Indicated airspeed at threshold, which is usually equal to the stall speed V S0 multiplied by 1.3 or stall speed V S1g multiplied by 1.23 in the landing configuration at the maximum certificated landing mass, though some manufacturers apply different criteria. This is the speed above which it is unwise to make full application of any single flight control (or "pull to the stops") as it may generate a force greater than the aircraft's structural limitations. Should be attained by a gross height of 400 ft (120 m). The all engines operating take-off climb speed used to the point where acceleration to flap retraction speed is initiated. The speed at which the aircraft may safely climb with one engine inoperative. The speed beyond which takeoff should no longer be aborted. Some of these constraints have been omitted to simplify the description. They are typically defined with constraints such as weight, configuration, or phases of flight. These V-speeds are defined by regulations. ![]() The descriptions below are for use by pilots. V-speed definitions in FAR 23, 25 and equivalent are for designing and certification of airplanes, not for their operational use. In Canada, the regulatory body, Transport Canada, defines 26 commonly used V-speeds in their Aeronautical Information Manual. In the United States, these are defined in title 14 of the United States Code of Federal Regulations, known as the Federal Aviation Regulations (FARs). The most common V-speeds are often defined by a particular government's aviation regulations. Proper display of V-speeds is an airworthiness requirement for type-certificated aircraft in most countries. The red line is the V NE, the never-exceed speed. The yellow band is the range in which the aircraft may be operated in smooth air, and then only with caution to avoid abrupt control movement. These are the stalling speeds for the aircraft at its maximum weight. The lower ends of the white arc and the green arc are the stalling speed with wing flaps in landing configuration, and stalling speed with wing flaps retracted, respectively. In general aviation aircraft, the most commonly used and most safety-critical airspeeds are displayed as color-coded arcs and lines located on the face of an aircraft's airspeed indicator. They are expressed by the aircraft's indicated airspeed (and not by, for example, the ground speed), so that pilots may use them directly, without having to apply correction factors, as aircraft instruments also show indicated airspeed. The actual speeds represented by these designators are specific to a particular model of aircraft. Using them is considered a best practice to maximize aviation safety, aircraft performance, or both. These speeds are derived from data obtained by aircraft designers and manufacturers during flight testing for aircraft type-certification. In aviation, V-speeds are standard terms used to define airspeeds important or useful to the operation of all aircraft. A single-engined Cessna 150L's airspeed indicator indicating its V-speeds in knots
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