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 applicant and included in the Airplane Flight
Manual.
(g) The procedures established under paragraphs (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 distance, and the one-engine-inoperative takeoff 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 unfavorable 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 V1
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 takeoff. The speed V1 must be selected by the applicant but may not be less than - 
(i) 1.10VS1;
(ii) 1.10VMC;
(iii) A speed that allows acceleration to V1
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 V2, 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 V1 or less than 1.2VS1.
(3) Other essential take off speeds necessary for safe operation of the airplane.
(c) Accelerate-stop distance. (1) The accelerate-stop distance is the sum of the distances necessary to - 
(i) Accelerate the airplane from a standing
start to V1; and
(ii) Come to a full stop from the point at
which V1 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 distance 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 conditions; and
(iii) Is such that exceptional skill is not required 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. Determine the weight for each altitude and temperature within the operational limits established for the airplane, at which the airplane
has the capability, after failure of the critical engine at V1 determined under paragraph (b) of this section, to take off and
climb at not less than V2, 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-inoperative 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-operating. The maximum weight must be determined with the airplane in the landing configuration, for each altitude, and ambient
temperature within the operational limits
established for the airplane, with the most
unfavorable center of gravity, and out-ofground 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 available 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 approach speed established under section 7 and
not less than the greater of 1.05VMC or
1.10VS1.
(b) Takeoff climb: one-engine-inoperative.
The maximum weight at which the airplane
meets the minimum climb performance specified in paragraphs (1) and (2) of this paragraph must be determined for each altitude
and ambient temperature within the operational limits established for the airplane,
out of ground effect in free air, with the airplane in the takeoff configuration, with the
most unfavorable center of gravity, the critical engine inoperative, the remaining engines at the maximum takeoff power or
thrust, and the propeller of the inoperative

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