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(2) 1.15 V S for propeller-driven airplanes having more than two engines and for airplanes without propellers which have provisions for obtaining a significant reduction in the one-engine-inoperative power-on stalling speed;
(3) 1.10 times the minimum control speed V MC.
(c) The takeoff safety speed V2, in terms of calibrated air speed, shall be selected by the applicant so as to permit the gradient of climb required in section 4T.120(b), but it shall not be less than:
(1) The speed V 2min,
(2) The rotation speed VR (see paragraph (e) of this section) plus the increment in speed attained prior to reaching a height of 35 feet above the takeoff surface in compliance with section 4T.116(e).
(d) The minimum unstick speed V MU, in terms of calibrated air speed, shall be the speed at and above which the airplane can be made to lift off the ground and to continue the takeoff without displaying any hazardous characteristics. VMU speeds shall be selected by the applicant for the all-engines-operating and the one-engine-inoperative conditions. It shall be acceptable to establish the VMU speeds from free air data: Provided, that these data are verified by ground takeoff tests.
NOTE: In certain cases, ground takeoff tests might involve some takeoffs at the VMU speeds.
(e) The rotation speed VR, in terms of calibrated air speed, shall be selected by the applicant in compliance with the conditions of subparagraphs (1) through (4) of this paragraph.
(1) The V R, speed shall not be less than:
(i) The speed V 1;
(ii) A speed equal to 105 percent of V MC;
(iii) A speed which permits the attainment of the speed V2 prior to reaching a height of 35 feet above the takeoff surface as determined in accordance with section 4T.116(e);
(iv) A speed which, if the airplane is rotated at its maximum practicable rate, will result in a lift-off speed VLOF (see paragraph (f) of this section) not less than 110 percent of VMU in the all-engines-operating condition nor less than 105 percent of VMU in the one-engine-inoperative condition.
(2) For any given set of conditions (weight , configuration, temperature, etc.), a single value of VR speed obtained in accordance with this paragraph shall be used in showing compliance with both the one-engine-inoperative and the all-engines-operating takeoff provisions.
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(3) It shall be shown that the one-engine-inoperative takeoff distance determined with a rotation speed 5 knots less than the VR speed established in accordance with subparagraphs (1) and (2) of this paragraph does not exceed the corresponding one-engine-inoperative takeoff distance determined with the established VR speed. The determination of the takeoff distances shall be in accordance with section 4T.117(a) (1).
(4) It shall be demonstrated that reasonabl y expected variations in service from the takeoff procedures established by the applicant for the operation of the airplane (See sec.
4T.111(c)) (e.g., over-rotation of the airplane, out of trim conditions) will not result in unsafe flight characteristics nor in marked increases in the scheduled takeoff distances established in accordance with section 4T.117(a).
(f) The lift-off speed V LOF, in terms of calibrated air speed, shall be the speed at which the airplane first becomes airborne.
4T.115 Accelerate-stop distance.
(a) The accelerate-stop distance shall be the sum of the following:
(1) The distance required to accelerate the airplane from a standing start to the speed V1;
(2) Assuming the critical engi ne to fail at the speed V1, the distance required to bring the airplane to a full stop from the point corresponding with the speed V1.
(b) In addition to, or in lieu of, wheel brak es, the use of other braking means shall be acceptable in determining the accelerate-stop distance, provided that such braking means shall have been proven to be safe and reliable, that the manner of their employment is such that consistent results can be expected in service and that exceptional skill is not required to control the airplane.
(c) The landing gear shall remain extended throughout the accelerate-stop distance.
(d) If the accelerate-stop distance is intended to include a stop-way with surface characteristics substantially different from those of a smooth hard-surfaced runway, the takeoff data shall include operational correction factors for the accelerate-stop distance to account for the particular surface characteristics of the stopway and the variations in such characteristics with seasonal weather conditions (i.e., temperature, rain, snow, ice, etc.), within the operational limits established by the applicant.
