plicable provisions of this regulation and with §§ 4T.119 and 4T.120 (d) for altitudes and ambient temperatures within the operational limits of the airplane (see subparagraph (4) of this paragraph).

(3) Take-off and accelerate-stop distances. The minimum distances required for take-off shall be established at which compliance is shown with the generally applicable provisions of this regulation and with §§ 4T.115 and 4T.117 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 §§ 4T.113 (a) (1) and (b), 4T.118, 4T.121, and 4T.122.)

(b) Information. The performance information on the operation of the airplane shall be scheduled in compliance with the generally applicable provisions of this regulation and with §§ 4T.116, 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 paragraph (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 take-off weights established in accordance with paragraphs (a) (1) and (2) of this section. (See also § 4T.743.)

(1) Climb in the landing configuration (see § 4T.119);

(2) Climb in the approach configuration (see § 4T.120 (d));

(3) Landing distance (see § 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 § 4T.123 (a).

(b) Information. The performance information prescribed in § 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. For all stages of flight, procedures shall be given with respect to airplane configurations, power and/or thrust settings, and indicated air speeds, to the extent such procedures are related to the limitations and information set forth in accordance with paragraphs (a) and (b) of this section.

(d) Miscellaneous. An explanation shall be given of significant or unusual flight or ground handling characteristics of the airplane.

3. In lieu of §§ 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 §§ 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 §§ 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 equalling 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 takeoff. (See §§ 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 Airplane Flight Manual for the elevation of the airport of destination and for the ambient temperature anticipated there at the time of landing. (See §§ 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 distance required for take-off on the runway to be used. The take-off 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 §§ 4T.123 (a) (3) and 4T.743 (a).)

(d) No airplane shall be operated outside the operational limits specified in the Airplane Flight Manual. (See §§ 4T.123 (a) (4) and 4T.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 take-off 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 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 §§ 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 ised shall be for the ambient temperatures anticipated along the route. (See §§ 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 sid 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 § 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 (1) through (vii) of this subparagraph shall apply.

(1) 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.

(lii) 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 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 § 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 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 § 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 subdivisions (1) through (iii) of this subparagraph shall apply. (See §§ 4T.123 (b) and 4T.743 (b).)

(1) The two engines shall be assumed to fail at the most critical point along the route.

(11) 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.

(111) 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 § 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 (1. 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.

[22 F. R. 5947, July 27, 1957; 22 F. R. 6274, Aug. 6, 1957]

SR-422A

Contrary provisions of the Civil Air Regulations 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.

2. In lieu of §§ 4b.110 through 4b.125, 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 provisions of §§ 4T.110 through 4T.123. The performance limitations, information, and other data shall be given in accordance with § 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, take-off flight paths, take-off 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 §§ 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, 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 V, is being used;

(3) The weight of the airplane equal to the weight in connection with which V, is

being used to determine compliance with a particular requirement;

(4) The center of gravity in the most unthe allowable favorable position within 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 of 1.4 V, 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 § 4b.160 of Part 4b of the Civil Air Regulations shall be complied with.

4T.113 Take-off; general. (a) The takeoff data in §§ 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 take-off (see § 4T.111).

a

(b) Take-off data shall be based on 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 take-off surface shall be smooth water, while for skiplanes it shall be smooth dry snow. In addition, the take-off 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 take-off path opposite to the direction of take-off, and not less than 150 percent of nominal wind components along the take-off path in the direction of take-off.

(2) Effective runway gradients.

4T.114 Take-off speeds. (a) The criticalengine-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 take-off run to be adequate to permit proceeding safely with the take-off using average piloting skill, when the critical engine is suddenly made inoperative.

(b) The take-off 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 § 4T.120 (a) and (b), but it shall not be less than:

(1) 1.2 V, 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, 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, established in accordance with § 4b.133 of Part 4b of the Civil Air Regulations;

(4) The rotation speed VR plus the increment in speed attained in compliance with § 4T.116 (e).

(c) The minimum rotation speed VR. in terms of calibrated air speed, shall be selected by the applicant, except that it shall not be less than:

(1) The speed V1;

(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 V2 prior to reaching a height of 35 feet above the take-off surface as determined in accordance with § 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 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 acceleratestop 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 dis

tance.

4T.116 Take-off path. The take-off path shall be considered to extend from the standing start to a point in the take-off where a height of 1,500 feet above the take-off surface is reached or to a point in the take-off where the transition from the take-off to the en route configuration is completed and a speed is reached at which compliance with § 4T.120 (c) is shown, whichever point is at a higher altitude. The conditions of paragraphs (a) through (1) of this section shall apply in determining the take-off path.

(a) The take-off path shall be based upon procedures prescribed in accordance with § 4T.111 (c).

(b) The airplane shall be accelerated on the ground to the speed V1 at which point the critical engine shall be made inoperative and shall remain inoperative during the remainder of the take-off. 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 take-off path shall be positive at all points.

(e) The airplane shall attain the speed V, prior to reaching a height of 35 feet above the take-off surface and shall continue at a speed as close as practical to, but not less than, V, until a height of 400 feet above the take-off 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 take-off surface.

(g) At all points along the take-off path starting at the poin. 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 twoengine airplanes and 1.7 percent for fourengine airplanes.

(h) The take-off path shall be determined either by a continuous demonstrated takeoff, or alternatively, by synthesizing from segments the complete take-off path.

(1) If the take-off 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 take-off 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 take-off path data shall be checked by continuous demonstrated takeoffs to insure that the segmental path is conservative relative to the continuous path.

4T.117 Take-off distance and take-off run-(a) Take-off distance. The take-off 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 take-off path from the start of the take-off to the point where the airplane attains a height of 35 feet above the take-off surface, as determined in accordance with § 4T.116.

(2) A distance equal to 115 percent of the horizontal distance along the take-off path, with all engines operating, from the start of the take-off to the point where the airplane attains a height of 35 feet above the take-off surface, as determined by a procedure consistent with that established in accordance with § 4T.116.

(b) Take-off run. If the take-off distance is intended to include a clearway (see item 5 of this regulation), the take-off 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 take-off path from the start of the take-off 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 take-off surface, as determined in accordance with § 4T.116.

(2) A distance equal to 115 percent of the horizontal distance along the take-off path, with all engines operating, from the start of the take-off 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 take-off surface, as determined by a procedure consistent with that established in accordance with § 4T.116.

4T.117a Take-off flight path. (a) The take-off flight path shall be considered to begin at a height of 35 feet above the takeoff surface at the end of the take-off distance as determined in accordance with § 4T.117 (a).

(b) The net take-off flight path data shall be determined in such a manner that they represent the airplane's actual take-off 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 §§ 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 configura

tion.

landing

4T.119 All-engine-operating 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 take-off position;

(b) A climb speed not in excess of 1.3 Vs. climb4T.120 One-engine-inoperative (a) Take-off; landing gear extended. In the take-off configuration existing at the point of the flight path where the airplane first becomes airborne, in accordance with § 4T.116 but without ground effect, the steady gradient of climb shall be positive for two-engine