(1)
The airplane in each takeo. con.guration or, at the option of the applicant, in the most critical takeo. con.guration;

(2)
Maximum availabletakeo.power orthrust onthe operating engines;

(3)
The most unfavorable center of gravity;

(4)
The airplane trimmed for takeo.; and

(5)
The most unfavorable weight in the range of takeo. weights.

(f)
VMCL, the minimum control speed during approach and landing with all engines operating, is the calibrated airspeed at which, when the critical engine is suddenly madeinoperative,itispossible to maintain control of the airplane with that engine still inoperative, and maintain straight .ight with an angle of bank of not more than 5 degrees. VMCL must be established with–

(1)
The airplaneinthe most critical con.guration(or, atthe option of the appli-cant, each con.guration)for approach andlanding with all engines operating;

(2)
The most unfavorable center of gravity;

(3)
The airplane trimmed for approach with all engines operating;

(4)
The most unfavorable weight, or, at the option of the applicant, as a function of weight;

(5)
For propeller airplanes, the propeller of the inoperative engine in the position it achieves without pilot action, assuming the engine fails while at the power orthrust necessary to maintain athreedegree approachpath angle; and

(6)
Go-aroundpower orthrust setting onthe operating engine(s).

(g)
For airplanes withthree or more engines,VMCL-2,the minimum control speedduring approach andlanding with one critical engineinoperative,is the calibrated airspeed at which, when a second critical engineis suddenly madeinoperative,itispossible to maintain control ofthe airplane withboth engines stillinoperative, and maintain straight .ight with an angle of bank of not more than 5 degrees. VMCL-2 must be established with–

(1)
The airplaneinthe most critical con.guration(or, atthe option ofthe ap-plicant, each con.guration) for approach and landing with one critical engine inoperative;

(2)
The most unfavorable center of gravity;

(3)
The airplane trimmed for approach with one critical engine inoperative;

(4)
The most unfavorable weight, or, at the option of the applicant, as a function of weight;

(5)
Forpropellerairplanes,thepropeller of the more criticalinoperativeenginein the position it achieves without pilot action, assuming the engine fails while at the power or thrust necessary to maintain a three degree approach path angle, and the propeller of the other inoperative engine feathered;

(6)
The power or thrust on the operating engine(s) necessary to maintain an ap-proach path angle of three degrees when one critical engine is inoperative; and

(7)
The power or thrust on the operating engine(s) rapidly changed, immediately after the second critical engine is made inoperative, from the power or thrust prescribedinparagraph(g)(6) of this sectionto–

(i)
Minimumpower orthrust; and

(ii)
Go-aroundpower orthrust setting.

(h) In demonstrations of VMCL and VMCL-2 –
(1)
The rudderforce may not exceed150pounds;

(2)
Theairplanemay notexhibithazardous .ight characteristicsorrequireexcep-tional piloting skill, alertness, or strength;

(3)
Lateral control must be su.cient to roll the airplane, from an initial condition of steady straight .ight,through anangleof20degreesinthedirectionneces-sary to initiate a turn away from the inoperative engine(s), in not more than 5 seconds; and

(4)
For propeller airplanes, hazardous .ight characteristics must not be exhibited due to any propeller position achieved when the engine fails or during any likely subsequent movements of the engine or propeller controls.
　
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本文鏈接地址：FAA規(guī)章 美國聯(lián)邦航空規(guī)章 Federal Aviation Regulations 3(35)