4T.116 Takeoff path. The takeoff path shall be considered to extend from the standing start to a point in the takeoff where a height of 1,500 feet above the takeoff surface is reached or to a point in the takeoff where the transition from the takeoff to the en route configuration is completed and a speed is reached at which compliance with section 4T.120(c) is shown, whichever point is at a higher altitude. The conditions of paragraphs (a) through (i) of this section shall apply in determining the takeoff path.
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(a) The takeoff path shall be based upon procedures prescribed in accordance with section 4T.111(c).
(b) The airplane shall be acceler ated on the ground to the speed V1 at which point the critical engine shall be made inoperative and shall remain inoperative during the remainder of the takeoff. Subsequent to attaining speed V1, the airplane shall be accelerated to speed V2 during which time it shall be permissible to initiate raising the nose gear off the ground at a speed not less than the rotating speed VR.
(c) Landing gear retraction shall not be initi ated until the airplane becomes airborne.
(d) The slope of the airborne portion of the takeoff path shall be positive at all points.
(e) The airplane shall attain the speed V 2 prior to reaching a height of 35 feet above the takeoff surface and shall continue at a speed as close as practical to, but not less than, V2 until a height of 400 feet above the takeoff surface is reached.
(f) Except for gear retraction and propeller feathering, the airplane configuration shall not be changed before reaching a height of 400 feet above the takeoff surface.
(g) At all points along the takeoff path starting at the point where the airplane first reaches a height of 400 feet above the takeoff surface, the available gradient of climb shall not be less than 1.2 percent for two-engine airplanes, and 1.7 percent for four-engine airplanes.
(h) The takeoff path shall be determined either by a continuous demonstrated takeoff, or alternatively, by synthesizing from segments the complete takeoff path.
(i) If the takeoff path is determined by the segmental method the provisions of subparagraphs (1) through (4) of this paragraph shall be specifically applicable.
(1) The segments of a segmental takeoff path shall be clearly defined and shall be related to the distinct changes in the configuration of the airplane in power and/or thrust and in speed.
(2) The weight of the airplane, the confi guration, and the power and/or thrust shall be constant throughout each segment and shall correspond with the most critical condition prevailing in the particular segment.
(3) The segmental flight path shall be ba sed on the airplane’s performance without ground effect.
(4) Segmental takeoff path data shall be checked by continuous demonstrated takeoffs up to the point where the airplane’s performance is out of ground effect and the airplane’s speed is stabilized, to ensure that the segmental path is conservative relative to the continuous path.
NOTE: The airplane usually is considered out of ground effect when it reaches a height above the ground equal to the airplane’s wing span D-45
Appendix D 4T.117 Takeoff distance and takeoff run.
(a) Takeoff distance. The takeoff distance shall be the greater of the distances established in accordance with subparagraphs (1) and (2) of this paragraph.
(1) The horizontal distance along the takeoff path from the start of the takeoff to the point where the airplane attains a height of 35 feet above the takeoff surface, as determined in accordance with section 4T.116.
(2) A distance equal to 115 percent of th e horizontal distance along the takeoff path, with all engines operating, from the start of the takeoff to the point where the airplane attains a height of 35 feet above the takeoff surface, as determined by a procedure consistent with that established in accordance with section 4T.116.
(b) Takeoff run. If the takeoff distance is intended to include a clearway (see item 5 of this regulation), the takeoff run shall be determined and shall be the greater of the distances established in accordance with subparagraphs (1) and (2) of this paragraph.
(1) The horizontal distance along the takeoff path from the start of the takeoff to a point equidistant between the point where the speed VLOF is reached and the point where the airplane attains a height of 35 feet above the takeoff surface, as determined in accordance with section 4T.116.
