TABLE OF CONTENTS

Performance Requirements:

Sec. 23.45 General(FAR 23)

Sec. 23.49 - Stalling speed
Sec. 23.51 - Takeoff [speeds]
Sec. 23.53 - Takeoff [performance]
Sec. 23.55 - Accelerate-stop distance
Sec. 23.57 - Takeoff path
Sec. 23.59 - Takeoff distance and takeoff run
Sec. 23.61 - Takeoff flight path
Sec. 23.65 - Climb: all engines operating.
Sec. 23.71 - Glide: single-engine airplanes
Sec. 23.73 - Reference landing approach speed
Sec. 23.75 - Landing distance
Sec. 23.77 - Balked landing
CASE STUDIES(TAKEOFF AND LANDING FAILURE).
 Aircraft Categories
Normal Aircrafts
The normal category is
limited to airplanes that
have a seating
configuration, excluding
pilot seats, of nine or less,
a maximum certificated
takeoff of 12,500 pounds
or less, and intended for
nonacrobatic operation.
Commuter
Utility Aircraft Acrobatic Aircraft
Aircraft The commuter
-The utility category category is limited
is limited to
The acrobatic
to propeller-driven,
category is limited
airplanes that have to airplanes that multiengine
a seating have a seating airplanes that have
configuration, configuration, a seating
excluding pilot excluding pilot configuration,
seats, of nine or seats, of nine or excluding pilot
less, a maximum less, a maximum seats, of 19 or less,
certificated takeoff certificated takeoff and a maximum
weight of 12,500 weight of 12,500 certificated takeoff
pounds or less, and pounds or less, and weight of 19,000
intended for limited intended for use pounds or less. The
acrobatic operation without restrictions commuter category
operation is limited
 GENERAL PERFORMANCE CONDITIONS:-

the performance requirements of this part must be

met for Still air and standard atmosphere; and

Ambient atmospheric conditions, for commuter

category airplanes, for piston engine-powered
airplanes of more than 6,000 pounds maximum
weight, and for turbine engine-powered airplanes.

Airport altitudes from sea level to 10,000 feet.

For reciprocating engine-powered airplanes of 6,000

pounds, more or less, temperature from standard to
30 C above standard.
Stalling speed REQUIREMENTS:-
1. the stalling speeds or the minimum steady
flight speeds, in knots (CAS), at which the
airplane is controllable with it.

2. It must be determined by flight tests, using the

procedure and meeting the flight characteristics
specified for different weight and conditions.

3. At maximum weight ,it must not exceed 61

knots for Single-engine airplane and Multiengine
airplanes of 6,000 pounds or less maximum
weight that cannot meet the minimum rate of
climb specified in Climb section.
Takeoff [speeds] Requirement:-

1. For normal, utility, and acrobatic category

airplanes, rotation speed, VR, is the speed at
which the pilot makes a control input, with the
intention of lifting the airplane out of contact
with the runway or water surface.

2. For multiengine landplanes, VR, must not be

less than the 1.10 Vstall.

3. For single-engine landplanes, VR, must not be

less than Vstall.

4. The takeoff decision speed, V, is the calibrated

airspeed on the ground at which, as a result of
engine failure or other reasons, the pilot is
assumed to have made a decision to continue
or discontinue the takeoff. i.e=1.10 Vstall.
5. A speed that is shown to be safe for continued
flight (or emergency landing, if applicable)
under all reasonable expected conditions,
Takeoff [performance.]
1. For normal, utility, and acrobatic category
airplanes, the takeoff distance must be
determined in accordance with takeoff speed.

2. For normal, utility, and acrobatic category

airplanes, the distance required to takeoff and
climb to a height of 50 feet above the takeoff
surface must be determined for each weight,
altitude, and temperature within the operational
limits established for takeoff with

(1) Takeoff power on each engine;

(2) Wing flaps in the takeoff position(s); and
(3) Landing gear extended.
 Accelerate-stop distance

1. The accelerate-stop distance is the sum of the

distances necessary to accelerate the airplane
from a standing start to VEF with all engines
operating;

2. Accelerate the airplane from VEF to V1,

assuming the critical engine fails at VEF; and
Come to a full stop from the point at which V1 is
reached.

3. Means other than wheel brakes may be used to

determine the accelerate-stop distances if that
means is safe and reliable.
 Takeoff path.
1. 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 takeoff; and after reaching VEF,
the airplane must be accelerated to safe takeoff
speed.

2. During the takeoff path determination, in

accordance
The slope of the airborne part of the takeoff
path must not be negative at any point;]
The airplane must reach V2 before it is 35 feet
above the takeoff surface, and must continue at
a speed as close as practical to, but not less
than V2, 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
Takeoff flight path
For each commuter category airplane, the takeoff
flight path must be determined as follows:-

The takeoff flight path begins 35 feet above the

takeoff surface at the end of the takeoff distance.

The net takeoff flight path data must be

determined so that they represent the actual
takeoff flight paths, as determined in
Takeoff path and, reduction at each point by a
gradient of climb equal to

(1) 0.8 percent for two-engine airplanes;

(2) 0.9 percent for three-engine airplanes; and
(3) 1.0 percent for four-engine airplanes

The takeoff path extends from a standing start to a

point in the takeoff at which the airplane is 1,500
feet above the takeoff surface.
 Climb: all engines operating

1. A climb speed not less than the greater of 1.2

Vstall for multiengine airplanes and for single-
engine airplanes.

