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315 

Federal Aviation Administration, DOT 

§ 25.955 

the most critical condition for icing 
likely to be encountered in operation. 

(d) Each fuel system for a turbine en-

gine powered airplane must meet the 
applicable fuel venting requirements of 
part 34 of this chapter. 

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as 
amended by Amdt. 25–23, 35 FR 5677, Apr. 8, 
1970; Amdt. 25–36, 39 FR 35460, Oct. 1, 1974; 
Amdt. 25–38, 41 FR 55467, Dec. 20, 1976; Amdt. 
25–73, 55 FR 32861, Aug. 10, 1990] 

§ 25.952

Fuel system analysis and test. 

(a) Proper fuel system functioning 

under all probable operating conditions 
must be shown by analysis and those 
tests found necessary by the Adminis-
trator. Tests, if required, must be made 
using the airplane fuel system or a test 
article that reproduces the operating 
characteristics of the portion of the 
fuel system to be tested. 

(b) The likely failure of any heat ex-

changer using fuel as one of its fluids 
may not result in a hazardous condi-
tion. 

[Amdt. 25–40, 42 FR 15043, Mar. 17, 1977] 

§ 25.953

Fuel system independence. 

Each fuel system must meet the re-

quirements of § 25.903(b) by— 

(a) Allowing the supply of fuel to 

each engine through a system inde-
pendent of each part of the system sup-
plying fuel to any other engine; or 

(b) Any other acceptable method. 

§ 25.954

Fuel system lightning protec-

tion. 

(a) For purposes of this section— 
(1) A critical lightning strike is a 

lightning strike that attaches to the 
airplane in a location that, when com-
bined with the failure of any design 
feature or structure, could create an 
ignition source. 

(2) A fuel system includes any compo-

nent within either the fuel tank struc-
ture or the fuel tank systems, and any 
airplane structure or system compo-
nents that penetrate, connect to, or are 
located within a fuel tank. 

(b) The design and installation of a 

fuel system must prevent catastrophic 
fuel vapor ignition due to lightning and 
its effects, including: 

(1) Direct lightning strikes to areas 

having a high probability of stroke at-
tachment; 

(2) Swept lightning strokes to areas 

where swept strokes are highly prob-
able; and 

(3) Lightning-induced or conducted 

electrical transients. 

(c) To comply with paragraph (b) of 

this section, catastrophic fuel vapor ig-
nition must be extremely improbable, 
taking into account flammability, crit-
ical lightning strikes, and failures 
within the fuel system. 

(d) To protect design features that 

prevent catastrophic fuel vapor igni-
tion caused by lightning, the type de-
sign must include critical design con-
figuration control limitations 
(CDCCLs) identifying those features 
and providing information to protect 
them. To ensure the continued effec-
tiveness of those design features, the 
type design must also include inspec-
tion and test procedures, intervals be-
tween repetitive inspections and tests, 
and mandatory replacement times for 
those design features used in dem-
onstrating compliance to paragraph (b) 
of this section. The applicant must in-
clude the information required by this 
paragraph in the Airworthiness Limi-
tations section of the Instructions for 
Continued Airworthiness required by 
§ 25.1529. 

[Doc. No. FAA–2014–1027, Amdt. 25–146, 83 FR 
47556, Sept. 20, 2018] 

§ 25.955

Fuel flow. 

(a) Each fuel system must provide at 

least 100 percent of the fuel flow re-
quired under each intended operating 
condition and maneuver. Compliance 
must be shown as follows: 

(1) Fuel must be delivered to each en-

gine at a pressure within the limits 
specified in the engine type certificate. 

(2) The quantity of fuel in the tank 

may not exceed the amount established 
as the unusable fuel supply for that 
tank under the requirements of § 25.959 
plus that necessary to show compliance 
with this section. 

(3) Each main pump must be used 

that is necessary for each operating 
condition and attitude for which com-
pliance with this section is shown, and 
the appropriate emergency pump must 
be substituted for each main pump so 
used. 

