spaschal on DSK3GDR082PROD with CFR

Federal Aviation Administration, DOT

Section 25.143

(A) 1.23 VSR0;
(B) VMCL established under Section 25.149(f);
and
(C) A speed that provides the maneuvering capability specified in Section 25.143(h).
(ii) In icing conditions, VREF may not
be less than:
(A) The speed determined in paragraph (b)(2)(i) of this section;
(B) 1.23 VSR0 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
that speed exceeds VREF selected for
non-icing conditions by more than 5
knots CAS; and
(C) A speed that provides the maneuvering capability specified in Section 25.143(h)
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).
(3) Changes in configuration, power
or thrust, and speed, must be made in
accordance with the established procedures for service operation.
(4) The landing must be made without excessive vertical acceleration,
tendency to bounce, nose over, ground
loop, porpoise, or water loop.
(5) The landings may not require exceptional piloting skill or alertness.
(c) For landplanes and amphibians,
the landing distance on land must be
determined on a level, smooth, dry,
hard-surfaced runway. In addition - 
(1) The pressures on the wheel braking systems may not exceed those specified by the brake manufacturer;
(2) The brakes may not be used so as
to cause excessive wear of brakes or
tires; and
(3) Means other than wheel brakes
may be used if that means - 
(i) Is safe and reliable;
(ii) Is used so that consistent results
can be expected in service; and
(iii) Is such that exceptional skill is
not required to control the airplane.
(d) For seaplanes and amphibians,
the landing distance on water must be
determined on smooth water.
(e) For skiplanes, the landing distance on snow must be determined on
smooth, dry, snow.
(f) The landing distance data must
include correction factors for not more
than 50 percent of the nominal wind
components along the landing path op-

posite to the direction of landing, and
not less than 150 percent of the nominal wind components along the landing
path in the direction of landing.
(g) If any device is used that depends
on the operation of any engine, and if
the landing distance would be noticeably increased when a landing is made
with that engine inoperative, the landing distance must be determined with
that engine inoperative unless the use
of compensating means will result in a
landing distance not more than that
with each engine operating.
[Amdt. 25-121, 72 FR 44666; Aug. 8, 2007; 72 FR
50467, Aug. 31, 2007; Amdt. 25-140, 79 FR 65525,
Nov. 4, 2014]

CONTROLLABILITY AND
MANEUVERABILITY
Section 25.143 General.
(a) The airplane must be safely controllable and maneuverable during - 
(1) Takeoff;
(2) Climb;
(3) Level flight;
(4) Descent; and
(5) Landing.
(b) It must be possible to make a
smooth transition from one flight condition to any other flight condition
without exceptional piloting skill,
alertness, or strength, and without
danger of exceeding the airplane limitload factor under any probable operating conditions, including - 
(1) The sudden failure of the critical
engine;
(2) For airplanes with three or more
engines, the sudden failure of the second critical engine when the airplane is
in the en route, approach, or landing
configuration and is trimmed with the
critical engine inoperative; and
(3) Configuration changes, including
deployment or retraction of deceleration devices.
(c) The airplane must be shown to be
safely controllable and maneuverable
with the most critical of the ice accretion(s) appropriate to the phase of
flight as defined in Appendices C and O
of this part, as applicable, in accordance with Section 25.21(g), and with the critical engine inoperative and its propeller (if applicable) in the minimum
drag position:
(1) At the minimum V2 for takeoff;

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