Code of Federal Regulations - Title 14

189

Federal Aviation Administration, DOT

§ 23.51

enroute, approach, and landing con-
figurations for the airplane.

(2) The airplane configuration may

vary with weight, altitude, and tem-
perature, to the extent that they are
compatible with the operating proce-
dures required by paragraph (h)(3) of
this section.

(3) Unless otherwise prescribed, in de-

termining the critical-engine-inoper-
ative takeoff performance, takeoff
flight path, and accelerate-stop dis-
tance, changes in the airplane’s con-
figuration, speed, and power must be
made in accordance with procedures es-
tablished by the applicant for oper-
ation in service.

(4) Procedures for the execution of

discontinued approaches and balked
landings associated with the conditions
prescribed in § 23.67(c)(4) and § 23.77(c)
must be established.

(5) The procedures established under

paragraphs (h)(3) and (h)(4) of this sec-
tion must—

(i) Be able to be consistently exe-

cuted by a crew of average skill in at-
mospheric conditions reasonably ex-
pected to be encountered in service;

(ii) Use methods or devices that are

safe and reliable; and

(iii) Include allowance for any rea-

sonably expected time delays in the
execution of the procedures.

[Doc. No. 27807, 61 FR 5184, Feb. 9, 1996, as
amended by Amdt. 23–62, 76 FR 75753, Dec. 2,
2011]

§ 23.49

Stalling speed.

(a) V

(maximum landing flap con-

figuration) and V

are the stalling

speeds or the minimum steady flight
speeds, in knots (CAS), at which the
airplane is controllable with—

(1) For reciprocating engine-powered

airplanes, the engine(s) idling, the
throttle(s) closed or at not more than
the power necessary for zero thrust at
a speed not more than 110 percent of
the stalling speed;

(2) For turbine engine-powered air-

planes, the propulsive thrust not great-
er than zero at the stalling speed, or, if
the resultant thrust has no appreciable
effect on the stalling speed, with en-
gine(s) idling and throttle(s) closed;

(3) The propeller(s) in the takeoff po-

sition;

(4) The airplane in the condition ex-

isting in the test, in which V

and

are being used;

(5) The center of gravity in the posi-

tion that results in the highest value of
V

and V

; and

(6) The weight used when V

and

are being used as a factor to de-

termine compliance with a required
performance standard.

(b) V

and V

must be determined

by flight tests, using the procedure and
meeting the flight characteristics spec-
ified in § 23.201.

(d) of this section, V

at maximum

weight may not exceed 61 knots for—

(1) Single-engine airplanes; and
(2) Multiengine airplanes of 6,000

pounds or less maximum weight that
cannot meet the minimum rate of
climb specified in § 23.67(a) (1) with the
critical engine inoperative.

(d) All single-engine airplanes, and

those multiengine airplanes of 6,000
pounds or less maximum weight with a
V

of more than 61 knots that do not

meet the requirements of § 23.67(a)(1),
must comply with § 23.562(d).

[Doc. No. 27807, 61 FR 5184, Feb. 9, 1996, as
amended by Amdt. 23–62, 76 FR 75753, Dec. 2,
2011]

§ 23.51

Takeoff speeds.

(a) For normal, utility, and acrobatic

category airplanes, rotation speed, V

is the speed at which the pilot makes a
control input, with the intention of
lifting the airplane out of contact with
the runway or water surface.

(1) For multiengine landplanes, V

must not be less than the greater of
1.05 V

; or 1.10 V

;

(2) For single-engine landplanes, V

must not be less than V

; and

(3) For seaplanes and amphibians

taking off from water, V

, may be any

speed that is shown to be safe under all
reasonably expected conditions, includ-
ing turbulence and complete failure of
the critical engine.

(b) For normal, utility, and acrobatic

category airplanes, the speed at 50 feet
above the takeoff surface level must
not be less than:

(1) For multiengine airplanes, the

highest of—

(i) A speed that is shown to be safe

for continued flight (or emergency

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