--- title: "CS 25.20 – CS 25.255: SUBPART B – FLIGHT (CS-25) — rule index · Avioverse" description: "CS 25.20 – CS 25.255, CS-25. The requirements of this Subpart B apply to aeroplanes powered with turbine engines – (1) Without contingency thrust…" url: "https://avioverse.aero/regulations/easa/cs-25/subpart-b" --- # SUBPART B – FLIGHT Large Aeroplanes (CS-25) · CS-25 · CS 25.20 – CS 25.255 On this page 1. ## [CS 25.20 Scope](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-20) The requirements of this Subpart B apply to aeroplanes powered with turbine engines – (1) Without contingency thrust ratings, and (2) For which it is… 2. ## [CS 25.21 Proof of compliance](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-21) Each requirement of this Subpart must be met at each appropriate combination of weight and centre of gravity within the range of loading conditions for… [AMC 25.21(d) Proof of compliance](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-21#amc-25-21-d) [AMC 25.21(g) Performance and handling characteristics in icing conditions](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-21#amc-25-21-g) 3. ## [Appendix 1 Airframe Ice Accretion](https://avioverse.aero/regulations/easa/cs-25/subpart-b/appendix-1) A1.1 General. In accordance with CS 25.1419, each aeroplane certified for flight in icing conditions must be capable of safely operating in the… 4. ## [Appendix 2 Artificial Ice Shapes](https://avioverse.aero/regulations/easa/cs-25/subpart-b/appendix-2) A2.1 General. A2.1.1 The artificial ice shapes used for flight testing should be those which have the most adverse effects on handling characteristics. 5. ## [Appendix 3 Design Features](https://avioverse.aero/regulations/easa/cs-25/subpart-b/appendix-3) A3.1 Aeroplane Configuration and Ancestry. An important design feature of an overall aeroplane configuration that can affect performance, controllability… 6. ## [Appendix 4 Examples of Aeroplane Flight Manual Limitations and Operating Procedures for Operations in Supercooled Large Drop Icing Conditions](https://avioverse.aero/regulations/easa/cs-25/subpart-b/appendix-4) A4.1 Aeroplane approved for flight in Appendix C icing conditions but not approved for flight in Appendix O icing conditions. 7. ## [Appendix 5 Related Acceptable Means of Compliance (AMC) and FAA Advisory Circulars (AC)](https://avioverse.aero/regulations/easa/cs-25/subpart-b/appendix-5) Acceptable Means of Compliance The following AMCs are related to the guidance contained in this AMC: 8. ## [Appendix 6 Acronyms and definitions](https://avioverse.aero/regulations/easa/cs-25/subpart-b/appendix-6) AC Advisory Circular AFM Aeroplane Flight Manual ATTCS Automatic Takeoff Thrust Control System FAA Federal Aviation Administration ICTS Ice-Contaminated… 9. ## [CS 25.23 Load distribution limits](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-23) Ranges of weights and centres of gravity within which the aeroplane may be safely operated must be established. 10. ## [CS 25.25 Weight Limits](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-25) Maximum weights. Maximum weights corresponding to the aeroplane operating conditions (such as ramp, ground taxi, take-off, en-route and landing)… 11. ## [CS 25.27 Centre of gravity limits](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-27) The extreme forward and the extreme aft centre of gravity limitations must be established for each practicably separable operating condition. 12. ## [CS 25.29 Empty weight and corresponding centre of gravity](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-29) The empty weight and corresponding centre of gravity must be determined by weighing the aeroplane with – (1) Fixed ballast; 13. ## [CS 25.31 Removable ballast](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-31) Removable ballast may be used in showing compliance with the flight requirements of this Subpart. 14. ## [CS 25.33 Propeller speed and pitch limits](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-33) The propeller speed and pitch must be limited to values that will ensure – (1) Safe operation under normal operating conditions; 15. ## [CS 25.101 General](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-101) (See AMC 25.101) (a) Unless otherwise prescribed, aeroplanes must meet the applicable performance requirements of this Subpart for ambient atmospheric… [AMC 25.101 General](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-101#amc-25-101) [AMC 25.101(g) Go-around](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-101#amc-25-101-g) [AMC 25.101(h)(3) General](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-101#amc-25-101-h-3) [AMC 25.101(i) Performance determination with worn brakes](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-101#amc-25-101-i) 16. ## [AMC No. 1 to CS 25.101(c) Extrapolation of Performance with Weight](https://avioverse.aero/regulations/easa/cs-25/subpart-b/amc-no-1-to-cs-25-101-c-extrapolation-of-performance-with-weight) The variation of take-off, climb and landing performance with weight may be extrapolated without conservatism to a weight greater, by up to 10%, than the… 17. ## [AMC No. 2 to CS 25.101(c) General](https://avioverse.aero/regulations/easa/cs-25/subpart-b/amc-no-2-to-cs-25-101-c-general) 1 GENERAL - CS 25.101 1.1 Explanation - Propulsion System Behaviour. 