Section 25.123

14 CFR Ch. I (1-1-19 Edition)

(i) The critical engine inoperative,
the remaining engines at the go-around
power or thrust setting;
(ii) The maximum landing weight;
(iii) A climb speed established in connection with normal landing procedures, but not exceeding 1.4 VSR; and
(iv) Landing gear retracted.
(2) The requirements of paragraph
(d)(1) of this section must be met:
(i) In non-icing conditions; and
(ii) In icing conditions with the most
critical of the approach ice accretion(s)
defined in Appendices C and O of this
part, as applicable, in accordance with
Section 25.21(g). The climb speed selected for
non-icing conditions may be used if the
climb speed for icing conditions, computed in accordance with paragraph
(d)(1)(iii) of this section, does not exceed that for non-icing conditions by
more than the greater of 3 knots CAS
or 3 percent.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25-84, 60 FR 30749, June 9,
1995; Amdt. 25-108, 67 FR 70826, Nov. 26, 2002;
Amdt. 25-121, 72 FR 44666; Aug. 8, 2007; Amdt.
25-140, 79 FR 65525, Nov. 4, 2014]

spaschal on DSK3GDR082PROD with CFR

Section 25.123

En route flight paths.

(a) For the en route configuration,
the flight paths prescribed in paragraph (b) and (c) of this section must
be determined at each weight, altitude,
and ambient temperature, within the
operating limits established for the
airplane. The variation of weight along
the flight path, accounting for the progressive consumption of fuel and oil by
the operating engines, may be included
in the computation. The flight paths
must be determined at a speed not less
than VFTO, with - 
(1) The most unfavorable center of
gravity;
(2) The critical engines inoperative;
(3) The remaining engines at the
available maximum continuous power
or thrust; and
(4) The means for controlling the engine-cooling air supply in the position
that provides adequate cooling in the
hot-day condition.
(b) The one-engine-inoperative net
flight path data must represent the actual climb performance diminished by
a gradient of climb of 1.1 percent for
two-engine airplanes, 1.4 percent for

three-engine airplanes, and 1.6 percent
for four-engine airplanes - 
(1) In non-icing conditions; and
(2) In icing conditions with the most
critical of the en route ice accretion(s)
defined in Appendices C and O of this
part, as applicable, in accordance with
Section 25.21(g), if:
(i) A speed of 1.18  - VSR0 with the en
route ice accretion exceeds the en
route speed selected for non-icing conditions by more than the greater of 3
knots CAS or 3 percent of VSR; or
(ii) The degradation of the gradient
of climb is greater than one-half of the
applicable actual-to-net flight path reduction defined in paragraph (b) of this
section.
(c) For three- or four-engine airplanes, the two-engine-inoperative net
flight path data must represent the actual climb performance diminished by
a gradient of climb of 0.3 percent for
three-engine airplanes and 0.5 percent
for four-engine airplanes.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25-121, 72 FR 44666; Aug. 8,
2007; Amdt. 25-140, 79 FR 65525, Nov. 4, 2014]

Section 25.125 Landing.
(a) The horizontal distance necessary
to land and to come to a complete stop
(or to a speed of approximately 3 knots
for water landings) from a point 50 feet
above the landing surface must be determined (for standard temperatures,
at each weight, altitude, and wind
within the operational limits established by the applicant for the airplane):
(1) In non-icing conditions; and
(2) In icing conditions with the most
critical of the landing ice accretion(s)
defined in Appendices C and O of this
part, as applicable, in accordance with
Section 25.21(g), if VREF for icing conditions exceeds VREF for non-icing conditions by
more than 5 knots CAS at the maximum landing weight.
(b) In determining the distance in
paragraph (a) of this section:
(1) The airplane must be in the landing configuration.
(2) A stabilized approach, with a calibrated airspeed of not less than VREF,
must be maintained down to the 50-foot
height.
(i) In non-icing conditions, VREF may
not be less than:

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