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316 

14 CFR Ch. I (1–1–24 Edition) 

§ 25.957 

(4) If there is a fuel flowmeter, it 

must be blocked and the fuel must flow 
through the meter or its bypass. 

(b) If an engine can be supplied with 

fuel from more than one tank, the fuel 
system must— 

(1) For each reciprocating engine, 

supply the full fuel pressure to that en-
gine in not more than 20 seconds after 
switching to any other fuel tank con-
taining usable fuel when engine mal-
functioning becomes apparent due to 
the depletion of the fuel supply in any 
tank from which the engine can be fed; 
and 

(2) For each turbine engine, in addi-

tion to having appropriate manual 
switching capability, be designed to 
prevent interruption of fuel flow to 
that engine, without attention by the 
flight crew, when any tank supplying 
fuel to that engine is depleted of usable 
fuel during normal operation, and any 
other tank, that normally supplies fuel 
to that engine alone, contains usable 
fuel. 

[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as 
amended by Amdt. 25–11, 32 FR 6912, May 5, 
1967] 

§ 25.957

Flow between interconnected 

tanks. 

If fuel can be pumped from one tank 

to another in flight, the fuel tank 
vents and the fuel transfer system 
must be designed so that no structural 
damage to the tanks can occur because 
of overfilling. 

§ 25.959

Unusable fuel supply. 

The unusable fuel quantity for each 

fuel tank and its fuel system compo-
nents must be established at not less 
than the quantity at which the first 
evidence of engine malfunction occurs 
under the most adverse fuel feed condi-
tion for all intended operations and 
flight maneuvers involving fuel feeding 
from that tank. Fuel system compo-
nent failures need not be considered. 

[Amdt. 25–23, 35 FR 5677, Apr. 8, 1970, as 
amended by Amdt. 25–40, 42 FR 15043, Mar. 17, 
1977] 

§ 25.961

Fuel system hot weather oper-

ation. 

(a) The fuel system must perform 

satisfactorily in hot weather operation. 
This must be shown by showing that 

the fuel system from the tank outlets 
to each engine is pressurized, under all 
intended operations, so as to prevent 
vapor formation, or must be shown by 
climbing from the altitude of the air-
port elected by the applicant to the 
maximum altitude established as an 
operating limitation under § 25.1527. If a 
climb test is elected, there may be no 
evidence of vapor lock or other mal-
functioning during the climb test con-
ducted under the following conditions: 

(1) For reciprocating engine powered 

airplanes, the engines must operate at 
maximum continuous power, except 
that takeoff power must be used for the 
altitudes from 1,000 feet below the crit-
ical altitude through the critical alti-
tude. The time interval during which 
takeoff power is used may not be less 
than the takeoff time limitation. 

(2) For turbine engine powered air-

planes, the engines must operate at 
takeoff power for the time interval se-
lected for showing the takeoff flight 
path, and at maximum continuous 
power for the rest of the climb. 

(3) The weight of the airplane must 

be the weight with full fuel tanks, min-
imum crew, and the ballast necessary 
to maintain the center of gravity with-
in allowable limits. 

(4) The climb airspeed may not ex-

ceed— 

(i) For reciprocating engine powered 

airplanes, the maximum airspeed es-
tablished for climbing from takeoff to 
the maximum operating altitude with 
the airplane in the following configura-
tion: 

(A) Landing gear retracted. 
(B) Wing flaps in the most favorable 

position. 

(C) Cowl flaps (or other means of con-

trolling the engine cooling supply) in 
the position that provides adequate 
cooling in the hot-day condition. 

(D) Engine operating within the max-

imum continuous power limitations. 

(E) Maximum takeoff weight; and 
(ii) For turbine engine powered air-

planes, the maximum airspeed estab-
lished for climbing from takeoff to the 
maximum operating altitude. 

(5) The fuel temperature must be at 

least 110 

°

F. 

(b) The test prescribed in paragraph 

(a) of this section may be performed in 
flight or on the ground under closely 

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