MODIFIED PERFORMANCE REQUIREMENTS § 4a.687 Modified performance requirements for multiengine airplanes not certificated in the transport category. The weight of any multiengine airplane manufactured pursuant to a type certificate issued prior to January 1, 1941, may be increased beyond the values corresponding to the landing speed specified in § 4a.672 and take-off requirements of § 4a.673, subject to the following conditions: (a) The increased weight shall be known as the provisional weight (§ 4a.37 (e)). The standard weight (§ 4a.37 (d)) shall be the maximum permissible weight for landing. The provisional weight shall be the maximum permissible weight for take-off. (b) Compliance with all the airworthiness requirements except landing speed and take-off is required at the provisional weight, except that the provisional weight may exceed the design weight on which the structural loads for the landing conditions are based by an amount not greater than 15 percent: Provided, That the airplane is shown to be capable of safely withstanding the ground or water shock loads incident to taking off at the provisional weight. (c) The airplane shall be provided with suitable means for the rapid and safe discharge of a quantity of fuel sufficient to reduce its weight from the provisional weight to the standard weight. (d) In no case shall the provisional weight exceed a value corresponding to a landing speed of 5 miles per hour in excess of that specified in § 4a.672, a take-off distance of 1,500 feet in the case of landplanes, or a take-off time of 60 seconds in the case of seaplanes; nor shall any provisional weight authorized in respect to any type of airplane after January 1, 1945, exceed the value corresponding to a rate of climb of at least 180 feet per minute at an altitude of 5,000 feet with the critical engine inoperative, its propeller windmilling with the propeller control in a position which would allow the engine (if operating normally and within approved limits) to develop at least 50 percent of maximum-excepttake-off engine speed, all other engines operating at the take-off power available at such altitude, the landing gear retracted, center of gravity in the most unfavorable position permitted for takeoff, and the flaps in the take-off position. [Amdt. 04-3, 10 F. R. 3793, Apr. 10, 1945] PERFORMANCE TESTS § 4a.701 General. Compliance with the performance requirements in §§ 4a.671 through 4a.687 shall be demonstrated by means of suitable flight tests of the type airplane. Computations may be used to estimate the effects of minor changes. Additional information concerning the performance characteristics of air carrier airplanes is specified in § 4a.717. Such characteristics shall be determined by direct flight testing, or by methods combining basic flight tests and calculations. All performance characteristics shall be corrected to standard atmospheric conditions and zero wind. Methods of performance calculation and correction employed shall be subject to the approval of the Administrator. [CAR, May 31, 1938, as amended at 15 F. R. 5069, Aug. 8, 1950] § 4a.702 Flight test pilot. (a) The applicant shall provide a person holding an appropriate commercial pilot certificate to make the flight tests, but a designated inspector of the Administrator may pilot the airplane during such parts of the tests as he may deem advisable. (b) In the event that the applicant's test pilot is unable or unwilling to conduct any of the required flight tests, the tests shall be discontinued until the applicant furnishes a competent pilot. § 4a.703 Parachutes. positions for which the airplane is to be certificated. § 4a.706 Use of ballast. Ballast may be used to enable airplanes to comply with the flight requirements as to longitudinal stability, balance, and landing in accordance with the following provisions: (a) Ballast shall not be used for this purpose in airplanes having a gross weight of less than 5,000 pounds nor in airplanes with a total seating capacity of less than seven persons. (b) The place or places for carrying ballast shall be properly designed and installed and plainly marked. (c) The loading schedule which will accompany each certificate issued for an airplane requiring special loading of this type shall be conspicuously posted in either the pilot compartment or in or adjacent to the ballast compartments, and strict compliance therewith will be required of the airplane operator. [CAR, May 31, 1938, as amended by Amdt. 48, 5 F. R. 1836, May 22, 1940] § 4a.707 Fuel to be carried. When low fuel adversely affects balance or stability, the airplane shall be so tested as to simulate the condition existing when the amount