(2) A distance equal to 115 percent of th e horizontal distance along the takeoff path, with all engines operating, from the start of the takeoff to a point equidistant between the point where the speed VLOF is reached and the point where the airplane attains a height of 35 feet above the takeoff surface, as determined by a procedure consistent with that established in accordance with section 4T.116.
4T.117a Takeoff flight path.
(a) The takeoff flight path sha ll be considered to begin at a height of 35 feet above the takeoff surface at the end of the takeoff distance as determined in accordance with section 4T.117(a).
(b) The net takeoff flight path data shall be determined in such a manner that they represent the airplane’s actual takeoff flight paths, determined in accordance with section 4T.116 and with paragraph (a) of this section, reduced at each point by a gradient or climb equal to 0.8 percent for two-engine airplanes and equal to 1.0 percent for four-engine airplanes. It shall be acceptable to apply the prescribed reduction in climb gradient as an equivalent reduction in the airplane’s acceleration along that portion of the actual takeoff flight path where the airplane is accelerated in level flight.
4T.118 Climb; general. Compliance shall be shown with the climb requirements of sections 4T.119 and 4T.120 at all weights; altitudes, and ambient temperatures, within the operational limits established by the applicant for the airplane. The airplane’s c.g. shall be in the most unfavorable position corresponding with the applicable configuration.
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AC 25-7D Appendix D 4T.119 All-engine-operating landing climb. In the landing configuration the steady gradient of climb shall not be less than 3.2 percent, with:
(a) All engines operating at th e power and/or thrust which are available 8 seconds after initiation of movement of the power and/or thrust controls from the minimum flight idle to the takeoff position;
(b) A climb speed not in excess of 1.3 V S.
4T.120 One-engine-inoperative climb.
(a) Takeoff; landing gear extended. In the critical takeoff configuration existing along the flight path between the points where the airplane reaches the speed VLOF and where the landing gear is fully retracted, in accordance with section 4T.116 but without ground effect, the steady gradient of climb shall be positive for two-engine airplanes and shall not be less than
0.5 percent for four-engine airplanes, with:
(1) The critical engine inoperative, the remaining engine(s) operating at the available takeoff power and/or thrust existing in accordance with section 4T.116 at the time retraction of the airplane’s landing gear is initiated, unless subsequently a more critical power operating condition exists along the flight path prior to the point where the landing gear is fully retracted;
(2) The weight equal to the airplane’s weight existing in accordance with section 4T.116 at the time retraction of the airplane’s landing gear is initiated;
(3) The speed equal to the speed V LOF.
(b) Takeoff; landing gear retracted. In the takeoff configuration existing at the point of the flight path where the airplane’s landing gear is fully retracted, in accordance with section 4T.116 but without ground effect, the steady gradient of climb shall not be less than 2.4 percent for two-engine airplanes and not less than 3.0 percent for four-engine airplanes, with:
(1) The critical engine inoperative, the remaining engine(s) operating at the available takeoff power and/or thrust existing in accordance with section 4T.116 at the time the landing gear is fully retracted, unless subsequently a more critical power operating condition exists along the flight path prior to the point where a height of 400 feet above the takeoff surface is reached;
(2) The weight equal to the airplane’s weight existing in accordance with section 4T.116 at the time the airplane’s landing gear is fully retracted;
(3) The speed equal to the speed V 2.
(c) Final takeoff. In the en route configuration, the steady gradient of climb shall not be less than 1.2 percent for two-engine airplanes and not less than 1.7 percent for four-engine airplanes, at the end of the takeoff path as determined by section 4T.116, with:
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(1) The critical engine inoperative, the remaining engine(s) operating at the available maximum continuous power and/or thrust;
(2) The weight equal to the airplane’s weight existing in accordance with section 4T.116 at the end of the takeoff path;
(3) The speed equal to not less than 1.25 V S.
