CS 25.107 Take-off speeds

• ED Decision 2016/010/R found in: CS-25 Amdt 27 - Large Aeroplanes (Jan 2023)

CS 25.107 Take-off speeds ED Decision 2016/010/R (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 [CS 25.149(e)](#_DxCrossRefBm1709820669). (2) V1, in terms of calibrated airspeed, is selected by 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 recognises and reacts to the engine failure, as indicated by the pilot’s initiation of the first action (e.g. applying brakes, reducing thrust, deploying speed brakes) to stop the aeroplane during accelerate-stop tests. (b) V2MIN, in terms of calibrated airspeed, may not be less than – (1) 1·13 VSR for – (i) Two-engined and three-engined turbo-propeller powered aeroplanes; and (ii) Turbojet powered aeroplanes without provisions for obtaining a significant reduction in the one-engineinoperative power-on stall speed; (2) 1·08 VSR for – (i) Turbo-propeller powered aeroplanes with more than three engines; and (ii) Turbojet powered aeroplanes with provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed: and (3) 1·10 times VMC established under [CS 25.149](#_DxCrossRefBm1709820669). (c) V2, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by [CS 25.121(b)](#_DxCrossRefBm1709820672) but may not be less than – (1) V2MIN; (2) VR plus the speed increment attained (in accordance with [CS 25.111(c)(2)](#_DxCrossRefBm1709820676)) before reaching a height of 11 m (35 ft) above the takeoff surface; and (3) A speed that provides the manoeuvring capability specified in [CS 25.143(h)](#_DxCrossRefBm1709820670). (d) VMU is the calibrated airspeed at and above which the aeroplane can safely lift off the ground, and continue the take-off. VMU speeds must be selected by the applicant throughout the range of thrust-to-weight ratios to be certificated. These speeds may be established from free air data if these data are verified by ground take-off tests. (See [AMC 25.107(d)](#_DxCrossRefBm1709820750).) (e) VR, in terms of calibrated air speed, must be selected in accordance with the conditions of sub-paragraphs (1) to (4) of this paragraph: (1) VR may not be less than – (i) V1; (ii) 105% of VMC; (iii) The speed (determined in accordance with CS 25.111(c)(2)) that allows reaching V2 before reaching a height of 11 m (35 ft) above the take-off surface; or (iv) A speed that, if the aeroplane is rotated at its maximum practicable rate, will result in a VLOF of not less than - (A) 110% of VMU in the allengines-operating condition, and 105% of VMU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition; or (B) If the VMU attitude is limited by the geometry of the aeroplane (i.e., tail contact with the runway), 108% of VMU in the all-engines-operating condition and 104% of VMU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition. (See [AMC 25.107(e)(1)(iv)](#_DxCrossRefBm1709820749).) (2) For any given set of conditions (such as weight, configuration, and temperature), 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 take-off provisions. (3) It must be shown that the one-engine-inoperative take-off distance, using a rotation speed of 9.3 km/h (5 knots) less than VR established in accordance with sub-paragraphs (e)(1) and (2) of this paragraph, does not exceed the corresponding one-engine-inoperative take-off distance using the established VR. The take-off distances must be determined in accordance with [CS 25.113(a)(1)](#_DxCrossRefBm1709820675). (See [AMC 25.107(e)(3)](#_DxCrossRefBm1709820748).) (4) Reasonably expected variations in service from the established take-off procedures for the operation of the aeroplane (such as over-rotation of the aeroplane and out-of-trim conditions) may not result in unsafe flight characteristics or in marked increases in the scheduled take-off distances established in accordance with CS 25.113(a). (See [AMC No. 1 to CS 25.107(e)(4)](#_DxCrossRefBm1709820747) and [AMC No. 2 to CS 25.107(e)(4)](#_DxCrossRefBm1709820746).) (f) VLOF is the calibrated airspeed at which the aeroplane first becomes airborne. (g) VFTO, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by CS 25.121(c), but may not be less than – (1) 1.18 VSR; and (2) A speed that provides the manoeuvring capability specified in CS 25.143(h). (h) In determining the take-off speeds V1, VR, and V2 for flight in icing conditions, the values of VMCG, VMC, and VMU determined for non-icing conditions may be used. [Amdt 25/3] [Amdt 25/18]