(1)
The takeo. path must be based on the procedures prescribed in Sec. 23.45;

(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)
[Duringthe acceleration to speed V2, the nose gear may be raised o. the ground at a speed not less than VR. However, landing gear retraction must not be initiated until the airplane is airborne.]

(c)
During the takeo.pathdetermination,in accordance withparagraphs(a) and(b) of this section–

(1)
[The slope ofthe airbornepart of the takeo.path must notbe negative at any 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 alongthetakeo.path, starting atthepoint at whichthe airplane reaches400feet above the takeo. surface, the availablegradient of climb must not be less than–]

(i)
1.2percentfortwo-engine airplanes;

(ii)
1.5 percent for three-engine airplanes;

(iii) 1.7percentforfour-engine airplanes; and

(4)
[Except for gear retraction and automatic propeller feathering, the airplane con.guration must not be changed, and no change in power that requires action by the pilot may be made, until the airplane is 400 feet above the takeo. surface.

(d)
The takeo. path to 35 feet above the takeo. surface must be determined by a continuous demonstrated takeo..

(e)
The takeo. path from 35 feet above the takeo. surface must be determined by synthesis from segments; and

(1) The segments must be clearly de.ned and must be related to distinct changes in con.guration,power, and speed;
(2)
The weightof the airplane,the con.guration,and thepowermustbe assumed constant throughout each segment and must correspond to the most critical condition prevailing in the segment; and

(3)
The takeo. .ight path must be based on the airplane’s performance without

utilizing ground e.ect.] Amdt. 23-50, E.. 03/11/96
FAR 23.59 : Takeo. distance and takeo. run.
[For eachcommuter category airplane, the takeo. distance and, at the option of the applicant, the takeo. run, must be determined.]
(a)
Takeo. distance is the greater of–

(1)
The horizontal distance along the takeo. path from the start of the takeo. to the point at which the airplane is 35 feet above the takeo. surface as determined under Sec. 23.57; or

(2)
[With all engines operating, 115 percent of the horizontal distance from the start of the takeo. to the point at which the airplane is 35 feet above the takeo. surface, determined by a procedure consistent with Sec. 23.57.

(b)
If the takeo. distance includes a clearway, the takeo. run is the greater of–

(1)
Thehorizontaldistance alongthe takeo.pathfrom the startof the takeo. to a point equidistantbetweenthelifto.pointand thepointatwhich theairplane is 35 feet above the takeo. surface as determined under Sec. 23.57; or

(2)
With all engines operating, 115 percent of the horizontal distance from the start of the takeo. to a point equidistant between the lifto. point and the point atwhich the airplaneis35feet abovethetakeo.surface,determinedby a procedure consistent with Sec. 23.57.]

Amdt. 23-50, E.. 03/11/96
FAR23.61:[Takeo. .ightpath.]
[Foreachcommutercategory airplane,thetakeo. .ightpath mustbedetermined as follows :
(a)
The takeo. .ight path begins 35 feet above the takeo. surface at the end of the takeo. distance determined in accordance with Sec. 23.59.
　
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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 1(125)