Appendix 4 A4-15
(a) No airplane shall be taken off at a wei ght 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 sec. 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, the weight on arrival will exceed the landing weight specified in the AFM for the elevation of the airport of destination and for the ambient temperature anticipated there 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 AFM to correspond with the minimum distance required for takeoff on the runway to be used. The takeoff distance shall correspond with the elevation of the airport, 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).)
(d) No airplane shall be operated outside the operational limits specified in the AFM (See secs. 4T.123(a) (4) and 4T.742(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 takeoff path which clears all obstacles either by at least a height equal to (35 + 0.01D) feet vertically, where D is the distance out along the intended flight path from the end of the runway in feet, 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 takeoff path data in the AFM, and that a maximum bank thereafter does not exceed 15 degrees. The takeoff 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.
(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 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
Appendix 4 A4-16 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 paragraph shall apply.
(i) The engine shall be assumed to fail at the most critical point along the route.
(ii) The airplanes 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 1,000 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 AFM.
(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 40T.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 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 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 5,000 feet, whichever is higher. The net flight path considered shall be for the ambient temperatures anticipated along the route. The provisions of subdivision (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.
Appendix 4 A4-17
(ii) If fuel jettisoning is provided, 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 1,000 feet directly over the landing area.
(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 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.
Special Civil Air Regulation No. SR-422A
Adopted: July 2, 1958 Effective: July 2, 1958
(Paragraphs numbered 1 to 24a.(1) in pages A4-18 to A4-25 are for reference purposes only.)
Turbine-Powered Transport Category Airplanes of Current Design
1. On July 23, 1957, the Board adopted Special Civil Air Regulation No. SR-422 which sets
Appendix 4 A4-18 forth airworthiness requirements applicable to the type certification and operation of turbinepowered transport category airplanes for which a type certificate is issued after August 27, 1957.
Included in that regulation was a new set of performance requirements, with respect to which the Board indicated that consideration would be given to any changes found necessary as a result of further study and experience. The preamble to SR-422 contains the relevant considerations leading to its promulgation and is considered to provide the basic background for this regulation.
2. Since the adoption of SR-422, considerable study has been devoted to the new performance requirements by all interested parties. As a result of these studies and of further experience gained in the design, certification, and operation of turbine-powered airplanes, certain issues with respect to SR-422 require re-evaluation. This regulation reflects the resolution of most of the outstanding issues in the light of the best information presently available to the Board.
3. The following provisions of this regulation di ffer from, or are additional to, the provisions of SR-422; Introductory paragraph; item 1; sections 4T.111(c);
4T.112;
4T.114 (b), (b)(1), (b)(4), and (c); introductory paragraph of 4T.116;
4T.116 (b), (c), (e), and (g);
4T.117;
4T.117a;
4T.119;
4T.120 (a), (a)(1), (b), (b)(1), (c), (c)(2), (c)(3), (d), and (d)(3);
4T.121 (a) and (b); introductory paragraph of 4T.122;
4T.122 (b), (f), and (g);
4T.123 (a)(1), (a)(2), (a)(3), and (b);
4T.743(c);
40T.81 (b) and (c); 40T.82;
40T.83 (a)(2)(iii), (b)(2), and (b)(2)(ii);
item 4;
and item 5.
Appendix 4 A4-19
4. Of these provisions, the following differ from those proposed in Civil Air Regulations Draft Release No. 58-6: sections 4T.111(c); 4T.112(a)(4);
4T.114 (b)(4), (c), (c)(2), (c)(3), and (c)(4);
4T.116 (c) and (e);
4T.117 (b)(1) and (b)(2);
4T.119(a);
4T.120(a); 40T.81(c) and 43T.11(c).
5. With respect to the applicability of this regulation, experience with certification under SR- 422 indicates that a lead time of about two months between the date of adoption of the regulation and the date of issuance of the type certificate should provide a reasonable period of time within which to show compliance with this regulation. In view of this, and in the interest of having uniform regulations applicable to most of the turbine-powered airplanes, this regulation applies to all such airplanes for which a type certificate is issued after September 30, 1958. Turbinepowered transport category airplanes for which a type certificate is issued on or prior to September 30, 1958, may comply with the provisions of this regulation in lieu of SR-422. If this option is exercised, it is intended that compliance be shown with all the provisions of this regulation and it is not intended to permit a showing of compliance with portions of this regulation and portions of SR-422.
6. The provisions of this regulation involve the following technical issues:
a. A substantive change is made by introducing an all-engines-operating takeoff in establishing the takeoff distance. Presently, the takeoff distance is based only on a one-engineout takeoff. To insure that an adequate margin of safety will exist for day-in and day-out operations, the minimum takeoff distance is being related to both the one-engine-inoperative distance now prescribed and to the distance with all engines operating, with a factor of 1.15 being applied to the latter.
b. There are also included important changes with respect to the speeds applicable to the takeoff path. The provisions of SR-422 prescribe that the airplane shall be accelerated on or near the ground to the speed V2. This provision has been subject to varying interpretations having a marked difference in effect on the resultant level of performance. The issue in this matter is whether or not the airplane should be permitted to lift off the runway at some speed below V2.
