(3)
It must be shown that the one-engine-inoperative takeo. distance, using a ro-tation speed of5knotsless than VR establishedin accordance withparagraphs (e)(1) and(2) ofthis section,does not exceed the corresponding one-engine-inoperative takeo. distance using the established VR. The takeo. distances must be determined in accordance with Sec. 25.113(a)(1).

(4)
Reasonably expected variations in service from the established takeo. proce-duresfor the operation ofthe airplane(such as over-rotation of the airplane and out-of-trimconditions) may not resultinunsafe .ight characteristicsorin marked increases in the scheduled takeo. distances established in accordance with Sec. 25.113(a).

(f)
VLOF is the calibrated airspeed at which the airplane .rst becomes airborne.

(g)
[VFTO, in terms of calibrated aispeed, must be selected by the applicant to provide atleastthegradient of climb requiredbySec.25.121(c),but may notbelessthan–

(1)
1.18VSR ; and

(2)
A speed that provides the maneuvering capability speci.ed in Sec. 25.143(g).]

Amdt. 25-108, E.. 12/26/2002
′
Elodie Roux. Septembre 2003
Subpart B : Flight
FAR 25.109 : Accelerate-stop distance.
(a)
[The accelerate-stop distance on a dry runway is the greater of the following dis-tances :

(1)
The sum of the distances necessary to–

(i)
Accelerate the airplane from a standing start with all engines operating to VEF for takeo. from a dry runway;

(ii)
Allow the airplane to accelerate from VEF to the highest speed reached during the rejected takeo., assuming the critical engine fails at VEF and the pilot takes the .rst action to reject the takeo. at the V1 for takeo. from a dry runway; and

(iii) Come to afullstop on adry runwayfrom the speed reached asprescribed inparagraph(a)(1)(ii) of this section;plus
(iv) Adistance equivalentto2seconds atthe V1 fortakeo.from adryrunway.

(2)
The sum of the distances necessary to–

(i)
Accelerate the airplanefrom a standing start with all engines operating to the highest speed reached during the rejected takeo., assuming the pilot takes the .rst action to reject the takeo. at the V1 for takeo. from a dry runway; and

(ii)
With all engines still operating, come to a full stop on dry runway from the speed reached asprescribedinparagraph(a)(2)(i) ofthis section;plus

(iii) Adistance equivalentto2seconds atthe V1 fortakeo.from adryrunway.

(b)
The accelerate-stop distance on a wet runway is the greater of the following dis-tances :

(1)
The accelerate-stop distance on a dry runway determined in accordance with paragraph(a) of this section; or

(2)
The accelerate-stop distancedeterminedin accordance withparagraph(a) of this section,exceptthatthe runwayis wet and the corresponding wet runway values of VEF and V1 are used. In determining the wet runway accelerate-stop distance, the stopping force from the wheel brakes may never exceed :

(i)
The wheel brakes stopping force determined in meeting the requirements ofSec.25.101(i) andparagraph(a) of this section; and

(ii)
The force resulting from the wet runway braking coe.cient of friction determinedin accordancewithparagraphs(c) or(d) ofthis section, as applicable,takinginto accountthedistribution ofthe normalloadbetween brakedand unbraked wheels atthe most adverse center-of-gravityposition approved for takeo..

(c)
The wet runway braking coe.cient of friction for a smooth wet runway is de.ned as a curve of friction coe.cient versus ground speed and must be computed as follows :

(1) The maximum tire-to-ground wet runway braking coe.cient of friction is de-.ned as :
Tire Pressure (psi)  Maximum Braking Coe.cient (tire-to-ground) 
　
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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(26)