18. ## [CS 25.103 Stall speed](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-103) (See AMC 25.103) (a) The reference stall speed VSR is a calibrated airspeed defined by the applicant. [AMC 25.103(b) Stalling speed](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-103#amc-25-103-b) [AMC 25.103(c) Stall speed](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-103#amc-25-103-c) [AMC 25.103(d) Stall speed](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-103#amc-25-103-d) 19. ## [CS 25.105 Take-off](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-105) The take-off speeds prescribed by CS 25.107, the accelerate-stop distance prescribed by CS 25.109, the take-off path prescribed by CS 25.111, the… 20. ## [CS 25.107 Take-off speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-107) V1 must be established in relation to VEF as follows: VEF is the calibrated airspeed at which the critical engine is assumed to fail. [AMC 25.107(d) Take-off speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-107#amc-25-107-d) [AMC 25.107(e)(1)(iv) Take-off speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-107#amc-25-107-e-1-iv) [AMC 25.107(e)(3) Take-off speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-107#amc-25-107-e-3) 21. ## [AMC No. 1 to CS 25.107(e)(4) Take-off speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/amc-no-1-to-cs-25-107-e-4-take-off-speeds) Reasonably expected variations in service from established take-off procedures should be evaluated in respect of out-of-trim conditions during… 22. ## [AMC No. 2 to CS 25.107(e)(4) Take-off speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/amc-no-2-to-cs-25-107-e-4-take-off-speeds) 1 CS 25.107(e)(4) states that there must be no marked increase in the scheduled take-off distance when reasonably expected service variations, such as… 23. ## [CS 25.109 Accelerate-stop distance](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-109) (See AMC 25.109) (a) (See AMC 25.109(a) and (b).) The accelerate-stop distance on a dry runway is the greater of the following distances: [AMC 25.109(a) and (b) Accelerate-stop distance](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-109#amc-25-109-a) [AMC 25.109(c)(2) Accelerate-stop distance: anti-skid system efficiency](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-109#amc-25-109-c-2) [AMC 25.109(d)(2) Accelerate-stop distance: anti-skid efficiency on grooved and porous friction course (PFC) runways.](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-109#amc-25-109-d-2) [AMC 25.109(f) Accelerate-stop distance: credit for reverse thrust.](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-109#amc-25-109-f) 24. ## [CS 25.111 Take-off path](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-111) (See AMC 25.111) (a) The take-off path extends from a standing start to a point in the take-off at which the aeroplane is 457 m (1500 ft) above the… [AMC 25.111 Take-off path](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-111#amc-25-111) [AMC 25.111(b) Take-off path](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-111#amc-25-111-b) 25. ## [CS 25.113 Take-off distance and take-off run](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-113) (See AMC 25.113) (a) Take-off distance on a dry runway is the greater of – (1) The horizontal distance along the take-off path from the start of the… [AMC 25.113(a)(2) (b)(2) and (c)(2) Take-off distance and take-off run](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-113#amc-25-113-a-2) 26. ## [CS 25.115 Take-off flight path](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-115) The take-off flight path must be considered to begin 11 m (35 ft) above the take-off surface at the end of the take-off distance determined in accordance… 27. ## [CS 25.117 Climb: general](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-117) Compliance with the requirements of CS 25.119 and 25.121 must be shown at each weight, altitude, and ambient temperature within the operational limits… 28. ## [CS 25.119 Landing climb: all engines operating](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-119) (See AMC 25.119) In the landing configuration, the steady gradient of climb may not be less than 3·2%, with the engines at the power or thrust that is… [AMC 25.119 Landing climb: all-engines-operating](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-119#amc-25-119) 29. ## [CS 25.121 Climb: one-engine-inoperative](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-121) (See AMC 25.121) (a) Take-off; landing gear extended. (See AMC 25.121(a).) In the critical take-off configuration existing along the flight path (between… [AMC 25.121 Climb: One-engine-inoperative](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-121#amc-25-121) [AMC 25.121(a) Climb: One-engine-inoperative](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-121#amc-25-121-a) [AMC 25.121(a)(1) Climb: One-engine-inoperative](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-121#amc-25-121-a-1) [AMC 25.121(b)(1)(i) Climb: One-engine-inoperative](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-121#amc-25-121-b-1-i) 30. ## [CS 25.123 En-route flight paths](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-123) (See