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 of the Civil Air Regulations, respectively, 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 Airplane Flight Manual 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 take-off weight specified in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at the time of the take-off. (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 weight on arrival will exceed the landing weight specified in the Airplane Flight Manual 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 shown in the Airplane Flight Manual to correspond with the minimum distances required for take off. 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).) If the take off distance includes a clearway as
defined in Item 5 of this regulation, the take off distance shall not include a clearway distance greater than one-half of the take-off run.
(d) No airplane shall be operated outside the operational limits specified in the Airplane Flight Manual. (See secs. 4T.123(a)(4) and 42.743(a).)
40T.82 Take-off obstacle clearance limitations. No airplane shall be taken off at a weight in excess of that shown in the Airplane Flight Manual to correspond with a net take off 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 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 take-off path data in the Airplane Flight Manual, and that a maximum bank thereafter does not exceed 15 degrees. The take-off 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 take off. (See secs. 4T.123(b) and 4T.743(b).)
40T.83 En route limitations.
(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 Airplane Flight Manual, will permit compliance with either subparagraph (1) or subparagraph (2) of this paragraph at all points along the route. The net flight path used shall be for the ambient temperatures anticipated along the route. (See secs. 4T.123(b) and 4T.743(b).)
(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 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 alternate 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 miles on either side of the intended track. The provisions of subdivisions (i) through (vii) of this subparagraph shall apply.
(i) The engine shall be assumed to fail 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) The net flight path shall have a positive slope at 1,500 feet above the airport used as the alternate.
(iv) An approved method shall be used to account for winds which would otherwise adversely affect the flight path.
(v) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flight crew, and all other precautions are taken to insure a safe procedure.
(vi) The alternate airport shall be specified in the dispatch release and shall meet the prescribed weather minima.
(vii) The consumption of fuel and oil after the engine becomes inoperative shall be that which is accounted for in the net flight path data shown in the Airplane Flight Manual.
(b) Two engines inoperative. No airplane shall be flown along an intended route except in compliance with either subparagraph (1) or subparagraph (2) of this paragraph.
(1) No place along the intended track shall be more than 90 minutes away from an airport at which a landing can be made in accordance with the provisions of section 4OT.84(b), assuming all engines to be operating at cruising power.
(2) 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 Airplane Flight Manual, 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 having a positive slope at an altitude of at least 1,000 feet above all terrain and obstructions along the route within 5 miles on either side of the intended track or at an altitude of 2,000 feet, whichever is higher. The net flight path considered shall be for the ambient temperatures anticipated along the route. The provisions of subdivisions (i) through (iii) of this subparagraph shall apply. (See secs. 4T.123(b) and 4T.743(b).)
(i) The two engines shall be assumed to fail at the most critical point along the route.
(ii) 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
(iii) The consumption of fuel and oil after the engines become inoperative shall be that which is accounted for in the net flight path data shown in the Airplane Flight Manual.
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 Airplane Flight Manual 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 Airplane Flight Manual shall be applied in determining compliance with the following provisions:
(a) No airplane shall be taken off at a weight which exceeds the take-off weight specified in the Airplane Flight Manual for the elevation of the airport and for the ambient temperature existing at the time of the take-off. (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 weight on arrival will exceed the landing weight specified in the Airplane Flight Manual 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 shown in the Airplane Flight Manual to correspond with the minimum distances required for take-off. 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).) If the take-off distance includes a clearway as defined in Item 5 of this regulation, the take-off distance shall not include a clearway distance greater than one-half of the take-off run.
(d) No airplane shall be operated outside the operational limits specified in the Airplane Flight Manual. (See secs. 4T.123(a) (4) and 4T.743(a).)
5. The following definitions shall apply:
Clearway. A clearway is an area beyond the airport runway not less than 300 feet on either side of the extended center line of the runway, at an elevation no higher than the elevation at the end of the runway, clear of all fixed obstacles, and under the control of the airport authorities.
