時(shí)間：2011-08-31 13:49來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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2.2.2 Comment: Proposal 2.2 – Final Take-Off Speed. After ‘path’ insert ‘in the en-route configuration’. The definition will then read as follows: ‘VFTO means the final take-off speed that exists at the end of the take-off path in the en-route configuration with one engine inoperative’. JUSTIFICATION It is suggested that the above noted insert be added for clarity, since it is believed that this speed is meant to be that used in meeting the final take-off climb requirements of paragraph 25.121(c). This will also preclude any ambiguity relative to climb speeds in the take-off configuration which may be faster than V2 if engine failure occurs after a higher speed has been attained with all engines operating. Note: The FAA NPRM on stall speeds will change some definitions in the FAR’s concerning take-off/climb performance, and the value to be established ‘for final take-off speed’. Boeing objects to the proposed NPRM value of final take-off speed but does not object to the definition itself. Boeing’s AFMs produced after adoption of the NPRM will reflect changes to the performance definition. Response: This is considered to be a valid and worthwhile clarification which should be adopted. Additionally, as with VREF, we now propose that the detailed definition of ‘Final take-off speed’ be added to JAR 1–1 and JAR 1–2 be limited to a simple explanation of the symbology ‘VFTO’. 3. CONCLUSIONS The FSG proposes small changes to the suggested definitions of VREF and VFTO in response to the comments received, and to split the definitions between JAR 1.1 and 1.2 to reflect better the existing format of JAR–1. These changes are incorporated in the revised NPA enclosed. They do not alter the technical intent, but the wording and format is now a little different to that which the FAA are understood to be proposing. The FAA should be advised of these editorial differences as they may also consider them appropriate. |
