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.
Appendix 4 A4-27
(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 of l.4 V S and from a speed sufficiently above the stalling speed to insure steady conditions, the elevator control shall be applied at a rate such that the airplane speed reduction does not exceed one 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.
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. 4T.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 float planes, the takeoff surface shall be smooth water, while for skiplanes it shall be smooth dry snow. In addition, the takeoff data shall be corrected 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 V 1, 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 takeoff safety speed V 2, 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 (a) and (b), but it shall not be less than:
Appendix 4 A4-28
(1) 1.2 V S for two-engine propeller-driven airplanes and for airplanes without propellers which have no provisions for obtaining a significant reduction in the one-engineinoperative 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 V MC, established in accordance with section 4b.133 of part 4b of the Civil Air Regulations;
(4) The rotation speed V R plus the increment in speed attained in compliance with section 4T.116(e).
(c) The minimum rotation speed V R, in terms of calibrated air speed, shall be selected by the applicant, except that it shall not be less than:
(1) The speed V 1;
(2) A speed equal to 95 percent of the highest speed obtained in compliance with subparagraph (1) or (2), whichever is applicable, and with subparagraph (3) of paragraph (b) of this section;
(3) 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);
(4) A speed equal to 110 percent of the minimum speed above which the airplane, with all engines operating, can be made to lift off the ground and to continue the takeoff without displaying any hazardous characteristics.
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 V 1, 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.
Appendix 4 A4-29
(c) The landing gear shall remain extended throughout the accelerate-stop distance.
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 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 rotation 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, 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.
Appendix 4 A4-30
(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 to insure that the segmental path is conservative relative to the continuous path.
4T.117 Takeoff distances 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 airplane first becomes airborne and the point where it 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 airplane first becomes airborne and the point where it 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.
Appendix 4 A4-31
4T.117a Takeoff flight path.
(a) The takeoff flight path shall be consider ed 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 paragraph (a) of this section, diminished by a gradient of climb equal to 1.0 percent.
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 is 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 takeoff configuration existing at the point of the flight path where the airplane first becomes airborne, 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 2.
(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 2.5 percent for twoengine airplanes and not less than 3.0 percent for four-engine airplanes, with:
Appendix 4 A4-32
(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:
(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 such that the corresponding VS for 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 2.2 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 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).
Appendix 4 A4-33
(b) Two engines inoperative. For airplanes with four engines, the two-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 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 center of gravity shall be in the most unfavorable position.
(2) The critical engine(s) shall be inoperative, the remaining engine(s) operating at the available maximum continuous power and/or thrust.
(3) Means for controlling the 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 configuration. 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 float planes, 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 shall be corrected 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.
Appendix 4 A4-34
(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.
4T.123 Limitations and information.
(a) Limitations. The performance limitations on the operation of the airplane shall be established in accordance with subparagraphs (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.118, 4T.121, and 4T.122.)
(b) I nformation. The performance information on the operation of the airplane shall be scheduled in compliance with the generally applicable provisions of this regulation and with
Appendix 4 A4-35 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).
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.
Appendix 4 A4-36
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 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 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 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 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 shown in the AFM to correspond with the minimum distances required for takeoff. 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 takeoff distance includes a clearway as defined in Item 5 of this regulation, the takeoff distance shall not include a clearway distance greater than onehalf of the takeoff run.
(d) No airplane shall be operated outside the operational limits specified in the AFM. (See secs. 4T.123(a)(4) and 42.743(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