SPECIAL CIVIL AIR REGULATION NO. SR-422B Effective: July 9, 1959 Issued: July 9. 1959 Turbine Powered Transport Category Airplane of Current Design Special Civil Air Regulation No. SR-422, effective August 27, 1957, prescribes requirements applicable to the type certification and operation of turbine-powered transport category airplanes for which a type certificate is issued after August 27, 1957. Special Civil Air Regulation No. SR-422A, effective July 2, 1958, included substantive changes to SR-422 and was made applicable to all turbine-powered transport category airplanes for which a type certificate is issued after September 30, 1958.
This Special Civil Air Regulation makes further changes to the airworthiness rules for turbine-powered transport category airplanes to be applicable to all such airplanes for which a type certificate is issued after August 29, 1959. These changes were proposed in Draft Release No.58-1 C (24 F.R. 128) by the Civil Aeronautics Board in connection with the 1958 Annual Airworthiness Review. The amendments herein have been adopted after careful consideration of all the discussion and comment received thereon.
Substantive and minor changes have been made to the provisions of SR-422A. For ease in identification they are listed as follows:
(a) Substantive changes: introductory paragraphs; 4T.114 (b), (c), (d), (e), and (f);
4T.115(d); 4T.117a(b); 4T.120(a)(3), (b), and (d); 40T.81(c) ; 43T.11(c); and item 5 (a) and (b).
(b) Minor changes; item 2; 4T.112 (title), (b)(1), (c), (d), and (e); 4T.113(b);
4T.116(i)(4); 4T.117(b) (1) and (2); 4T.120(a); 4T.121; 4T.122(d) ; 4T.123(a); 40T.82; and 40T.83.
Pertinent background information to this regulation is contained in the preambles to SR- 422 and SR-422A. Following is a discussion of important issues relevant to the changed provisions contained herein.
One of the most important changes being introduced concerns the rotation speed V R of the airplane during takeoff (4T.114). Experience gained in the certification of airplanes under the provisions of SR-422 and SR-422A indicates that relating V R to the stall speed is not essential and might unduly penalize airplanes with superior flying qualities. It has been found that the primary limitations on V R should be in terms of a margin between the actual lift-off speeds VLOF and the minimum unstick speed V MU at which the airplane can proceed safely with the takeoff. The provisions contained herein require that V R speeds be established to be applicable to takeoffs with one engine inoperative as well as with all engines operating. The VMU speeds can be established from free air data provided that the data are verified by ground takeoff tests. Certain safeguards are included in conjunction with the establishment of VR speeds to ensure that takeoffs in service can be made with consistent safety.
A change is being introduced to the provision in 4T.117a(b) concerning the manner in which the net takeoff flight path is obtained. In accordance with this provision as contained in SR-422A, the net takeoff flight path would have a negative slope throughout the acceleration segment. Since this segment usually represents level flight easily controlled by reference to the normal flight instruments, a significant reduction in the flight path’s gradient would not be expected. For these reasons, the provision is being changed to permit an equivalent reduction in acceleration in lieu of a reduction in gradient.
Section 4T.117a(b) is being amended additionally by changing the value of gradient margin in the net flight path for two-engine airplanes from 1.0 percent to 0.8 percent. The value for four engine airplanes remains 1.0 percent. Differentiation in gradient values in the net flight path between two and four-engine airplanes is consistent with the differentiation in the climb gradients for the takeoff, enroute, and approach stages of flight. Statistical analysis substantiates
the specific reduction of the net flight path gradient to a value of 0.8 percent. Correlatively, a reevaluation of the climb gradients for twin-engine airplanes in the second segment takeoff and in the approach climb indicates that the respective values should be 2.4 percent and 2.1 percent and these changes are being made in 4T.120 (b) and (d).
