Code of Federal Regulations - Title 14

382

14 CFR Ch. I (1–1–14 Edition)

§ 25.121

for four-engine airplanes, at

LOF

and

with—

(1) The critical engine inoperative

and the remaining engines at the power
or thrust available when retraction of
the landing gear is begun in accordance
with § 25.111 unless there is a more crit-
ical power operating condition existing
later along the flight path but before
the point at which the landing gear is
fully retracted; and

(2) The weight equal to the weight

existing when retraction of the landing
gear is begun, determined under
§ 25.111.

(b)

Takeoff; landing gear retracted. In

the takeoff configuration existing at
the point of the flight path at which
the landing gear is fully retracted, and
in the configuration used in § 25.111 but
without ground effect:

(1) The steady gradient of climb may

not be less than 2.4 percent for two-en-
gine airplanes, 2.7 percent for three-en-
gine airplanes, and 3.0 percent for four-
engine airplanes, at V

with:

(i) The critical engine inoperative,

the remaining engines at the takeoff
power or thrust available at the time
the landing gear is fully retracted, de-
termined under § 25.111, unless there is
a more critical power operating condi-
tion existing later along the flight path
but before the point where the airplane
reaches a height of 400 feet above the
takeoff surface; and

(ii) The weight equal to the weight

existing when the airplane’s landing
gear is fully retracted, determined
under § 25.111.

(2) The requirements of paragraph

(b)(1) of this section must be met:

(i) In non-icing conditions; and
(ii) In icing conditions with the take-

off ice accretion defined in appendix C,
if in the configuration of § 25.121(b)
with the takeoff ice accretion:

(A) The stall speed at maximum

takeoff weight exceeds that in non-
icing conditions by more than the
greater of 3 knots CAS or 3 percent of
V

; or

(B) The degradation of the gradient

of climb determined in accordance with
§ 25.121(b) is greater than one-half of
the applicable actual-to-net takeoff
flight path gradient reduction defined
in § 25.115(b).

(c)

Final takeoff. In the en route con-

figuration at the end of the takeoff
path determined in accordance with
§ 25.111:

(1) The steady gradient of climb may

not be less than 1.2 percent for two-en-
gine airplanes, 1.5 percent for three-en-
gine airplanes, and 1.7 percent for four-
engine airplanes, at V

FTO

with—

(i) The critical engine inoperative

and the remaining engines at the avail-
able maximum continuous power or
thrust; and

(ii) The weight equal to the weight

existing at the end of the takeoff path,
determined under § 25.111.

(2) The requirements of paragraph

(c)(1) of this section must be met:

(i) In non-icing conditions; and
(ii) In icing conditions with the final

takeoff ice accretion defined in appen-
dix C, if in the configuration of
§ 25.121(b) with the takeoff ice accre-
tion:

(A) The stall speed at maximum

takeoff weight exceeds that in non-
icing conditions by more than the
greater of 3 knots CAS or 3 percent of
V

; or

(B) The degradation of the gradient

of climb determined in accordance with
§ 25.121(b) is greater than one-half of
the applicable actual-to-net takeoff
flight path gradient reduction defined
in § 25.115(b).

(d)

Approach. In a configuration cor-

responding to the normal all-engines-
operating procedure in which V

for

this configuration does not exceed 110
percent of the V

for the related all-

engines-operating landing configura-
tion:

(1) The steady gradient of climb may

not be less than 2.1 percent for two-en-
gine airplanes, 2.4 percent for three-en-
gine airplanes, and 2.7 percent for four-
engine airplanes, with—

(i) The critical engine inoperative,

the remaining engines at the go-around
power or thrust setting;

(ii) The maximum landing weight;
(iii) A climb speed established in con-

nection with normal landing proce-
dures, but not exceeding 1.4 V

; and

(iv) Landing gear retracted.
(2) The requirements of paragraph

(d)(1) of this section must be met:

(i) In non-icing conditions; and

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