515 

Federal Aviation Administration, DOT 

Pt. 135, App. A 

speed, power, and thrust must be made under 
procedures established by the applicant for 
operation in service. 

(f) Procedures for the execution of balked 

landings must be established by the appli-
cant and included in the Airplane Flight 
Manual. 

(g) The procedures established under para-

graphs (e) and (f) of this section must— 

(1) Be able to be consistently executed in 

service by a crew of average skill; 

(2) Use methods or devices that are safe 

and reliable; and 

(3) Include allowance for any time delays, 

in the execution of the procedures, that may 
reasonably be expected in service. 

5. 

Takeoff. 

(a) 

General. 

Takeoff speeds, the 

accelerate-stop distance, the takeoff dis-
tance, and the one-engine-inoperative take-
off flight path data (described in paragraphs 
(b), (c), (d), and (f) of this section), must be 
determined for— 

(1) Each weight, altitude, and ambient 

temperature within the operational limits 
selected by the applicant; 

(2) The selected configuration for takeoff; 
(3) The center of gravity in the most unfa-

vorable position; 

(4) The operating engine within approved 

operating limitations; and 

(5) Takeoff data based on smooth, dry, 

hard-surface runway. 

(b) 

Takeoff speeds. 

(1) The decision speed 

V

1

 

is the calibrated airspeed on the ground at 
which, as a result of engine failure or other 
reasons, the pilot is assumed to have made a 
decision to continue or discontinue the take-
off. The speed 

V

1

must be selected by the ap-

plicant but may not be less than— 

(i) 1.10

V

S

1

; 

(ii) 1.10

V

MC

; 

(iii) A speed that allows acceleration to 

V

1

 

and stop under paragraph (c) of this section; 
or 

(iv) A speed at which the airplane can be 

rotated for takeoff and shown to be adequate 
to safely continue the takeoff, using normal 
piloting skill, when the critical engine is 
suddenly made inoperative. 

(2) The initial climb out speed 

V

2

, in terms 

of calibrated airspeed, must be selected by 
the applicant so as to allow the gradient of 
climb required in section 6(b)(2), but it must 
not be less than 

V

1

or less than 1.2

V

S

1

. 

(3) Other essential take off speeds nec-

essary for safe operation of the airplane. 

(c) 

Accelerate-stop distance. 

(1) The accel-

erate-stop distance is the sum of the dis-
tances necessary to— 

(i) Accelerate the airplane from a standing 

start to 

V

1

; and 

(ii) Come to a full stop from the point at 

which 

V

1

is reached assuming that in the 

case of engine failure, failure of the critical 
engine is recognized by the pilot at the speed 

V

1

. 

(2) Means other than wheel brakes may be 

used to determine the accelerate-stop dis-
tance if that means is available with the 
critical engine inoperative and— 

(i) Is safe and reliable; 
(ii) Is used so that consistent results can 

be expected under normal operating condi-
tions; and 

(iii) Is such that exceptional skill is not re-

quired to control the airplane. 

(d) 

All engines operating takeoff distance. 

The all engine operating takeoff distance is 
the horizontal distance required to takeoff 
and climb to a height of 50 feet above the 
takeoff surface under the procedures in FAR 
23.51(a). 

(e) 

One-engine-inoperative takeoff. 

Deter-

mine the weight for each altitude and tem-
perature within the operational limits estab-
lished for the airplane, at which the airplane 
has the capability, after failure of the crit-
ical engine at 

V

1

determined under para-

graph (b) of this section, to take off and 
climb at not less than 

V

2

, to a height 1,000 

feet above the takeoff surface and attain the 
speed and configuration at which compliance 
is shown with the en route one-engine-inop-
erative gradient of climb specified in section 
6(c). 

(f) 

One-engine-inoperative takeoff flight path 

data. 

The one-engine-inoperative takeoff 

flight path data consist of takeoff flight 
paths extending from a standing start to a 
point in the takeoff at which the airplane 
reaches a height 1,000 feet above the takeoff 
surface under paragraph (e) of this section. 

6. 

Climb. 

(a) 

Landing climb: All-engines-oper-

ating. 

The maximum weight must be deter-

mined with the airplane in the landing con-
figuration, for each altitude, and ambient 
temperature within the operational limits 
established for the airplane, with the most 
unfavorable center of gravity, and out-of- 
ground effect in free air, at which the steady 
gradient of climb will not be less than 3.3 
percent, with: 

(1) The engines at the power that is avail-

able 8 seconds after initiation of movement 
of the power or thrust controls from the 
minimum flight idle to the takeoff position. 

(2) A climb speed not greater than the ap-

proach speed established under section 7 and 
not less than the greater of 1.05

V

MC

or 

1.10

V

S

1

. 

(b) 

Takeoff climb: one-engine-inoperative. 

The maximum weight at which the airplane 
meets the minimum climb performance spec-
ified in paragraphs (1) and (2) of this para-
graph must be determined for each altitude 
and ambient temperature within the oper-
ational limits established for the airplane, 
out of ground effect in free air, with the air-
plane in the takeoff configuration, with the 
most unfavorable center of gravity, the crit-
ical engine inoperative, the remaining en-
gines at the maximum takeoff power or 
thrust, and the propeller of the inoperative 

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