(d) Approach. In the approach configuration corresponding with the normal all-enginesoperating procedure such that VS related to this configuration does not exceed 110 percent of the VS corresponding with the related landing configuration, the steady gradient of climb shall not be less than 2.1 percent for two-engine airplanes and not less than 2.7 percent for four-engine airplanes with:
(1) The critical engine inoperative, the remaining engine(s) operating at the available takeoff power and/or thrust;
(2) The weight equal to the maximum landing weight;
(3) A climb speed established by the applicant in connection with normal landing procedures, except that it shall not exceed 1.5 VS. (see sec. 4T.111(c)).
4T.121 En route flight paths.
With the airplane in the en route configuration, the flight paths prescribed in paragraphs (a) and
(b) of this section shall be determined at all weights, altitudes, and ambient temperatures, within the operational limits established by the applicant for the airplane.
(a) One engine inoperative. The one-engine-inoperative net flight path data shall be determined in such a manner that they represent the airplane’s actual climb performance diminished by a gradient of climb equal to 1.1 percent for two-engine airplanes and 1.6 percent for four-engine airplanes. It shall be acceptable to include in these data the variation of the airplane’s weight along the flight path to take into account the progressive consumption of fuel and oil by the operating engine(s).
(b) Two engines inoperative. For airplanes with four engines, the two-engineinoperative net flight path data shall be determined in such a manner that they represent the airplane’s actual climb performance diminished by a gradient of climb equal to 0.5 percent. It shall be acceptable to include in these data the variation of the airplane’s weight along the flight path to take into account the progressive consumption of fuel and oil by the operating engines.
(c) Conditions. In determining the flight paths prescribed in paragraphs (a) and (b) of this section, the conditions of subparagraphs (1) through (4) of this paragraph shall apply.
(1) The airplane’s c.g. shall be in the most unfavorable position.
(2) The critical engine(s) sh all be inoperative, the remaining engine(s) operating at the available maximum continuous power and/or thrust.
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AC 25-7D Appendix D
(3) Means for controlling th e engine cooling air supply shall be in the position which provides adequate cooling in the hot-day condition.
(4) The speed shall be selected by the applicant.
4T.122 Landing distance.
The landing distance shall be the horizontal distance required to land and to come to a complete stop (to a speed of approximately 3 knots in the case of seaplanes or float planes) from a point at a height of 50 feet above the landing surface. Landing distances shall be determined for standard temperatures at all weights, altitudes, and winds, within the operational limits established by the applicant for the airplane. The conditions of paragraphs (a) through (g) of this section shall apply.
(a) The airplane shall be in the landing conf iguration. During the landing, changes in the airplane’s configuration, in power and/or thrust, and in speed shall be in accordance with procedures established by the applicant for the operation of the airplane in service. The procedures shall comply with the provisions of section 4T.111(c).
(b) The landing shall be preceded by a steady gliding approach down to the 50-foot height with a calibrated air speed of not less than 1.3 VS.
(c) The landing distance shall be based on a smooth, dry, hard-surfaced runway, and shall be determined in such a manner that reproduction does not require exceptional skill or alertness on the part of the pilot. In the case of seaplanes or floatplanes, the landing surface shall be smooth water, while for skiplanes it shall be smooth, dry snow. During landing, the airplane shall not exhibit excessive vertical acceleration, a tendency to bounce, nose over, ground loop, porpoise, or water loop.
(d) The landing distance data shall include operational correction factors for not more than 50 percent of nominal wind components along the landing path opposite to the direction of landing and not less than 150 percent of nominal wind components along the landing path in the direction of landing.
(e) During landing, the operating pressures on the wheel braking system shall not be in excess of those approved by the manufacturer of the brakes, and the wheel brakes shall not be used in such a manner as to produce excessive wear of brakes and tires.
(f) In addition to, or in lieu of, wheel brakes, the use of other braking means shall be acceptable in determining the landing distance, provided such braking means shall have been proven to be safe and reliable, that the manner of their employment is such that consistent results can be expected in service, and that exceptional skill is not required to control the airplane.
