191
Federal Aviation Administration, DOT
§ 23.57
commuter category airplanes, takeoff
performance, as required by §§ 23.55
through 23.59, must be determined with
the operating engine(s) within ap-
proved operating limitations.
[Doc. No. 27807, 61 FR 5185, Feb. 9, 1996, as
amended by Amdt. 23–62, 76 FR 75753, Dec. 2,
2011]
§ 23.55
Accelerate-stop distance.
For normal, utility, and acrobatic
category multiengine jets of more than
6,000 pounds maximum weight and
commuter category airplanes, the ac-
celerate-stop distance must be deter-
mined as follows:
(a) The accelerate-stop distance is
the sum of the distances necessary to—
(1) Accelerate the airplane from a
standing start to V
EF
with all engines
operating;
(2) Accelerate the airplane from V
EF
to V
1
, assuming the critical engine
fails at V
EF
; and
(3) Come to a full stop from the point
at which V
1
is reached.
(b) Means other than wheel brakes
may be used to determine the accel-
erate-stop distances if that means—
(1) Is safe and reliable;
(2) Is used so that consistent results
can be expected under normal oper-
ating conditions; and
(3) Is such that exceptional skill is
not required to control the airplane.
[Amdt. 23–34, 52 FR 1826, Jan. 15, 1987, as
amended by Amdt. 23–50, 61 FR 5185, Feb. 9,
1996, as amended by Amdt. 23–62, 76 FR 75753,
Dec. 2, 2011]
§ 23.57
Takeoff path.
For normal, utility, and acrobatic
category multiengine jets of more than
6,000 pounds maximum weight and
commuter category airplanes, the
takeoff path is as follows:
(a) The takeoff path extends from a
standing start to a point in the takeoff
at which the airplane is 1500 feet above
the takeoff surface at or below which
height the transition from the takeoff
to the enroute configuration must be
completed; and
(1) The takeoff path must be based on
the procedures prescribed in § 23.45;
(2) The airplane must be accelerated
on the ground to V
EF
at which point the
critical engine must be made inoper-
ative and remain inoperative for the
rest of the takeoff; and
(3) After reaching V
EF,
the airplane
must be accelerated to V
2
.
(b) During the acceleration to speed
V
2
, the nose gear may be raised off the
ground at a speed not less than V
R
.
However, landing gear retraction must
not be initiated until the airplane is
airborne.
(c) During the takeoff path deter-
mination, in accordance with para-
graphs (a) and (b) of this section—
(1) The slope of the airborne part of
the takeoff path must not be negative
at any point;
(2) The airplane must reach V
2
before
it is 35 feet above the takeoff surface,
and must continue at a speed as close
as practical to, but not less than V
2
,
until it is 400 feet above the takeoff
surface;
(3) At each point along the takeoff
path, starting at the point at which the
airplane reaches 400 feet above the
takeoff surface, the available gradient
of climb must not be less than—
(i) 1.2 percent for two-engine air-
planes;
(ii) 1.5 percent for three-engine air-
planes;
(iii) 1.7 percent for four-engine air-
planes; and
(4) Except for gear retraction and
automatic propeller feathering, the
airplane configuration 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 takeoff surface.
(d) The takeoff path to 35 feet above
the takeoff surface must be determined
by a continuous demonstrated takeoff.
(e) The takeoff path to 35 feet above
the takeoff surface must be determined
by synthesis from segments; and
(1) The segments must be clearly de-
fined and must be related to distinct
changes in configuration, power, and
speed;
(2) The weight of the airplane, the
configuration, and the power must be
assumed constant throughout each seg-
ment and must correspond to the most
critical condition prevailing in the seg-
ment; and
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