Because of the increased acceleration of turbine-powered airplanes, the tendency to overshoot the lift-off speed will be greater than on piston-engine airplanes and this tendency increases with the reduction in weight of the airplane. To restrict lift-off to the minimum takeoff safety speed V2 would unduly extend the takeoff distance in cases where such overshooting of speed occurs.
Such a restriction would be unnecessarily conservative and would not reflect realistic takeoff procedures.
Appendix 4 A4-20
c. For these reasons this regulation permits the airplane to lift off the ground at a speed lower than the V2 speed, but prescribes certain limiting conditions. The lift-off speed is related to a rotational speed VR which must not be less than 95 percent of the minimum V2 speed and must be 10 percent greater than a speed at which no hazardous characteristics are displayed by the airplane, such as a relatively high drag condition or a ground stall.
d. The V 2 speed has been re-defined to take into account the increment in speed arising from overshoot tendencies. Under the new definition, the minimum V2 speed corresponds with the minimum takeoff safety speed as now defined in SR-422. With respect to the takeoff path, the V2 speed is required to be attained prior to reaching a height of 35 feet above the takeoff surface and thus is related to the selection of the rotational speed. Further, there is a revision which requires V2 to be maintained as close as practicable at a constant value from the 35-foot point to a height of 400 feet above the takeoff surface. This speed is the speed at which the prescribed minimum takeoff gradients must be met.
7. There is introduced in this regulation the concept of unbalanced takeoff field lengths. SR- 422 does not preclude unbalancing of field lengths, provided that the unbalancing is within the length of the runway. Other countries have employed unbalancing with respect to so-ca1led “stopways” and “clearways.” It appears that United States operators ultimately will find it advantageous to resort to the use of unbalancing, but probably not to the same extent as practiced in other countries. On the premise that only clearways will be utilized, the amendments have been formulated accordingly. Clearways, as defined herein, are areas not suitable for stopping the airplane in the event of an aborted takeoff, but adequate to provide additional takeoff distance for climb-out. To safeguard operations utilizing clearways, there is introduced the concept of a takeoff run which operationally relates to the determination of the minimum runway length required. The takeoff run is defined as the greater of the horizontal distances along the takeoff path to a given point with one engine inoperative or with all engines operating, with a margin of 15 percent being added to the latter. The takeoff run is measured from the beginning of takeoff to a point equidistant between the point where the airplane lifts off and the point where a height of 35 feet is reached. The required runway length must not be less than the takeoff run nor less than the accelerate stop distance.
a. According to the definition given, a clearway is subjected to the control of the airport authorities. It is not intended, however, that there be ownership by the airport authorities of the area in which the clearway lies. The objective for requiring control by the airport authorities is to insure that no flight will be initiated using a clearway unless it is determined with certainty that no movable obstacle will exist within the clearway when the airplane flies over.
b. It is anticipated that the introduction of clearways will offer further possibilities of increasing the utility of existing airport facilities in this country. When such areas can be integrated into existing facilities, economical benefits will accrue to the community and the operators. In addition, since clearways are presently available at some of the airports in other countries, United States operators will have the opportunity of taking advantage of such facilities.
Appendix 4 A4-21
8. There are included changes with respect to the prescribed minimum altitude of 1,000 feet relative to the takeoff path and to the one-engine-inoperative and two-engine-inoperative requirements applicable to the vicinity of the airport. Heretofore, the Civil Air Regulations have incorporated the reference altitude of 1,000 feet in respect of performance criteria over the airport. Obscure as is the significance of this altitude operationally, the altitude of 1,500 feet has worldwide precedent of being used as the altitude above the airport at which, generally, IFR approaches are initiated and go-around procedures executed. For this reason, the changes made extend the takeoff path to a minimum altitude of 1,500 feet and make this altitude applicable to the prescribed performance criteria above the airport for the one- and two-engine-inoperative en route requirements.
9. It is not anticipated that these changes will create any problems with respect to the en route stages of flight; however, it is realized that a further extension of the takeoff path might add to the problem of obtaining accurate data on obstacles relatively distant from the airport. The Board finds that the extension of the flight path to 1,500 feet is warranted in light of the operational significance of this altitude and because the extended flight paths will provide more fully for adequate terrain clearance at the end of the takeoff path.