A change is introduced in the conditions prescribed for meeting the climb gradient in the first segment takeoff climb (4T.120(a)), by changing the speed V2 to the speed V LOF. The intent of this requirement is to use the speed at which the airplane lifts off the ground. In SR-422 this speed was considered to be V 2; however, in SR--422A and in this regulation the speed V 2 is a higher speed which is reached at the end of the takeoff distance and no longer reflects the conditions pertinent to the first segment climb. In making this change consistent with relevant changes in SR-422A and in this regulation, no consideration has been given to the appropriateness of the minimum climb gradient values prescribed for the first segment climb.
These are subject to alteration if results of further studies so indicate.
There is being introduced in this regulation the concept of “stopways,” the definition of which is contained in item 5(b). Stopways have been used outside the United States in meeting the accelerate-stop distances in case of aborted takeoffs. They are considered to result in more practical operations. In order to ensure that they can be used without detrimental effects on safety, a provision is being included in 4T.115(d) requiring taking into account the surface characteristics of the stopways to be used in scheduling the accelerate-stop distances in the Airplane Flight Manual.
In conjunction with the introduction of stopways, there are changes being made in the definition of a “clearway” (item 5(a)). One of the changes is to specify that a clearway begins at the end of the runway whether or not a stopway is being used. Of the other changes, the most significant one expresses the clearway in terms of a clearway plane and permits this plane to have an upward slope of 1.25 percent. In effect, this change will allow, in some cases, use of clearways which would not be allowed under the definition in SR-422A because of relatively small obstacles or slightly sloping terrain. (See also 40T.81(c) and 43T.11(c).)
There are also included in this regulation a number of minor, editorial, or clarifying changes.
Draft Release No. 58-1C included a proposal for expanding lateral obstacle clearances in the takeoff flight path. Studies indicate that some expanding lateral clearances are necessary for safety in operations with all turbine-powered airplanes. It appears, therefore, that an appropriate rule should be made applicable not only to airplanes certificated in accordance with this regulation, but also to those certificated in accordance with SR-422 and SR-422A. Accordingly, no change is being made in this regulation to the lateral obstacle clearance provisions, instead, a Notice of Proposed Rule Making is now being prepared to amend SR-422, SR-422A, and this regulation, to require expanding lateral obstacle clearances for all airplanes certificated thereunder.
This Special Civil Air Regulation is not intended to compromise the authority of the Administrator under section 4b.10 to impose such special conditions as are found necessary in any particular case to avoid unsafe design features and otherwise to ensure equivalent safety.
Interested persons have been afforded an opportunity to participate in the making of this regulation (24 F.R. 128), and due consideration has been given to all relevant matter presented.
This regulation does not require compliance until after August 29, 1959; however, since applicants for a type certificate for turbine-powered transport category airplanes may elect to show compliance with this regulation before that date, it is being made effective immediately.
In consideration of the foregoing, the following Special Civil Air Regulation is hereby promulgated to become effective immediately:
Contrary provisions of the Civil Air Regulations notwithstanding, all turbine-powered transport category airplanes for which a type certificate is issued after August 29, 1959, shall
comply with the following requirements. Applicants for a type certificate for a turbine-powered transport category airplane may elect and are authorized to meet the requirements of this Special Civil Air Regulation prior to August 29, 1959, in which case however, all of the following provisions must be complied with.
1. The provisions of Part 4b of the Civil Air Regulations, effective on the date of application for type certificate; and such of the provisions of all subsequent amendments to Part 4b, in effect prior to August 27, 1957, as the Administrator finds necessary to ensure that the level of safety of turbine-powered airplanes is equivalent to that generally intended by Part 4b.
2. In lieu of sections 4b.110 through 4b.125, 4b.183, and 4b.743 of Part 4b of the Civil Air Regulations, the following shall be applicable:
PERFORMANCE 4T.110 General.
(a) The performance of the airplane shall be determined and scheduled in accordance with, and shall meet the minima prescribed by, the provision of sections 4T.110 through 4T.123.