AMC 25.123) (a) For the en-route configuration, the flight paths prescribed in sub-paragraphs (b) and (c) of this paragraph must be determined at… [AMC 25.123 En-route flight paths](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-123#amc-25-123) 31. ## [CS 25.125 Landing](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-125) The horizontal distance necessary to land and to come to a complete stop from a point 15 m (50 ft) above the landing surface must be determined (for… [AMC 25.125(b)(3) Change of Configuration](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-125#amc-25-125-b-3) [AMC 25.125(c) Landing](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-125#amc-25-125-c) [AMC 25.125(c)(2) Landing](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-125#amc-25-125-c-2) 32. ## [CS 25.143 General](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-143) (See AMC 25.143(a) and (b)) The aeroplane must be safely controllable and manoeuvrable during: [AMC 25.143(a) and (b) Controllability and Manoeuvrability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-143#amc-25-143-a) [AMC 25.143(b)(1) Control Following Engine Failure](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-143#amc-25-143-b-1) [AMC 25.143(b)(4) Go-around Manoeuvres](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-143#amc-25-143-b-4) [AMC 25.143(d) Controllability and Manoeuvrability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-143#amc-25-143-d) [AMC 25.143(h) Manoeuvre Capability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-143#amc-25-143-h) 33. ## [AMC No. 1 to CS 25.143(g) Controllability and Manoeuvrability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/amc-no-1-to-cs-25-143-g-controllability-and-manoeuvrability) An acceptable means of compliance with the requirement that stick forces may not be excessive when manoeuvring the aeroplane, is to demonstrate that, in… 34. ## [AMC No. 2 to CS 25.143(g) Controllability and Manoeuvrability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/amc-no-2-to-cs-25-143-g-controllability-and-manoeuvrability) 1 The objective of CS 25.143(g) is to ensure that the limit strength of any critical component on the aeroplane would not be exceeded in manoeuvring… 35. ## [CS 25.145 Longitudinal control](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-145) (See AMC 25.145(a).) It must be possible at any point between the trim speed prescribed in CS 25.103(b)(6) and stall identification (as defined in CS… [AMC 25.145(a) Longitudinal control - Control near the stall](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-145#amc-25-145-a) [AMC 25.145(b)(2) Longitudinal control](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-145#amc-25-145-b-2) [AMC 25.145(b)(1) (b)(2) and (b)(3) Longitudinal control](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-145#amc-25-145-b-1) [AMC 25.145(e) Longitudinal control](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-145#amc-25-145-e) [AMC 25.145(f) Longitudinal control – go-around](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-145#amc-25-145-f) 36. ## [CS 25.147 Directional and lateral control](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-147) (See AMC 25.147) (a) Directional control; general. (See AMC 25.147(a).) It must be possible, with the wings level, to yaw into the operative engine and… [AMC 25.147(a) Directional control; general](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-147#amc-25-147-a) [AMC 25.147(d) Lateral control: Roll capability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-147#amc-25-147-d) [AMC 25.147(f) Lateral control: All engines operating](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-147#amc-25-147-f) 37. ## [CS 25.149 Minimum control speed](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-149) (See AMC 25.149) (a) In establishing the minimum control speeds required by this paragraph, the method used to simulate critical engine failure must… [AMC 25.149 Minimum control speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-149#amc-25-149) [AMC 25.149(e) Minimum control speed](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-149#amc-25-149-e) [AMC 25.149(f) Minimum Control Speed during Approach and Landing (VMCL)](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-149#amc-25-149-f) [AMC 25.149(g) Minimum Control Speed with Two Inoperative Engines during Approach and Landing (VMCL-2)](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-149#amc-25-149-g) [AMC 25.149(h)(3) Minimum control speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-149#amc-25-149-h-3) [AMC 25.149(h)(4) Minimum control speeds](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-149#amc-25-149-h-4) 38. ## [CS 25.161 Trim](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-161) General. Each aeroplane must meet the trim requirements of this paragraph after being trimmed, and without further pressure upon, or movement of, either… 39. ## [CS 25.171 General](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-171) The aeroplane must be longitudinally, directionally and laterally stable in accordance with the provisions of CS 25.173 to 25.177. 