10. There is included a change with respect to the takeoff path whereby the takeoff flight path is established as starting from a 35-foot height at the end of the takeoff distance and a net takeoff flight is prescribed for operational use. This latter change is for consistency with the specification of net flight paths for the en route stages of flight and to simplify determination of obstacle clearances operationally. The net flight path is specified to be the actual flight path diminished by a gradient of 1.0 percent. It is intended that the net flight path be obtained from the gross flight path by simple geometric means.
11. The change in the altitude from 1,000 to 1,500 feet previously mentioned, as well as a reevaluation in other respects of some of the climb gradients in SR-422, justify certain changes.
The gradients of l.4 and 1.8 applicable to the takeoff path and the final takeoff climb are being reduced to 1.2 and 1.7 for two-engine and four-engine airplanes, respectively. In addition, the gradients 1.4 and 1.8 in the one-engine-inoperative en route case are being reduced to 1.1 and
1.6, respectively.
12. Changes are made with respect to the one-engine-inoperative takeoff climb by interrelating more realistically the prescribed airplane configuration, weight, and power. These changes, in effect, permit meeting the prescribed gradients of climb at slightly higher airplane weights than would be possible under the presently effective provisions.
13. There is included a change to the provisions applicable to the one-engine-inoperative takeoff climb with landing gear extended which increases the prescribed minimum gradient from substantially zero to 0.5 percent for four-engine airplanes. This change is made to attain consistency in the difference between gradients applicable to twins and fours.
14. Changes are incorporated in connection with the two-engine-inoperative en route requirement. Representations have been made that the gradient of 0.6 percent now prescribed is unduly conservative. On the other hand, it has been pointed out that the fuel requirements for
Appendix 4 A4-22 this case are not realistically covered. Both of these contentions warrant consideration and changes are included which reduce the margin gradient from 0.6 to 0.5 percent, reduce the prescribed altitude from 5,000 to 2,000 feet, and require scheduling the flight so that there is sufficient fuel on board to reach the airport and subsequently to fly for 15 minutes at cruise power or thrust.
15. Changes are also made relative to the approach and landing stages of flight. There is a new provision which requires the establishment of procedures for the execution of missed approaches and balked landings. A question has been raised as to whether the speed limitation of 1.5 VS applicable to the approach condition is realistically related to the normal day-in and day-out landing procedures. To insure that it will be so related, it is required that the speed used for demonstrating the approach climb be established consistent with the landing procedures, but that it not exceed 1.5 VS. In addition, the approach gradient of 2.8 percent prescribed for four-engine airplanes is being reduced to 2.7 percent to obtain consistency in the differences between gradients applicable to twins and fours.
16. A change is made to the “all-engines-operating landing climb” provisions which now require a 4.0 percent gradient of climb in the landing configuration. On the premise that requiring the landing configuration during the climb after a balk is unduly conservative, consideration was given to a proposal to permit showing of compliance with the 4.0 percent gradient of climb in the configuration which would exist 5 seconds after the initiation of the climb. Further study of this proposal indicated that such a rule would tend to introduce complications in design and lead to less favorable operating procedures which ultimately would not contribute to safety. One of the most important factors in connection with this configuration is the response of the engines to throttle movement. Therefore, there is a provision which requires that the power used in showing compliance with the climb gradient be that power or thrust attained 8 seconds after initiation of movement of the power controls to the takeoff position from the minimum flight idle position. In addition, for consistency with the procedures used for determining the landing distance, the speed limitation of 1.4 VS is reduced to 1.3 VS.
17. Concern has been indicated to the effect that any reduction in the prescribed gradient of 1.0 percent might not insure in all cases the ability of the airplane to continue a safe climb after a balk. To provide a further safeguard, the takeoff weight-altitude-temperature limitations (WAT limitations stemming from the application of the one-engine-inoperative takeoff climb requirements) are being made applicable to the maximum landing weight at the airport of landing. In the past, the landing weight limitations were applicable to the airport of destination but not to the weather alternates. This regulation makes both the takeoff weight and landing weight limitations equally applicable to the airport of destination and the weather alternates. In view of the aforementioned changes, a reduction of the required climb gradient from 4.0 to 3.2 percent is justified and included in this regulation.
18. In addition to the substantive changes which have been discussed, there are three significant changes of a clarifying nature. The first deals with the determination of the landing distance as affected by devices or means other than wheel brakes. There is included a provision similar to the one applicable to the accelerate-stop distance for application to the landing distance. This provision permits the use of means other than wheel brakes in the determination of the landing
Appendix 4 A4-23 distance. Additionally, there is a change to the provision which requires in some cases the determination of the landing distance with one engine inoperative. It is believed that the new requirement expresses the intent more clearly.
a. One of the more obvious applications of this provision is in respect of turbo-propeller airplanes. Such airplanes usually are landed with the propellers in a relatively high drag position. If one of the engines becomes inoperative, its propeller would be expected to be in a relatively low drag position with the consequence of a longer landing distance than with all engines operating. In such a case it is required that the landing distance be determined with one engine inoperative unless use could be made by the crew of other means (e.g., reverse thrust not otherwise considered in determining the landing distance) which would reduce the landing distance at least to that determined for all-engine operation.
