the other side are car-
rying not more than 80 percent of that 
load. 

(d) The interconnection must be de-

signed for the loads resulting when 
interconnected flap or slat surfaces on 
one side of the plane of symmetry are 
jammed and immovable while the sur-
faces on the other side are free to move 
and the full power of the surface actu-
ating system is applied. 

[Amdt. 25–72, 55 FR 29777, July 20, 1990] 

§ 25.703

Takeoff warning system. 

A takeoff warning system must be in-

stalled and must meet the following re-
quirements: 

(a) The system must provide to the 

pilots an aural warning that is auto-
matically activated during the initial 
portion of the takeoff roll if the air-
plane is in a configuration, including 
any of the following, that would not 
allow a safe takeoff: 

(1) The wing flaps or leading edge de-

vices are not within the approved range 
of takeoff positions. 

(2) Wing spoilers (except lateral con-

trol spoilers meeting the requirements 
of § 25.671), speed brakes, or longitu-
dinal trim devices are in a position 
that would not allow a safe takeoff. 

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