40. ## [CS 25.173 Static longitudinal stability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-173) (See AMC 25.173) Under the conditions specified in CS 25.175, the characteristics of the elevator control forces (including friction) must be as follows: [AMC 25.173(c) Static longitudinal stability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-173#amc-25-173-c) 41. ## [CS 25.175 Demonstration of static longitudinal stability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-175) Static longitudinal stability must be shown as follows: Climb. 42. ## [CS 25.177 Static directional and lateral stability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-177) (See AMC 25.177) (a) The static directional stability (as shown by the tendency to recover from a skid with the rudder free) must be positive for any… [AMC 25.177(c) Steady, Straight Sideslips](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-177#amc-25-177-c) [AMC 25.177(d) Full Rudder Sideslips](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-177#amc-25-177-d) 43. ## [CS 25.181 Dynamic stability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-181) (See AMC 25.181) (a) Any short period oscillation, not including combined lateral-directional oscillations, occurring between 1·13 VSR and maximum… [AMC 25.181 Dynamic stability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-181#amc-25-181) 44. ## [CS 25.201 Stall demonstration](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-201) Stalls must be shown in straight flight and in 30° banked turns with – (1) Power off; [AMC 25.201(a)(2) Stall demonstration](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-201#amc-25-201-a-2) [AMC 25.201(b)(1) Stall demonstration](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-201#amc-25-201-b-1) [AMC 25.201(c)(2) Turning Flight Stalls At Higher Deceleration Rates](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-201#amc-25-201-c-2) [AMC 25.201(d) Stall demonstration](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-201#amc-25-201-d) [AMC 25.201(d)(3) Stall demonstration](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-201#amc-25-201-d-3) 45. ## [CS 25.203 Stall characteristics](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-203) (See AMC 25.203.) (a) It must be possible to produce and to correct roll and yaw by unreversed use of aileron and rudder controls, up to the time the… [AMC 25.203 Stall characteristics](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-203#amc-25-203) 46. ## [CS 25.207 Stall warning](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-207) Stall warning with sufficient margin to prevent inadvertent stalling with the flaps and landing gear in any normal position must be clear and distinctive… [AMC 25.207(b) Stall warning](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-207#amc-25-207-b) [AMC 25.207(c) and (d) Stall warning](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-207#amc-25-207-c) 47. ## [CS 25.231 Longitudinal stability and control](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-231) Aeroplanes may have no uncontrollable tendency to nose over in any reasonably expected operating condition or when rebound occurs during landing or… 48. ## [CS 25.233 Directional stability and control](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-233) There may be no uncontrollable ground-looping tendency in 90° cross winds, up to a wind velocity of 37 km/h (20 kt) or 0·2 VSR0, whichever is greater… 49. ## [CS 25.235 Taxying condition](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-235) The shock absorbing mechanism may not damage the structure of the aeroplane when the aeroplane is taxied on the roughest ground that may reasonably be… 50. ## [CS 25.237 Wind velocities](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-237) The following applies: A 90° cross component of wind velocity, demonstrated to be safe for take-off and landing, must be established for dry runways and… 51. ## [CS 25.251 Vibration and buffeting](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-251) (See AMC 25.251) (a) The aeroplane must be demonstrated in flight to be free from any vibration and buffeting that would prevent continued safe flight in… [AMC 25.251(e) Vibration and Buffeting in Cruising Flight](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-251#amc-25-251-e) 52. ## [CS 25.253 High-speed characteristics](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-253) Speed increase and recovery characteristics. The following speed increase and recovery characteristics must be met: [AMC 25.253(a)(4) Lateral Control: Roll Capability](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-253#amc-25-253-a-4) [AMC 25.253(a)(5) High Speed Characteristics](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-253#amc-25-253-a-5) 53. ## [CS 25.255 Out-of-trim characteristics](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-255) (See AMC 25.255) (a) From an initial condition with the aeroplane trimmed at cruise speeds up to VMO/MMO, the aeroplane must have satisfactory… [AMC 25.255 Out-of-trim characteristics](https://avioverse.aero/regulations/easa/cs-25/subpart-b/cs-25-255#amc-25-255) Consolidated from the EASA Easy Access Rules (revision 26 Jan 2023, extracted 13 Oct 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use. 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