388
14 CFR Ch. I (1–1–14 Edition)
§ 25.149
prevent a heading change of more than
20 degrees.
(e) V
MCG
, the minimum control speed
on the ground, is the calibrated air-
speed during the takeoff run at which,
when the critical engine is suddenly
made inoperative, it is possible to
maintain control of the airplane using
the rudder control alone (without the
use of nosewheel steering), as limited
by 150 pounds of force, and the lateral
control to the extent of keeping the
wings level to enable the takeoff to be
safely continued using normal piloting
skill. In the determination of V
MCG
, as-
suming that the path of the airplane
accelerating with all engines operating
is along the centerline of the runway,
its path from the point at which the
critical engine is made inoperative to
the point at which recovery to a direc-
tion parallel to the centerline is com-
pleted may not deviate more than 30
feet laterally from the centerline at
any point. V
MCG
must be established
with—
(1) The airplane in each takeoff con-
figuration or, at the option of the ap-
plicant, in the most critical takeoff
configuration;
(2) Maximum available takeoff power
or thrust on the operating engines;
(3) The most unfavorable center of
gravity;
(4) The airplane trimmed for takeoff;
and
(5) The most unfavorable weight in
the range of takeoff weights.
(f) V
MCL
, the minimum control speed
during approach and landing with all
engines operating, is the calibrated air-
speed at which, when the critical en-
gine is suddenly made inoperative, it is
possible to maintain control of the air-
plane with that engine still inoper-
ative, and maintain straight flight
with an angle of bank of not more than
5 degrees. V
MCL
must be established
with—
(1) The airplane in the most critical
configuration (or, at the option of the
applicant, each configuration) for ap-
proach and landing with all engines op-
erating;
(2) The most unfavorable center of
gravity;
(3) The airplane trimmed for ap-
proach with all engines operating;
(4) The most favorable weight, or, at
the option of the applicant, as a func-
tion of weight;
(5) For propeller airplanes, the pro-
peller of the inoperative engine in the
position it achieves without pilot ac-
tion, assuming the engine fails while at
the power or thrust necessary to main-
tain a three degree approach path
angle; and
(6) Go-around power or thrust setting
on the operating engine(s).
(g) For airplanes with three or more
engines, V
MCL-2
, the minimum control
speed during approach and landing
with one critical engine inoperative, is
the calibrated airspeed at which, when
a second critical engine is suddenly
made inoperative, it is possible to
maintain control of the airplane with
both engines still inoperative, and
maintain straight flight with an angle
of bank of not more than 5 degrees.
V
MCL-2
must be established with—
(1) The airplane in the most critical
configuration (or, at the option of the
applicant, each configuration) for ap-
proach and landing with one critical
engine inoperative;
(2) The most unfavorable center of
gravity;
(3) The airplane trimmed for ap-
proach with one critical engine inoper-
ative;
(4) The most unfavorable weight, or,
at the option of the applicant, as a
function of weight;
(5) For propeller airplanes, the pro-
peller of the more critical inoperative
engine in the position it achieves with-
out pilot action, assuming the engine
fails while at the power or thrust nec-
essary to maintain a three degree ap-
proach path angle, and the propeller of
the other inoperative engine feathered;
(6) The power or thrust on the oper-
ating engine(s) necessary to maintain
an approach path angle of three de-
grees when one critical engine is inop-
erative; and
(7) The power or thrust on the oper-
ating engine(s) rapidly changed, imme-
diately after the second critical engine
is made inoperative, from the power or
thrust prescribed in paragraph (g)(6) of
this section to—
(i) Minimum power or thrust; and
(ii) Go-around power or thrust set-
ting.
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pmangrum on DSK3VPTVN1PROD with CFR