(2)
Smooth water,inthe case of seaplanes and amphibians; and

(3)
Smooth, dry snow, in the case of skiplanes.

(d)
The takeo. data must include, within the established operational limits of the air-plane, the following operational correction factors :

(1) Not morethan50percent of nominal wind componentsalong thetakeo.path oppositetothedirection of takeo., and notlessthan150percent of nominal wind components along the takeo. path in the direction of takeo..

(2)
E.ective runwaygradients. Amdt. 25-92, E.. 3/20/98

FAR 25.107 : Takeo. speeds.

(a)
V1 must be established in relation to VEF as follows :

(1)
VEF is the calibrated airspeed at which the critical engine is assumed to fail. VEF must be selected by the applicant, but may not be less than VMCG determined under Sec. 25.149(e).

(2)
V1,in terms of calibrated airspeed,is selectedby the applicant;however, V1 may not be less than VEF plus the speed gained with the critical engine inoperative during the time interval between the instant at which the critical engine is failed, and the instant at which the pilot recognizes and reacts to theenginefailure,asindicatedby thepilot’sinitiationof the .rstaction(e.g., applyingbrakes, reducing thrust, deploying speedbrakes) to stop the airplane during accelerate-stop tests.

(b)
V2min., in terms of calibrated airspeed, may not be less than–

(1)
[1.13VSR for–]

(i)
Two-engineand three-engineturbopropeller and reciprocating enginepo-wered airplanes; and

(ii)
[Turbojetpoweredairplanes withoutprovisionsfor obtaining a signi.cant reductioninthe one-engine-inoperativepower-on stall speed;

(2)
1.08VSR for–]

(i)
Turbopropeller and reciprocating engine powered airplanes with more than three engines; and

(ii)
[Turbojet powered airplanes with provisions for obtaining a signi.cant reductioninthe one-engine-inoperativepower-on stall speed; and]

(3)
1.10 times VMC established under Sec. 25.149.

(c)
V2, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by Sec. 25.121(b) but may not be less than–

(1)
[V2MIN ;

(2)
VR plus the speedincrement attained(in accordance withSec.25.111(c)(2)) before reaching a height of 35 feet above the takeo. surface; and

(3)
A speed that provides the maneuvering capability speci.ed in Sec. 25.143(g).]

(d)
VMU is the calibrated airspeed at and above which the airplane can safelylift o. the ground, and continue the takeo.. VMU speeds must be selected by the applicant throughout the range of thrust-to-weight ratios to be certi.cated. These speeds may be established from free air data if these data are veri.ed by ground takeo. tests.

(e)
VR, in terms of calibrated airspeed, must be selected in accordance with the condi-tions ofparagraphs(e)(1) through(4) of this section:

(1)
VR may not be less than–

(i)
V1 ;

(ii)
105percent of VMC ;

(iii) The speed(determined in accordance with Sec.25.111(c)(2))that allows reaching V2 before reaching a height of 35 feet above the takeo. surface; or
(iv) A speed that,if the airplaneis rotated atits maximumpracticable rate, will resultin a VLOF of notlessthan110percent of VMU in the all-engines-operating condition and not less than 105 percent of VMU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition.

(2)
Foranygivenset ofconditions(such asweight,con.guration,andtempera-ture), a single value of VR, obtained in accordance with this paragraph, must be used to show compliance with both the one-engine-inoperative and the all-engines-operating takeo. provisions.
　
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本文鏈接地址：FAA規章 美國聯邦航空規章 Federal Aviation Regulations 3(25)