(g) If the characteristics of a device (e.g., the propellers) dependent upon the operation of any of the engines noticeably increase the landing distance when the landing is made with the engine inoperative, the landing distance shall be determined with the critical engine inoperative unless the Administrator finds that the use of compensating means will result in a landing distance not greater than that attained with all engines operating.
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AC 25-7D Appendix D 4T.123 Limitations and information.
(a) Limitations. The performance limitations on the operation of the airplane shall be established in accordance with subparagraph (1) through (4) of this paragraph. (See also sec.
4T.743.)
(1) Takeoff weights. The maximum takeoff weights shall be established at which compliance is shown with the generally applicable provisions of this regulation and with the takeoff climb provisions prescribed in section 4T.120 (a), (b), and (c) for altitudes and ambient temperatures, within the operational limits of the airplane (see subparagraph (4) of this paragraph).
(2) Landing weights. The maximum landing weights shall be established at which compliance is shown with the generally applicable provisions of this regulation and with the landing and takeoff climb provisions prescribed in sections 4T.119 and 4T.120 for altitudes and ambient temperatures, within the operational limits of the airplane (see subparagraph (4) of this paragraph).
(3) Accelerate-stop distance, takeoff distance, and takeoff run. The minimum distances required for takeoff shall be established at which compliance is shown with the generally applicable provisions of this regulation and with sections 4T.115 and 4T.117(a) and with 4T.117(b) if the takeoff distance is intended to include a clearway, for weights, altitudes, temperatures, wind components, and runway gradients, within the operational limits of the airplane (see subparagraph (4) of this paragraph).
(4) Operational limits. The operational limits of the airplane shall be established by the applicant for all variable factors required in showing compliance with this regulation (weight, altitude, temperature, etc.). (See secs. 4T.113 (a)(1) and (b), 4T.115(d), 4T.118, 4T.121, and 4T.122.)
(b) Information. The performance information on the operation of the airplane shall be scheduled in compliance with the generally applicable provisions of this regulation and with sections 4T.117a(b), 4T.121, and 4T.122 for weights, altitudes, temperatures, wind components and runway gradients, as these may be applicable, within the operational limits of the airplane (see subparagraph (a)(4) of this section). In addition, the performance information specified in subparagraphs (1) through (3) of this paragraph shall be determined by extrapolation and scheduled for the ranges of weights between the maximum landing and maximum takeoff weights established in accordance with subparagraphs (a)(1) and (a) (2) of this section. (See also sec. 4T.743.)
(1) Climb in the landing configuration (see sec. 4T.119);
(2) Climb in the approach configuration (see sec. 4T.120(d));
(3) Landing distance (see sec. 4T.122).
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AC 25-7D Appendix D Airplane Flight Manual 4T.743 Performance limitations, information, and other data.
(a) Limitations. The airplane’s performance limitations shall be given in accordance with section 4T.123(a).
(b) Information. The performance information prescribed in section 4T.123(b) for the application of the operating rules of this regulation shall be given together with descriptions of the conditions, air speeds, etc., under which the data were determined.
(c) Procedures. Procedures established in accordance with section 4T.111(c) shall be given to the extent such procedures are related to the limitations and information set forth in accordance with paragraphs (a) and (b) of this section. Such procedures, in the form of guidance material, shall be included with the relevant limitations or information, as applicable.
(d) Miscellaneous. An explanation shall be given of significant or unusual flight or ground handling characteristics of the airplane.
3. In lieu of sections 40.70 through 40.78, 41.27 through 41.36(d), and 42.70 through
42.83, of Parts 40, 41, and 42, respectively, of the Civil Air Regulations, the following shall be applicable:
Operating Rules 40T.80 Transport category airplane operating limitations.
(a) In operating any passenger-carrying transport category airplane certificated in accordance with the performance requirements of this regulation, the provisions of sections 40T.80 through 40T.84 shall be complied with, unless deviations therefrom are specifically authorized by the Administrator on the ground that the special circumstances of a particular case make a literal observance of the requirements unnecessary for safety.
