European Aviation Safety Agency

BOOK 1
CS-25
Tyre Pressure
Maximum Braking Coefficient (tyre-to-ground)
psi
5 4 3 2
µ t/gMAX = 0147 ⋅
V
100
−105 ⋅
V
100
+ 2⋅673 V
100
−2⋅ 683
V
100
+ 0⋅ 403
V
100
+ 0859 ⋅
50 ( ) ( ) ( ) ( ) ( )
100 µ t/gMAX = ⋅
V
(
5 4 3 2
) − ⋅
V
( ) + ⋅
V
( ) − ⋅
V
( ) + ⋅
V
( ) + ⋅
200 µ t/gMAX = ⋅
V
(
5 4 3 2
) − ⋅
V
( ) + ⋅
V
( ) − ⋅
V
( ) + ⋅
V
( ) + .
300
V
(
5 4 3 2
V V V
) ( ) ( ) ( )
V
( )
Figure 2
01106 100
0813 100
213 100
2 20 100
0 317 100
0 807
0 0498 100
0 398 100
114 100
1 285 100
0140 100
0701
µ t/gMAX = 0⋅0314 100
−0⋅ 247 100
+ 0⋅703 100
−0⋅779 100
−0⋅ 00954 100
+ 0⋅614
may be used to determine the accelerate-stop distance
if that means –
(1) Is safe and reliable;
(2) Is used so that consistent results can
be expected under normal operating conditions;
and
(3) Is such that exceptional skill is not
required to control the aeroplane.
(f) The effects of available reverse thrust –
(1) Must not be included as an additional
means of deceleration when determining the
accelerate-stop distance on a dry runway; and
(2) May be included as an additional
means of deceleration using recommended reverse
thrust procedures when determining the
accelerate-stop distance on a wet runway,
provided the requirements of sub-paragraph (e) of
this paragraph are met. (See AMC 25.109(f).)
(g) The landing gear must remain extended
throughout the accelerate-stop distance.
(h) If the accelerate-stop distance includes a
stopway with surface characteristics substantially
different from those of the runway, the take-off data
must include operational correction factors for the
accelerate-stop distance. The correction factors must
account for the particular surface characteristics of
the stopway and the variations in these characteristics
with seasonal weather conditions (such as
temperature, rain, snow and ice) within the
established operational limits.
(i) A flight test demonstration of the maximum
brake kinetic energy accelerate-stop distance must be
conducted with not more than 10% of the allowable
brake wear range remaining on each of the aeroplane
wheel brakes.
CS 25.111
Take-off path
(See AMC 25.111)
(a) The take-off path extends from a standing
start to a point in the take-off at which the aeroplane
is 457 m (1500 ft) above the take-off surface, or at
which the transition from the take-off to the en-route
configuration is completed and V FTO is reached,
whichever point is higher. In addition –
(1) The take-off path must be based on
the procedures prescribed in CS 25.101(f);
(2) The aeroplane must be accelerated on
the ground to V EF , at which point the critical
engine must be made inoperative and remain
inoperative for the rest of the take-off; and
(3) After reaching V EF , the aeroplane
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 may
not be begun until the aeroplane is airborne. (See
AMC 25.111(b).)
(c) During the take-off path determination in
accordance with sub-paragraphs (a) and (b) of this
paragraph –
(1) The slope of the airborne part of the
take-off path must be positive at each point;
(2) The aeroplane must reach V 2 before it
is 11 m (35 ft) above the take-off surface and
must continue at a speed as close as practical to,
but not less than V 2 until it is 122 m (400 ft)
above the take-off surface;
(3) At each point along the take-off path,
starting at the point at which the aeroplane
reaches 122 m (400 ft) above the take-off surface,
the available gradient of climb may not be less
than –
1·2% for two-engined aero-
(i)
planes;
1-B-7