The performance limitations, information and other data shall be given in accordance with section 4T.743.
(b) Unless otherwise specifically prescribed, the performance shall correspond with ambient atmospheric conditions and still air. Humidity shall be accounted for as specified in paragraph (c) of this section.
(c) The performance as affected by engine power and, or thrust shall be based on a relative humidity of 80 percent at and below standard temperatures and on 34 percent at and above standard temperatures plus 50° F. Between these two temperatures the relative humidity shall vary linearly.
(d) The performance shall correspond with the propulsive thrust available under the particular ambient atmospheric conditions, the particular flight condition, and the relative humidity specified in paragraph (c) of this section. The available propulsive thrust shall correspond with engine power and/or thrust not exceeding the approved power and/or thrust less the installational losses and less the power and or equivalent thrust absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the particular flight condition.
4T.111 Airplane configuration, speed, power, and/or thrust; general.
(a) The airplane configuration (setting of wing and cowl flaps, air brakes, landing gear, propeller, etc.), denoted respectively as the take-off, en route, approach, and landing configurations, shall be selected by the applicant except as otherwise prescribed.
(b) It shall be acceptable to make the airplane configurations variable with weight, altitude, and temperature to an extent found by the Administrator to be compatible with operating procedures required in accordance with paragraph (c) of this section.
(c) In determining the accelerate-stop distances, takeoff flight paths, takeoff distances, and landing distances, changes in the airplane’s configuration and speed, and in the power and thrust shall be in accordance with procedures established by the applicant for the operation of the airplane in service, except as otherwise prescribed. In addition, procedures shall be established for the execution of balked landings and missed approaches associated with the conditions prescribed in sections 4T.119 and 4T.120(d), respectively. All procedures shall comply with the provisions of subparagraphs (1) through (3) of this paragraph.
(1) The Administrator shall find that the procedures can be consistently executed in service by crews of average skill.
(2) The procedures shall not involve methods or the use of devices which have not been proven to be safe and reliable.
(3) Allowance shall be made for such time delays in the execution of the procedures as may be reasonably expected to occur during service.
4T.112 Stalling and minimum control speed.
(a) The speed V S shall denote the calibrated stilling speed or the minimum steady flight speed at which the airplane is controllable, in knots, with:
(1) Zero thrust at the stalling speed or engines idling and throttles closed if it is shown that the resultant thrust has no appreciable effect on the stalling speed;
(2) If applicable, propeller pitch controls in the position necessary for compliance with subparagraph (1) of this paragraph; the airplane in all other respects (flaps, landing gear, etc.) in the particular configuration corresponding with that in connection with which VS is being used;
(3) The weight of the airplane equal to the weight in connection with which V S is being used to determine compliance with a particular requirement;
(4) The center of gravity in the most unfavorable position within the allowable range.
(b) The stall speed defined in this section shall be the minimum speed obtained in flight tests conducted in accordance with the procedure of subparagraphs (1) and (2) of this paragraph.
(1) With the airplane trimmed for straight flight at a speed chosen by the applicant, but not less than 1.2 V S nor greater than 1.4 V S, and from a speed sufficiently above the stalling speed to ensure steady conditions, the elevator control shall be applied at a rate such that the airplane speed reduction does not exceed 1 knot per second.
(2) During the test prescribed in subparagraph (1) of this paragraph, the flight characteristics provisions of section 4b.160 of Part 4b of the Civil Air Regulations shall be complied with.
(c) The minimum control speed VMC, in terms of calibrated air speed, shall be determined under the conditions specified in this paragraph so that, when the critical engine is suddenly made inoperative at that speed, it is possible to recover control of the airplane with the engine still inoperative and to maintain it in straight flight at that speed, either with zero yaw or, at the option of the applicant, with an angle of bank not in excess of 5 degrees. V MC shall not exceed
1.2 VS with:
(1) Engines operating at the maximum available takeoff thrust and/or power;
(2) Maximum sea level takeoff weight or such lesser weight as might be necessary to demonstrate VMC.
