176 

14 CFR Ch. I (1–1–14 Edition) 

Pt. 23, SFAR No. 23 

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

vorable position; 

(4) The operating engine within approved 

operating limitation; 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

s1

; 

(ii) 1.10 

V

MC

; 

(iii) A speed that permits acceleration to 

V

1

and stop in accordance with paragraph (c) 

allowing credit for an overrun distance equal 
to that required to stop the airplane from a 
ground speed of 35 knots utilizing maximum 
braking; 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) Other essential takeoff speeds necessary 

for safe operation of the airplane must be de-
termined and shown in the Airplane Flight 
Manual. 

(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) Decelerate the airplane from 

V

1

to a 

speed not greater than 35 knots, assuming 
that in the case of engine failure, failure of 
the critical engine is recognized by the pilot 
at the speed 

V

1

. The landing gear must re-

main in the extended position and maximum 
braking may be utilized during deceleration. 

(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 according to procedures in 
FAR 23.51(a). 

(e) 

One-engine-inoperative takeoff. The max-

imum weight must be determined for each 
altitude and temperature within the oper-
ational limits established for the airplane, at 
which the airplane has takeoff capability 
after failure of the critical engine at or 
above 

V

1

determined in accordance with 

paragraph (b) of this section. This capability 
may be established— 

(1) By demonstrating a measurably posi-

tive rate of climb with the airplane in the 
takeoff configuration, landing gear extended; 
or 

(2) By demonstrating the capability of 

maintaining flight after engine failure uti-
lizing procedures prescribed by the appli-
cant. 

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 and 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 
mimimum flight idle to the takeoff position. 

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

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

MC

or 1.10V

S1

. 

(b) 

En route climb, one-engine-inoperative. (1) 

the maximum weight must be determined 
with the airplane in the en route configura-
tion, the critical engine inoperative, the re-
maining engine at not more than maximum 
continuous power or thrust, and the most 
unfavorable center of gravity, at which the 
gradient at climb will be not less than— 

(i) 1.2 percent (or a gradient equivalent to 

0.20 

V

so

2, if greater) at 5,000 feet and an ambi-

ent temperature of 41 

°

F. or 

(ii) 0.6 percent (or a gradient equivalent to 

0.01 

V

so

2, if greater) at 5,000 feet and ambient 

temperature of 81 

°

F. 

(2) The minimum climb gradient specified 

in subdivisions (i) and (ii) of subparagraph (1) 
of this paragraph must vary linearly between 
41 

°

F. and 81 

°

F. and must change at the same 

rate up to the maximum operational tem-
perature approved for the airplane. 

7. 

Landing.  The landing distance must be 

determined for standard atmosphere at each 
weight and altitude in accordance with FAR 
23.75(a), except that instead of the gliding ap-
proach specified in FAR 23.75(a)(1), the land-
ing may be preceded by a steady approach 
down to the 50-foot height at a gradient of 
descent not greater than 5.2 percent (3

°

) at a 

calibrated airspeed not less than 1.3

s1

. 

T

RIM

 

8. 

Trim—(a) Lateral and directional trim. The 

airplane must maintain lateral and direc-
tional trim in level flight at a speed of 

V

h

or 

V

MO

/

M

MO,

whichever is lower, with landing 

gear and wing flaps retracted. 

(b) 

Longitudinal trim. The airplane must 

maintain longitudinal trim during the fol-
lowing conditions, except that it need not 

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