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14 CFR Ch. I (1–1–24 Edition)
§ 25.1507
§ 25.1507
Maneuvering speed.
The maneuvering speed must be es-
tablished so that it does not exceed the
design maneuvering speed
V
A
deter-
mined under § 25.335(c).
§ 25.1511
Flap extended speed.
The established flap extended speed
V
FE
must be established so that it does
not exceed the design flap speed
V
F
chosen under §§ 25.335(e) and 25.345, for
the corresponding flap positions and
engine powers.
§ 25.1513
Minimum control speed.
The minimum control speed
V
MC
de-
termined under § 25.149 must be estab-
lished as an operating limitation.
§ 25.1515
Landing gear speeds.
(a) The established landing gear oper-
ating speed or speeds,
V
LO,
may not ex-
ceed the speed at which it is safe both
to extend and to retract the landing
gear, as determined under § 25.729 or by
flight characteristics. If the extension
speed is not the same as the retraction
speed, the two speeds must be des-
ignated as
V
LO
(
EXT
)
and
V
LO
(
RET
)
,
respec-
tively.
(b) The established landing gear ex-
tended speed
V
LE
may not exceed the
speed at which it is safe to fly with the
landing gear secured in the fully ex-
tended position, and that determined
under § 25.729.
[Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as
amended by Amdt. 25–38, 41 FR 55468, Dec. 20,
1976]
§ 25.1516
Other speed limitations.
Any other limitation associated with
speed must be established.
[Doc. No. 2000–8511, 66 FR 34024, June 26, 2001]
§ 25.1517
Rough air speed, V
RA.
(a) A rough air speed, V
RA,
for use as
the recommended turbulence penetra-
tion airspeed, and a rough air Mach
number, M
RA
, for use as the rec-
ommended turbulence penetration
Mach number, must be established.
V
RA
/M
RA
must be sufficiently less than
V
MO
/M
MO
to ensure that likely speed
variation during rough air encounters
will not cause the overspeed warning to
operate too frequently.
(b) At altitudes where V
MO
is not lim-
ited by Mach number, in the absence of
a rational investigation substantiating
the use of other values, V
RA
must be
less than V
MO
minus 35 KTAS.
(c) At altitudes where V
MO
is limited
by Mach number, M
RA
may be chosen
to provide an optimum margin between
low and high speed buffet boundaries.
[Amdt. 25–141, 79 FR 73469, Dec. 11, 2014, as
amended by FAA–2022–1355; Amdt. No. 25–148,
87 FR 75710, Dec. 9, 2022; 88 FR 2813, Jan. 18,
2023]
§ 25.1519
Weight, center of gravity, and
weight distribution.
The airplane weight, center of grav-
ity, and weight distribution limita-
tions determined under §§ 25.23 through
25.27 must be established as operating
limitations.
§ 25.1521
Powerplant limitations.
(a)
General. The powerplant limita-
tions prescribed in this section must be
established so that they do not exceed
the corresponding limits for which the
engines or propellers are type certifi-
cated and do not exceed the values on
which compliance with any other re-
quirement of this part is based.
(b)
Reciprocating engine installations.
Operating limitations relating to the
following must be established for recip-
rocating engine installations:
(1) Horsepower or torque, r.p.m.,
manifold pressure, and time at critical
pressure altitude and sea level pressure
altitude for—
(i) Maximum continuous power (re-
lating to unsupercharged operation or
to operation in each supercharger mode
as applicable); and
(ii) Takeoff power (relating to unsu-
percharged operation or to operation in
each supercharger mode as applicable).
(2) Fuel grade or specification.
(3) Cylinder head and oil tempera-
tures.
(4) Any other parameter for which a
limitation has been established as part
of the engine type certificate except
that a limitation need not be estab-
lished for a parameter that cannot be
exceeded during normal operation due
to the design of the installation or to
another established limitation.
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