(h)
If the accelerate-stop distance includes a stopway with surface characteristics sub-stantiallydi.erentfromthose ofthe runway,the takeo.data mustinclude operatio-nal correctionfactorsforthe accelerate-stopdistance.] The correctionfactorsmust accountfortheparticular surface characteristicsof the stopway and the variations in these characteristics withseasonal weather conditions(such astemperature, rain, snow, and ice) within the established operational limits.
(i)
[A .ight test demonstration of the maximum brake kinetic energy accelerate-stop distance must be conducted with not more than 10 percent of the allowable brake wear range remaining on each of the airplane wheel brakes.]
Amdt. 25-92, E.. 3/20/98
FAR 25.111 : Takeo. path.
(a)
[The takeo.pathextendsfrom a standing start to apointin the takeo. at which the airplane is 1,500 feet above the takeo. surface, or at which the transition from the takeo. to the en route con.guration is completed and VFTO is reached, whichever point is higher. In addition–]
(1)
The takeo.path mustbebased on theproceduresprescribedinSec.25.101(f);
(2)
The airplane must be accelerated on the ground to VEF, at which point the critical engine must be made inoperative and remain inoperative for the rest of the takeo.; and
(3)
After reaching VEF, the airplane must be accelerated to V2.
(b)
During the acceleration to speed V2, the nose gear may be raised o. the ground at a speed not less than VR.However,landinggearretractionmay notbebegun until the airplane is airborne.
(c)
During thetakeo.pathdeterminationin accordancewithparagraphs(a) and(b) of this section–
(1)
The slope of the airborne part of the takeo. path must be positive at each point;
(2)
The airplane must reach V2 before it is 35 feet above the takeo. surface and must continue at a speed as close as practical to, but not less than V2, until it is 400 feet above the takeo. surface;
(3)
Ateachpoint alongthe takeo.path, starting atthepoint at which the airplane reaches400feet abovethetakeo.surface,the availablegradientof climb may not be less than–
(i)
1.2percentfortwo-engine airplanes;
(ii)
1.5 percent for three-engine airplanes; and
(iii) 1.7percentforfour-engine airplanes; and
(4)
Exceptforgearretraction andpropellerfeathering,the airplane con.guration may not be changed, and no changeinpower or thrust that requires action by thepilot maybe made, until the airplaneis 400feet above the takeo. surface.
(d) The takeo. path must be determined by a continuous demonstrated takeo. or by synthesisfrom segments.Ifthetakeo.pathisdeterminedbythe segmental method–
(1)
The segments must be clearly de.ned and must be related to the distinct changesinthe con.guration,power orthrust, and speed;
(2)
The weight of the airplane, the con.guration, and thepower or thrust must be constant throughout each segment and must correspond to the most critical condition prevailing in the segment;
(3)
The .ight path must be based on the airplane’s performance without ground e.ect; and
(4)
The takeo. path data must be checked by continuous demonstrated takeo.s up to the point at which the airplane is out of ground e.ect and its speed is stabilized, to ensure that the path is conservative relative to the continuous path.
The airplaneis considered to be out ofground e.ect when it reaches a height equal to its wing span.
(e) For airplanes equipped with standbypower rocket engines,thetakeo.path may be determined in accordance with section II of appendix E.
Amdt. 25-108, E.. 12/26/2002
FAR 25.113 : Takeo. distance and takeo. run.
(a)
[Takeo. distance on a dryrunway is the greater of–
(1)
Thehorizontaldistance along thetakeo.pathfromthe start of thetakeo.to thepoint at which the airplaneis35feet above the takeo. surface,determined under Sec. 25.111 for a dry runway; or]
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本文链接地址：FAA规章 美国联邦航空规章 Federal Aviation Regulations 3(28)
