spaschal on DSK3GDR082PROD with CFR

Federal Aviation Administration, DOT

Section 25.149

(5) The airplane in the most critical
takeoff configuration existing along
the flight path after the airplane becomes airborne, except with the landing gear retracted;
(6) The airplane airborne and the
ground effect negligible; and
(7) If applicable, the propeller of the
inoperative engine - 
(i) Windmilling;
(ii) In the most probable position for
the specific design of the propeller control; or
(iii) Feathered, if the airplane has an
automatic feathering device acceptable
for showing compliance with the climb
requirements of Section 25.121.
(d) The rudder forces required to
maintain control at VMC may not exceed 150 pounds nor may it be necessary to reduce power or thrust of the
operative engines. During recovery, the
airplane may not assume any dangerous attitude or require exceptional
piloting skill, alertness, or strength to
prevent a heading change of more than
20 degrees.
(e) VMCG, the minimum control speed
on the ground, is the calibrated airspeed during the takeoff run at which,
when the critical engine is suddenly
made inoperative, it is possible to
maintain control of the airplane using
the rudder control alone (without the
use of nosewheel steering), as limited
by 150 pounds of force, and the lateral
control to the extent of keeping the
wings level to enable the takeoff to be
safely continued using normal piloting
skill. In the determination of VMCG, assuming that the path of the airplane
accelerating with all engines operating
is along the centerline of the runway,
its path from the point at which the
critical engine is made inoperative to
the point at which recovery to a direction parallel to the centerline is completed may not deviate more than 30
feet laterally from the centerline at
any point. VMCG must be established
with - 
(1) The airplane in each takeoff configuration or, at the option of the applicant, in the most critical takeoff
configuration;
(2) Maximum available takeoff power
or thrust on the operating engines;
(3) The most unfavorable center of
gravity;

(4) The airplane trimmed for takeoff;
and
(5) The most unfavorable weight in
the range of takeoff weights.
(f) VMCL, the minimum control speed
during approach and landing with all
engines operating, is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is
possible to maintain control of the airplane with that engine still inoperative, and maintain straight flight
with an angle of bank of not more than
5 degrees. VMCL must be established
with - 
(1) The airplane in the most critical
configuration (or, at the option of the
applicant, each configuration) for approach and landing with all engines operating;
(2) The most unfavorable center of
gravity;
(3) The airplane trimmed for approach with all engines operating;
(4) The most favorable weight, or, at
the option of the applicant, as a function of weight;
(5) For propeller airplanes, the propeller of the inoperative engine in the
position it achieves without pilot action, assuming the engine fails while at
the power or thrust necessary to maintain a three degree approach path
angle; and
(6) Go-around power or thrust setting
on the operating engine(s).
(g) For airplanes with three or more
engines, VMCL-2, the minimum control
speed during approach and landing
with one critical engine inoperative, is
the calibrated airspeed at which, when
a second critical engine is suddenly
made inoperative, it is possible to
maintain control of the airplane with
both engines still inoperative, and
maintain straight flight with an angle
of bank of not more than 5 degrees.
VMCL-2 must be established with - 
(1) The airplane in the most critical
configuration (or, at the option of the
applicant, each configuration) for approach and landing with one critical
engine inoperative;
(2) The most unfavorable center of
gravity;
(3) The airplane trimmed for approach with one critical engine inoperative;

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