(3) The airplane in the most critical takeoff configuration existing along the flight path after the airplane becomes airborne, except that the landing gear is retracted;
(4) The airplane trimmed for takeoff;
(5) The airplane airborne and the ground effect negligible;
(6) The center of gravity in the most unfavorable position;
(d) In demonstrating the minimum speed specified in paragraph (c) of this section, the rudder force required to maintain control shall not exceed 180 pounds and it shall not be necessary to reduce the power and/or thrust of the operative engine(s).
(e) During recovery from the maneuver specified in paragraph (c) of this section, the airplane shall not assume any dangerous attitude, nor shall it require exceptional skill, strength, or alertness on the part of the pilot to prevent a change of heading in excess of 20 degrees before recovery is complete.
4T.113 Takeoff; general.
(a) The takeoff data in sections 4T.114 through 4T.117 shall be determined under the conditions of subparagraphs (1) and (2) of this paragraph.
(1) At all weights, altitudes, and ambient temperatures, within the operational limits established by the applicant for the airplane.
(2) In the configuration for takeoff (see sec. ~T.111).
(b) Takeoff data shall be based on a smooth, dry, hard-surfaced runway and shall be determined in such a manner that reproduction of the performance does not require exceptional skill or alertness on the part of the pilot. In the case of seaplanes or floatplanes, the takeoff surface shall be smooth water, while for skiplanes it shall be smooth, dry snow. In addition, the takeoff data shall include operational correction factors in accordance with subparagraphs (1) and (2) of this paragraph for wind and for runway gradients, within the operational limits established by the applicant for the airplane.
(1) Not more than 50 percent of nominal wind components along the takeoff path opposite to the direction of takeoff, and not less than 150 percent of nominal wind components along the takeoff path in the direction of takeoff.
(2) Effective runway gradients.
4T.114 Takeoff speeds.
(a) The critical-engine-failure speed V1 in terms of calibrated air speed, shall be selected by the applicant, but shall not be less than the minimum speed at which controllability by primary aerodynamic controls alone is demonstrated during the takeoff run to be adequate to permit proceeding safely with the takeoff using average piloting skill, when the critical engine is suddenly made inoperative.
(b) The minimum takeoff safety speed V2min , in terms of calibrated air speed, shall not be less than:
(1) 1.2 VS for two-engine propeller-driven airplanes and for airplanes without propellers which have no provisions for obtaining a significant reduction in the one-engine-inoperative power-on stalling speed;
(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 VMC.
(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 V2min ,
(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 VMU, 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. V MU 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 V MU 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 V R, 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 VR, speed shall not be less than:
(i) The speed V1;
(ii) A speed equal to 105 percent of VMC,
(iii) A speed which permits the attainment of the speed V 2 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 V MU in the one-engine-inoperative condition.
(2) For any given set of conditions (weight, configuration, temperature, etc.), a single value of V R 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.
(3) It shall be shown that the one-engine-inoperative takeoff distance determined with a rotation speed 5 knots less than the V R 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 V R, speed. The determination of the takeoff distances shall be in accordance with section 4T.117(a) (1).
(4) It shall be demonstrated that reasonably 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 engine 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 brakes, 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.
(a) The takeoff path shall be based upon procedures prescribed in accordance with section 4T.111(c).
(b) The airplane shall be accelerated on the ground to the speed V 1 at which point the critical engine shall be made inoperative and shall remain inoperative during the remainder of the takeoff. Subsequent to attaining speed V 1, the airplane shall be accelerated to speed V 2 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 initiated 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, V 2 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 configuration, 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 based 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.
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 the 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 V LOF 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 the 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 shall 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 center of gravity shall be in the most unfavorable position corresponding with the applicable configuration.
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 the 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 VS.
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 V LOF 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