of fuel on board does not exceed 1 gallon for every 12 maximum (except take-off) horsepower of the engine or engines installed thereon. When the engine is limited to a lower power, the latter shall be used in computing low fuel. The flight tests shall include steady flight in relatively smooth air at the design gliding speed (V,) for which compliance with the structural loading requirements (§§ 4a.72 through 4a.99) has been proved, except that they need not involve speeds in excess of 1.33 VL (§4a.40 (c)): Provided, That the operation limits are correspondingly fixed (see § 4a.726). When high-lift devices having nonautomatic operation are employed, the tests shall also include steady flight at the design flap speed V, (§ 4a.40 (f), except that they need not involve speeds in excess of 2 V., (see § 4a.40 (e)). In cases where the highlift devices are automatically operated, the tests shall cover the range of speeds within which the devices are operative. § 4a.709 One - engine - inoperative performance. Multiengine airplanes shall be flight tested at such altitudes and weights as are necessary, in the opinion of the Administrator, to prepare accurate data to show climbing performance within the range of weight for which certification is sought, with the critical engine inoperative and each other engine operating at not more than maximum-except-take-off power. Such data when approved by the Administrator shall be kept in the airplane at all times during flight in a place conveniently accessible to the pilot. [Amdt. 56, 5 F. R. 2101, June 1, 1940 as amended by Amdt. 75, 5 F. R. 3947, Oct. 8, 1940] the In accordance with § 4a.559, air-speed indicator of the type airplane shall be calibrated in flight. The method of calibration used shall be subject to the approval of the Administrator. § 4a.711 Check of fuel system. The operation of the fuel system shall be checked in flight to determine its effectiveness under low fuel conditions and after changing from one supply tank to another. (See § 4a.605.) For such tests low fuel is defined as approximately 15 minutes supply in each tank tested, at the maximum-except-take-off power certified. AIR CARRIER AIRCRAFT PERFORMANCE No air carrier shall operate aircraft in scheduled air transportation unless data shall have been submitted to and approved by the Administrator, covering the determination of such performance characteristics, in addition to those specified in §§ 4a.671-4a.711, as are, in the opinion of the Administrator, necessary to determine the ability of such aircraft to safely perform the type of operation which the air carrier proposes to conduct. The method used for the determination of such ability shall be subject to the approval of the Administrator. [Amdt. 26, 4 F. R. 3837, Sept. 8, 1939, as amended by Amdt. 75, 5 F. R. 3947, Oct. 8, 1940] [CAR, May 31, 1938, as amended at 15 F. R. 5069, Aug. 8, 1950] § 4a.725 Center of gravity limitations. The maximum variation in the location of the center of gravity for which the airplane is certificated to be airworthy shall be established. Means shall be provided, when necessary in the opinion of the Administrator, by which the operator is suitably informed of the permissible loading conditions which result in a center of gravity within the certified range. § 4a.725-1 New production aircraftempty weight and c.g. determination (FAA policies which apply to § 4a.725). (a) Purpose. The purpose of this section is to provide a procedure which will permit manufacturers of new aircraft, as described in paragraph (b) of this section to establish an average empty weight and empty c. g. for such aircraft, thus avoiding the necessity of weighing each aircraft. (b) Coverage. Aircraft to which the procedure outlined in this section may be applied are those which are newly manufactured in accordance with requirements contained in this part and Part 3 of this subchapter (except transport category aircraft), and which are produced under the terms of a production certificate. (c) Procedure. Manufacturers producing aircraft in accordance with the requirements prescribed in paragraph (b) of this section who are interested in establishing an average empty weight and empty c. g. in lieu of actually weighing each aircraft, should prepare and forward through the local Aviation Safety Agent to the Chief, Manufacturing Inspection Branch, for coordination and approval, a detailed proposal regarding the procedure to be followed in establishing the system outlined in this section. Any proposal submitted by a manufacturer which can be shown to achieve the objective of the present requirements applying to weight and balance control; i. e., an