spaschal on DSK3GDR082PROD with CFR

Federal Aviation Administration, DOT

Section 25.107

to stop the airplane during acceleratestop tests.
(b) V2MIN, in terms of calibrated airspeed, may not be less than - 
(1) 1.13 VSR for - 
(i) Two-engine and three-engine turbopropeller and reciprocating engine
powered airplanes; and
(ii) Turbojet powered airplanes without provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed;
(2) 1.08 VSR for - 
(i) Turbopropeller and reciprocating
engine powered airplanes with more
than three engines; and
(ii) Turbojet powered airplanes with
provisions for obtaining a significant
reduction in the one-engine-inoperative power-on stall speed; and
(3) 1.10 times VMC established under
Section 25.149.
(c) V2, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of
climb required by Section 25.121(b) but may
not be less than - 
(1) V2MIN;
(2) VR plus the speed increment attained (in accordance with Section 25.111(c)(2))
before reaching a height of 35 feet
above the takeoff surface; and
(3) A speed that provides the maneuvering capability specified in Section 25.143(h).
(d) VMU is the calibrated airspeed at
and above which the airplane can safely lift off the ground, and con- tinue
the takeoff. VMU speeds must be selected by the applicant throughout the
range of thrust-to-weight ratios to be
certificated. These speeds may be established from free air data if these
data are verified by ground takeoff
tests.
(e) VR, in terms of calibrated airspeed, must be selected in accordance
with the conditions of paragraphs (e)(1)
through (4) of this section:
(1) VR may not be less than - 
(i) V1;
(ii) 105 percent of VMC;
(iii) The speed (determined in accordance with Section 25.111(c)(2)) that allows
reaching V2 before reaching a height of
35 feet above the takeoff surface; or
(iv) A speed that, if the airplane is
rotated at its maximum practicable
rate, will result in a VLOF of not less
than  - 

(A) 110 percent of VMU in the all-engines-operating condition, and 105 percent of VMU determined at the thrustto-weight ratio corresponding to the
one-engine-inoperative condition; or
(B) If the VMU attitude is limited by
the geometry of the airplane (i.e., tail
contact with the runway), 108 percent
of VMU in the all-engines-operating
condition, and 104 percent of VMU determined at the thrust-to-weight ratio
corresponding to the one-engine-inoperative condition.
(2) For any given set of conditions
(such as weight, configuration, and
temperature), a single value of VR, obtained in accordance with this paragraph, must be used to show compliance with both the one-engine-inoperative and the all-engines-operating
takeoff provisions.
(3) It must be shown that the one-engine-inoperative
takeoff
distance,
using a rotation speed of 5 knots less
than VR established in accordance with
paragraphs (e)(1) and (2) of this section,
does not exceed the corresponding oneengine-inoperative takeoff distance
using the established VR. The takeoff
distances must be determined in accordance with Section 25.113(a)(1).
(4) Reasonably expected variations in
service from the established takeoff
procedures for the operation of the airplane (such as over-rotation of the airplane and out-of-trim conditions) may
not result in unsafe flight characteristics or in marked increases in the
scheduled takeoff distances established
in accordance with Section 25.113(a).
(f) VLOF is the calibrated airspeed at
which the airplane first becomes airborne.
(g) VFTO, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of
climb required by Section 25.121(c), but may
not be less than - 
(1) 1.18 VSR; and
(2) A speed that provides the maneuvering capability specified in Section 25.143(h).
(h) In determining the takeoff speeds
V1, VR, and V2 for flight in icing conditions, the values of VMCG, VMC, and VMU

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