b. The second clarification being included deals with the provision setting forth the procedures which must be included in the AFM. This provision in SR-422 does not make clear what procedures are involved and whether the procedures are considered to be limitations on the operation of the airplane. The clarification in language specifies that the procedures which are included with the performance limitations shall be considered only as guidance material.
c. The third clarification concerns the applicability of the performance limitations prescribed in SR-422. These consist of the “certificate limitations” and the “operating limitations.” The former relate to maximum takeoff and landing weights, minimum takeoff distances, accelerate-stop distances, and the operational limits imposed upon the airplane. These limitations, being part of the conditions of the type and airworthiness certificates, must be complied with at all times irrespective of the type of operation being conducted (e.g., air carrier, private, cargo). The “operating limitations,” distinct from the “certificate limitations,” are only applicable when required by the operating parts of the regulations (Parts 40, 41, and 42 require compliance for passenger operations). Although it appeared that previous Board pronouncements regarding this general principle as well as the explanation contained in the preamble to SR-422 would make the issue quite clear, it has come to the Board’s attention that there is still some misunderstanding of this matter. Apparently this misunderstanding stems from the fact that SR- 422 prescribes operating rules for air carrier operations which contain both the “certificate limitations” and the “operating limitations” while no prescription is given to nonair-carrier operations; thus giving an impression that not even the “certificate limitations” are applicable to non-air-carriers. The inclusion of “certificate limitations” for air carrier operations with the “operating limitations” was meant only to provide the operators with the convenience of having together the complete prescription of the applicable performance limitations, notwithstanding that such an inclusion, in fact, duplicates the general requirement of compliance with the “certificate limitations” contained in the AFM. In view of the possible misunderstanding which might exist from the aforementioned inclusion, there are included in this regulation the same “certificate limitations” for application to all operations under the provisions of part 43 of the Civil Air Regulations.
19. In addition, other changes of a minor nature are included herein, the most significant of which is the generalization of the stall speed VS, eliminating reference to VS0 and VS1.
Appendix 4 A4-24
20. Of the changes to SR-422 made in this regulation, there are a number which might require further consideration as studies continue and as additional experience is gained with the application of these new rules. Several of these involve new concepts with which U.S. operators have had little or no experience. These entail the requirements relative to unbalanced field lengths with respect to clearways, to the rotational speed, and to the all-engine takeoff distance.
Strong representation has been made to the Board to the effect that the numerical factors applicable to the aforementioned rules are too high and should be reduced pending further experience. The Board considers that it would not be in the public interest to reduce any of these factors until such time as further experience indicates that they are in fact overly conservative.
Realizing, however, that these issues are of considerable importance in prescribing a practicable level of performance, the Board stands ready to reconsider the relevant provisions of this regulation at such time as substantiating information is received.
21. There are areas other than those previously mentioned where additional refinement of details may be advisable. This is so particularly in the case of the requirements pertaining to the landing stage of flight, to the takeoff lateral clearances, and to the two-engine inoperative en route gradient margin. It is anticipated that, after further study of the regulation and especially after its application in the design, certification, and operation of forthcoming turbine-powered airplanes, the desirability of changes may become more apparent. It is the intent of the Board to consider without delay such changes as might be found necessary. Only after the provisions of this Special Civil Air Regulation are reasonably verified by practical application will the Board consider incorporating them on a more permanent basis into Parts 4b, 40, 41, 42, and 43 of the Civil Air Regulations.
22. 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 he finds necessary in any particular case to avoid unsafe design features and otherwise to insure equivalent safety.
23. Interested persons have been afforded an opportunity to participate in the making of this regulation (23 F.R.2139), and due consideration has been given to all relevant matter presented.
24. In consideration of the foregoing, the Civil Aeronautics Board hereby makes and promulgates the following Special Civil Air Regulation, effective July 2, 1958:
a. Contrary provisions of the Civil Air Re gulations notwithstanding, all turbine-powered transport category airplanes for which a type certificate is issued after August 27, 1957, shall comply with Special Civil Air Regulation No. SR-422 or, alternatively, with the following provisions, except that those airplanes for which a type certificate is issued after September 30,1958, shall comply with the following provisions:
(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 insure that the level of safety of turbine-powered airplanes is equivalent to that generally intended by part 4b.
In lieu of sections 4b.110 through 4b.125, and 4b.743 of part 4b of the Civil Air
Appendix 4 A4-25 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 provisions 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 prescrib ed, 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.
Appendix 4 A4-26
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 takeoff, 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/or 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 section 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 speeds.
(a) The speed V S, shall denote the calibrated stalling 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.