accurate determination of average empty weight and empty c. g., will be considered acceptable. (d) Example. The following example outlines an acceptable method for effecting this system: (1) Actually weigh and determine empty c. g. of five to ten aircraft of a particular model, which have comparatively identical equipment installed, to determine the average weight and c. g. (2) Weigh an individual aircraft at regular intervals; e. g., each tenth aircraft, as circumstances and conditions may warrant, for the purpose of determining continued accuracy of the initial empty weight and c. g. established. (3) When the spot checking, as prescribed in subparagraph (2) of this paragraph, indicates a variation in weight in excess of 1 percent of the initially established empty weight and/or a variation in the empty weight c. g. in excess of 1⁄2 percent of the MAC, a new average should be established in accordance with subparagraph (1) of this paragraph. (4) Inasmuch as a weight and balance report is required in connection with each aircraft presented for certification, these reports may be computed for aircraft which are not actually weighed. Such reports should be marked "computed" for those aircraft which are not actually weighed, and other reports will be marked "actual." [Supp. 5, 14 F. R. 6282, Oct. 15, 1949] § 4a.726 Air-speed limitations. Maximum operation limitations will be incorporated in the aircraft certificate and will specify the indicated air speeds which shall not be exceeded in level and climbing flight (§ 4a.40 (c)), in gliding and diving flight, and with flaps extended. The values in gliding flight and with flaps extended will be 10 percent less than the corresponding maximum air speeds attained in flight tests in accordance with § 4a.708. [Amdt. 5, 4 F. R. 1170, Mar. 9, 1939] Maximum operational limitations will be incorporated in the aircraft certificate and will specify powerplant outputs on take-off (§ 4a.187), in climbing flight, and for all operations other than takeoff and climbing flight (§ 4a.38 (b)). The output, except for take-off, shall not exceed that corresponding to the maximum (except take-off) rating of the engine installed. For the above purposes no specified output will be in excess of that corresponding to the limits imposed by either the pertinent engine or propeller certification (see §§ 4a.25 and 4a.26). [Amdt. 5, 4 F. R. 1170, Mar. 9, 1939] TRANSPORT CATEGORY AIRPLANE § 4a.737-T Performance requirements (a) An airplane may be certificated under the provisions of § 4a.737-T upon there having been established, in accordance with the terms of that section: (1) A maximum take-off weight at sea level; (2) A maximum landing weight at sea level; (3) A maximum one-engine-inoperative operating altitude (as defined in § 4a.741-T), which shall be at least 5,000 feet at a weight equal to the maximum sea level take-off weight; (4) Take-off characteristics at maximum sea level take-off weight, and landing characteristics at maximum sea level landing weight, in accordance with the provisions of §§ 4a.747-T and 4a.750-T, and (5) Compliance with the requirements of all other applicable parts of the regulations of this part. (b) If a certificate is issued under these conditions, it may be amended from time to time to include landing and take-off weights over an increased range of altitudes and other pertinent performance data, including additional landing and take-off characteristics obtained in accordance with the provisions of §§ 48.747-T and 4a.750-T. [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] DEFINITIONS § 4a.739-T Stalling speeds. In §§ 4a.737-T through 4a.760-T: (a) Vso denotes the true indicated stalling speed of the airplane in miles per hour with engines idling, throttles closed, propellers in low pitch, landing gear extended, flaps in the "landing position", as defined in § 4a.740-T, cowl flaps closed, center of gravity in the most unfavorable position within the allowable landing range, and the weight of the airplane equal to the weight in connection with which V., is being used as a factor to determine a required perform ance. (b) V11 denotes the true indicated stalling speed in miles per hour with engines idling, throttles closed, propellers in low pitch, and with the airplane in all other respects (flaps, landing gear, etc.) in the condition existing in the particular test in connection with which V11 is being used. [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] § 4a.740-T Flap positions. The flap positions denoted respectively as the landing position, approach position, and take-off position are those provided for in § 4a.464-T, and may be made variable with