{'fraction_non_alphanumeric': 0.027777777777777776, 'fraction_numerical': 0.03929539295392954, 'mean_word_length': 5.285106382978723, 'pattern_counts': {'":': 0, '<': 0, '<?xml version=': 0, '>': 0, 'https://': 0, 'lorem ipsum': 0, 'www.': 0, 'xml': 0}, 'pii_count': 0, 'substrings_counts': 0, 'word_list_counts': {'cursed_substrings.json': 0, 'profanity_word_list.json': 0, 'sexual_word_list.json': 0, 'zh_pornsignals.json': 0}}
Reforming Field Performance Federal Aviation Regulations for Operational Safety and Consistency

This paper explores three regulations: 14 CFR § 25.113, 14 CFR § 25.125 and 14 CFR § 121.195 and their interactions with two other regulations: 14 CFR § 25.107, 14 CFR § 25.109. Together, these laws control the means by which takeoff and landing runway requirements of transport category aircraft are computed. Inspection of airline pilot manuals and interviews with transport pilots indicate that operational procedures are at odds with the design maxims given in popular textbooks. Because professional pilots fly using field performance guides based on ‘advisory’ data rather to distances prepared using the FAA ‘certified’ process, the authors recommend that the CFR be amended to reflect actual operational practices consistent with the current procedures contained within FAA published advisory circulars. Thus, FAA certified performance data would include performance on dry, wet, icy and other contaminated runways. Additionally, the manufacturers of four-engine aircraft should be able to certify field performance utilizing two engines of reverse thrust during both rejected take-offs and standard landing events. These recommendations would imply revision to 14 CFR § 25.113, 14 CFR § 25.125 and 14 CFR § 121.195, defining available braking coefficients on contaminated runways as well as stating an approved procedure to deploy reverse thrust to assist wheel braking.