(b) The performance data in the AFM shall be applied in determining compliance with the provisions of sections 40T.81 through 40T.84. Where conditions differ from those for which specific tests were made, compliance shall be determined by approved interpolation or computation of the effects of changes in the specific variables if such interpolations or computations give results substantially equaling in accuracy the results of a direct test.
40T.81 Airplane’s certificate limitations.
(a) No airplane shall be taken off at a weight which exceeds the takeoff weight specified in the AFM for the elevation of the airport and for the ambient temperature existing at the time of the takeoff. (See secs. 4T.123(a)(1) and 4T.743(a).)
(b) No airplane shall be taken off at a weight such that, allowing for normal consumption of fuel and oil in flight to the airport of destination and to the alternate airports, the D-51
Appendix D weight on arrival will exceed the landing weight specified in the AFM for the elevation of each of the airports involved and for the ambient temperatures anticipated at the time of landing. (See secs. 4T.123(a)(2) and 4T.743(a).)
(c) No airplane shall be taken off at a weight which exceeds the weight at which, in accordance with the minimum distances for takeoff scheduled in the AFM, compliance with subparagraphs (1) through (3) of this paragraph is shown. These distances shall correspond with the elevation of the airport, the runway to be used, the effective runway gradient, and the ambient temperature and wind component existing at the time of takeoff. (See secs. 4T.123(a)
(3) and 4T.743(a).)
(1) The accelerate-stop distance shall not be greater than the length or the runway plus the length or the stopway if present.
(2) The takeoff distance shall not be greate r than the length of the runway plus the length of the clearway if present, except that the length of the clearway shall not be greater than one-half of the length of the runway.
(3) The takeoff run shall not be grea ter than the length of the runway.
(d) No airplane shall be operated outside the operational limits specified in the Airplane Flight Manua1 (See secs. 4T.123(a)(4) and 4T.743(a).)
40T.82 Takeoff obstacle clearance limitations. No airplane shall be taken off at a weight in excess of that shown in the AFM to correspond with a net takeoff flight path which clears all obstacles either by at least a height of 35 feet vertically or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing beyond the boundaries.
In determining the allowable deviation of the net takeoff flight path in order to avoid obstacles by at least the distances prescribed, it shall be assumed that the airplane is not banked before reaching a height of 50 feet as shown by the net takeoff flight path data in the AFM, and that a maximum bank thereafter does not exceed 15 degrees. The net takeoff flight path considered shall be for the elevation of the airport, the effective runway gradient, and for the ambient temperature and wind component existing at the time of takeoff. (See secs. 4T.123(b) and 4T.743(b).)
40T.83 En route limitations. All airplanes shall be operated in compliance with paragraph (a) of this section. In addition, no airplane shall be flown along an intended route if any place along the route is more than 90 minutes away from an airport at which a landing can be made in accordance with section 40T.84(b), assuming all engines to be operating at cruising power, unless compliance is shown with paragraph (b) of this section.
(a) One engine inoperative. No airplane shall be taken off at a weight in excess of that which, according to the one-engine-inoperative en route net flight path data shown in the AFM, will permit compliance with either subparagraphs (1) or (2) of this paragraph at all points along the route. The net flight path shall have a positive slope at 1,500 feet above the airport where the landing is assumed to be made after the engine fails. The net flight path used shall be for the ambient temperatures anticipated along the route. (See secs. 4T.123(b) and 4T.743(b).)
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(1) The slope of the net flight path shall be positive at an altitude of at least 1,000 feet above all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track.
(2) The net flight path shall be such as to permit the airplane to continue flight from the cruising altitude to an airport where a landing can be made in accordance with the provisions of section 40T.84(b), the net flight path clearing vertically by at least 2,000 feet all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track. The provisions of subdivisions (i) through (vi) of this subparagraph shall apply.