weight and altitude in accordance with that section. [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] § 4a.741-T Maximum one-engine-inoperative operating altitude. Maximum one-engine-inoperative operating altitude (to be determined in complying with § 4a.709) shall be the altitude in standard air at which the steady rate of climb in feet per minute is 0.02 V., with the critical engine inoperative, its propeller stopped, all other engines operating at the maximumexcept-take-off power available at such altitude, the landing gear retracted, and the flaps in the most favorable position [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] ? WEIGHTS § 4a.742-T Weights. The maximum take-off weight and maximum landing weight shall be established by the applicant and may be made variable with altitude. The maximum take-off weight for any altitude shall not exceed the maximum design weight used in the structural loading conditions for flight loads (§§ 4a.724a.99), and shall not exceed the design weight used in the structural loading conditions for ground or water loads (§§ 4a.147-4a.156 and §§ 4a.161-4a.177, respectively) by a ratio of more than 1.15. The maximum landing weight for any altitude shall not exceed the design weight used in the structural loading conditions for ground or water loads. [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] § 4a.743-T Fuel dumping provisions. (a) If the maximum take-off weight for any altitude exceeds the maximum landing weight for the same altitude, adequate provision shall be made, in accordance with Subpart G, for the rapid and safe dumping during flight of a quantity of fuel sufficient to reduce the weight of the airplane from such maximum take-off weight to such maximum landing weight. Compliance with this section shall be shown by dumping suitable colored fluids and fuel in flight tests in the following conditions: (1) Level flight at a speed of 2.0 V12, (2) Climb at a speed of 1.4 V11 with 75 percent of maximum-except-take-off power, (3) Glide with power off at a speed of 1.4 V11 (b) In conditions (a) (1) and (2), the time required to dump the necessary amount of fuel shall not exceed 10 minutes. During such tests, the dumped fluid shall not come in contact with any portion of the aircraft or adversely affect its control, nor shall any fumes from such fluid enter any portion of the aircraft. [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] PERFORMANCE REQUIREMENTS AND DETERMINATIONS § 4a.744-T Required performance and performance determinations. Performance data shall be corrected to standard atmosphere and still air where such corrections are applicable. Performance data may be determined by calculation from basic flight tests if the results of such calculation are substantially equal in accuracy to the results of direct tests. [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] § 4a.745-T Stalling speed requirements. (a) V., at maximum landing weight shall not exceed 80 miles per hour. (b) Vs, at maximum landing weight, flaps in the approach position, landing gear extended, and center of gravity in the most unfavorable position permitted for landing, shall not exceed 85 miles per hour. [Amdt. 04-8, 7 F. R. 985, Feb. 14, 1942] § 4a.746-T Climb requirements. In the climb tests required by this section, the engine cowl flaps, or other means of controlling the engine cooling air supply, shall be in a position which will provide adequate cooling with maximum-except-take-off power at best climbing speed under standard atmospheric conditions. (a) Flaps in landing position. The steady rate of climb in feet per minute, at any altitude within the range for which landing weight is to be specified in the certificate, with the weight equal to maximum landing weight for that altitude, all engines operating at the takeoff power available at such altitude, landing gear extended, center of gravity in the most unfavorable position permitted for landing, and flaps in the landing position, shall be at least 0.07 V so2. (b) Flaps in approach position. The steady rate of climb in feet per minute, at any altitude within the range for which landing weight is to be specified in the certificate, with the weight equal to maximum landing weight for that altitude, the critical engine inoperative, its propeller stopped, all other engines operating at the take-off power available at such altitude, the landing gear retracted, center of gravity in the most unfavorable position permitted for landing, and the flaps in the approach position, shall be at least 0.04 Vs2. (c) Flaps in take-off position. The steady rate of climb in feet per minute, at any altitude within the range for |