2. It should have a steady gradient of climb after

takeoff of at least 4 percent with takeoff power
on each engine;

3. The landing gear extended is done for test,,

except that if the landing gear can be retracted
in not more than seven seconds,
- Glide: single-engine airplanes:-
-The maximum horizontal distance traveled in still
air, in nautical miles, per 1,000 feet of altitude lost
in a glide, and the speed necessary to achieve this
must be determined with the engine inoperative,
its propeller in the minimum drag position, and
landing gear and wing flaps in the most favorable
available position.
- Reference landing approach speed
1. For normal, utility, and acrobatic category
reciprocating engine-powered airplanes of more
than 6,000 pounds maximum weight, and
turbine engine-powered airplanes in the normal,
utility, and acrobatic category, the reference
landing approach speed, VREF, must not be less
than the greater of VMC, and 1.3 Vstall.

2. For commuter category airplanes, the reference

landing approach speed, VREF, must not be less
than the greater of 1.05 VMC,and 1.3 V stall.
Landing distance

The horizontal distance necessary to land and

come to a complete stop from a point 50 feet
above the landing surface must be determined, for
standard temperatures at each weight.

(1)The steady approach must be at a gradient of

descent not greater than 5.2 percent (3 ) down
to the 50 foot height.

(2)A constant configuration must be maintained

throughout the maneuver.

(3) The brakes must be used so as to not cause

excessive wear of brakes or tires.

(4) Retardation means other than wheel brakes

may be used if that means
(1) Is safe and reliable; and

(2) Is used so that consistent results can be

- Balked landing.
1. Each normal, utility, and acrobatic category
reciprocating engine-powered airplane of 6,000
pounds or less maximum weight must be able
to maintain a steady gradient of climb at sea
level of at least 3.3 percent with
Takeoff power on each engine;
The landing gear extended.

2. Each normal, utility, and acrobatic category

reciprocating engine-powered airplane of more
than 6,000 pounds maximum weight and each
normal, utility, and acrobatic category turbine
engine-powered airplane must be able to maintain
a steady gradient of climb of at least 2.5 percent
The landing gear extended;
The wing flaps in the landing position.
CASE STUDY(TAKEOFF PERFORMANCE FAILURE) 1:-

The Accident
The 747-200 freighter was planned to operate from Brussels, Belgium to Bahrain
with a crew of 2 pilots and a flight engineer.
The take-off was planned for a full length takeoff on runway 20 (2987 meters/9799
feet long). The runway was reported as wet, there was a light headwind, it was
daylight and good visibility and the temperature 19C. The aircraft accelerated
normally to the V1 of 138 knots and the associated callout was made. Shortly after
the V1 call later the number 3 engine ingested a bird and the engine stalled with a
loud bang audible in the cockpit.
Seven seconds after V1, at approximately 150 knots, the throttles were retarded to
idle and the captain called reject. The aircraft began to decelerate but departed
the upwind end of the runway paved surface at 72 knots. It crossed a 4 metre drop
and the fuselage broke into 3 pieces, coming to rest above a further 20 metre drop
to a railway line. There was no ensuing fire and all 3 crew safely evacuated via the
crew service door on the right side of the aircraft.
The Investigation
The investigation determined that the take-off performance had been calculated for
the full length of runway 20 (2675 meters/8776 feet long), providing a 273
meter/897 ft safety margin for takeoff. The actual takeoff started at some 312
meters/1,023 feet shorter than the full length of the runway. The calculation
had been for a wet runway but the pilots perceived the runway to be dry on
take-off. The headwind component at take-off was 4 knots less than planned
during performance calculation.
CASE STUDY (LANDING FAILURE)2 :-

During the approach to runway 11 (2890 meters/9186 feet long), a weather

front passed over the airport and a heavy rain shower began to deposit
several millimetres of water on the runway. ATC informed the crew that the
aircraft ahead had reported windshear on the approach and then cleared
them to land, reporting surface winds of 160/15 knots (25 km/hr) [an
indicated headwind of 11 knots, crosswind of 10 knots]. In accordance with
their precautionary procedures for windshear, the crew increased the
approach target speed by 20 knots. The ground spoilers were armed for
automatic deployment, flaps were at Full (maximum setting), and the auto
brakes were selected on.
On final approach the aircraft encountered a speed decay of 12 knots but the
approach continued to touch down in heavy rain. The touchdown was
approximately 770 meters/2,500 feet beyond the threshold, leaving 2130
meters/6686 feet of remaining runway. Only the right main gear made
positive contact (oleo compression) for several seconds. The pilot applied
pedal braking with no effect and called for the check pilot to assist. Nine
seconds later and 5,000 feet from the touchdown threshold, when the left
main gear oleo compressed, the ground spoilers and reversers deployed,
and shortly afterwards the wheel brakes began to operate.
The aircraft overran the upwind threshold at 72 knots, continued for 300 feet
until the left wing contacted the localizer antenna embankment, rotating the
aircraft and collapsing the landing gear.

INVESTIGATION:-
1. the groundspeed was significantly greater than the airspeed,
indicating a tailwind, and this should have been apparent on the
flight instruments. In fact the tailwind component on short final
exceeded the maximum permitted for landing.
2. The crew had increased the approach target speed but there
was no record of a discussion with regard to the effect on landing
distance.