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Consequently, load factor limits are defined so that an aircraft can operate within these limits without suffering permanent distortion of its structure. The ultimate loads, leading to rupture, are generally 1.5 times the load factor limits.

“JAR/FAR 25.1531 Manoeuvring flight load factors

Load factor limitations, not exceeding the positive limit load factors determined from the manoeuvring diagram in section 25.333 (b) must be established.”

For all Airbus types, the flight maneuvering load acceleration limits are established as follows:

Clean configuration……………………… -1g ≤ n ≤ +2.5g

Slats extended……………………………. 0g ≤ n ≤ +2g

1.2. Maximum Speeds

JAR 25.1501 Subpart G FAR 25.1501 Subpart G

“JAR/FAR 25.1501 General

(a) Each operating limitation specified in sections 25.1503 to 25.1533 and other limitations and information necessary for safe operation must be established.”

JAR 25.1503 Subpart G FAR 25.1503 Subpart G

JAR 25.1505 Subpart G FAR 25.1505 Subpart G

JAR 25.1507 Subpart G FAR 25.1507 Subpart G

JAR 25.1511 Subpart G FAR 25. 1511 Subpart G

JAR 25.1515 Subpart G FAR 25.1515 Subpart G

JAR 25.1517 Subpart G FAR 25.1517 Subpart G

“JAR/FAR 25.1503 Airspeed Limitations: General

When airspeed limitations are a function of weight, weight distribution, altitude, or Mach number, the limitations corresponding to each critical combination of these factors must be established.”

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1.3. Minimum Speeds 

1.3.1. Minimum Control Speed on the Ground: VMCG 

“JAR/FAR 25.149  Minimum control speed 

(e) VMCG, the minimum control speed on the ground, is the calibrated airspeed during the take-off run, at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the aeroplane with the use of the primary aerodynamic controls alone (without the use of nose-wheel steering) to enable the take-off to be safely continued using normal piloting skill. 

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In the determination of VMCG, assuming that the path of the aeroplane accelerating with all engines operating is along the centreline of the runway, its path from the point at which the critical engine is made inoperative to the point at which recovery to a direction parallel to the centreline is completed, may not deviate more than 30 ft laterally from the centreline at any point.” 

“VMCG must be established, with: 

. The aeroplane in each take-off configuration or, at the option of the applicant, in the most critical take-off configuration; 

. Maximum available take-off power or thrust on the operating engines; 

. The most unfavourable centre of gravity; 

. The aeroplane trimmed for take-off;  and 

. The most unfavourable  weight in the range of take-off weights.” 

1.3.2. Minimum Control Speed in the Air: VMCA 

“JAR/FAR 25.149 Minimum control speed 

(b) VMC[A] is the calibrated airspeed, at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the aeroplane with that engine still inoperative, and maintain straight flight with an angle of bank of not more than 5 degrees. 

(c)VMC[A] may not exceed 1.2 VS  with 

. Maximum available take-off power or thrust on the engines; 

. The most unfavourable centre of gravity; 

. The aeroplane trimmed for take-off; 

. The maximum sea-level take-off weight 

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. The aeroplane in the most critical take-off configuration existing along the flight path after the aeroplane becomes airborne, except with the landing gear retracted; and 

. The aeroplane airborne and the ground effect negligible 

(d) During recovery, the aeroplane may not assume any dangerous attitude or require exceptional piloting skill, alertness, or strength to prevent a heading change of more than 20 degrees.”