(i) The engine shall be assumed to fa il at the most critical point along the route.
(ii) The airplane shall be assumed to pass over the critical obstruction following engine failure at a point no closer to the critical obstruction than the nearest approved radio navigational fix, except that the Administrator may authorize a procedure established on a different basis where adequate operational safeguards are found to exist.
(iii) An approved method shall be used to account for winds which would otherwise adversely affect the flight path.
(iv) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flightcrew, and all other precautions are taken to ensure a safe procedure.
(v) The alternate airport shall be specifi ed in the dispatch release and shall meet the prescribed weather minima.
(vi) The consumption of fuel and oil after the engine is assumed to fail shall be that which is accounted for in the net flight path data shown in the AFM.
(b) Two engines inoperative. No airplane shall be taken off at a weight in excess of that which, according to the two-engine-inoperative en route net flight path data shown in the AFM, will permit the airplane to continue flight from the point where two engines are assumed to fail simultaneously to an airport where a landing can be made in accordance with the provisions of section 40T.84(b), the net flight path clearing vertically by at least 2,000 feet all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track. The net flight path considered shall be for the ambient temperatures anticipated along the route. The provisions of subparagraphs (1) through (5) of this paragraph shall apply.
(See secs. 4T.123(b) and 4T.734(b).)
(1) The two engines shall be assumed to fa il at the most critical point along the route.
(2) The net flight path shall have a positive slope at 1,500 feet above the airport where the landing is assumed to be made after failure of two engines.
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(3) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flightcrew, and all other precautions are taken to ensure a safe procedure.
(4) The airplane’s weight at the point where the two engines are assumed to fail shall be considered to be not less than that which would include sufficient fuel to proceed to the airport and to arrive there at an altitude of at least 1,500 feet directly over the landing area and thereafter to fly for 15 minutes at cruise power and/or thrust.
(5) The consumption of fuel and oil after the engines are assumed to fail shall be that which is accounted for in the net flight path data shown in the AFM.
40T.84 Landing limitations.
(a) Airport of destination. No airplane shall be taken off at a weight in excess of that which, in accordance with the landing distances shown in the AFM for the elevation of the airport of intended destination and for the wind conditions anticipated there at the time of landing, would permit the airplane to be brought to rest at the airport of intended destination within 60 percent of the effective length of the runway from a point 50 feet directly above the intersection of the obstruction clearance plane and the runway. The weight of the airplane shall be assumed to be reduced by the weight of the fuel and oil expected to be consumed in flight to the airport of intended destination. Compliance shall be shown with the conditions of subparagraphs (1) and (2) of this paragraph. (See secs. 4T.123(b) and 4T.743(b).)
(1) It shall be assumed that the airplane is landed on the most favorable runway and direction in still air.
(2) It shall be assumed that the airplane is landed on the most suitable runway considering the probable wind velocity and direction and taking due account of the ground handling characteristics of the airplane and of other conditions (i.e., landing aids, terrain, etc.). If full compliance with the provisions of this subparagraph is not shown, the airplane may be taken off if an alternate airport is designated which permits compliance with paragraph (b) of this section.
(b) Alternate airport. No airport shall be designated as an alternate airport in a dispatch release unless the airplane at the weight anticipated at the time of arrival at such airport can comply with the provisions of paragraph (a) of this section, provided that the airplane can be brought to rest within 70 percent of the effective length of the runway.
4. In lieu of section 43.11 of part 43 of the Civil Air Regulations the following shall be applicable.
43T.11 Transport category airplane weight limitations. The performance data in the AFM shall be applied in determining compliance with the following provisions:
(a) No airplane shall be taken off at a weight which exceeds the takeoff weight specified in the AFM for the elevation of the airport and for the ambient temperature existing at the time of the takeoff. (See secs. 4T.123(a)(1) and 4T.743(a).
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