(e) Temperatures-Maximum permissible cylinder head and oil inlet.

(f) Power limits-Those given by the engine specification; i. e., excluding the effect of ram on critical altitude.

(g) Any limitations, such as rpm ranges in which operation is prohibited due to engine or propeller vibration. (ii) Propellers.

(a) Manufacturer.

(b) Model designation.

(iii) Instrument markings. An explanation of the instrument markings should be included. A typical example follows:

(a) General: Red radial line-Maximum and minimum limits. Yellow arcTake-off and precautionary ranges. Green arc-Normal operating ranges. Red arc-Ranges in which operation is prohibited.

Red

(b) Fuel quantity indicator (when applicable-Reference § 4b.736). arc-Fuel which cannot be used safely in flight.

(4) Speed limitations. The speeds and explanations of their significance given in subdivisions (i) through (vi) of this subparagraph should be included. Section 4b.710 does specify whether airspeed limitations should be expressed in terms of calibrated or indicated airspeed. However, to agree with past practice it is suggested that the airspeed values be expressed in terms of calibrated airspeed. The indicated airspeed values may also be included, but should be properly identified, e. g. by parentheses.

(i) Never exceed speed. Vne (previously known as "glide or dive speed") with and without de-icer boots, if applicable plus a statement to the effect that speeds in excess of this value may result in structural, flutter, or control hazards. The effects of altitude (i. e., Mach number) on this speed should be given if applicable unless the airplane is equipped with a Machmeter, in which case the "never-exceed" Mach number should also be quoted.

(ii) Normal operating limit speed. Vno (previously known as "level flight or climb speed" or "maximum structural cruising speed"), with and without deicer boots if applicable, plus statements to the effect that: Speeds in excess of this value may result in excessive gust loads, whereas speeds below this value will reduce the structural loads produced

by severe gusts. (The "maneuvering speed" is generally considered the optimum speed to avoid excessive loads as well as inadvertent stalling or loss of control in turbulent air.) The speed Vno should not be deliberately exceeded, even during descents because of the possibility of unexpected gusts. The speed range between Vno and Vne is to provide for inadvertent speed increases. When this speed is reduced at altitude because of Mach number effects, the purpose of such reduction is to maintain the margin between Vno and Vne for inadvertent speed increases.

(iii) Maneuvering speed. VA, plus a statement of its significance, of which the following is an example: "Maximum use" of the primary flight controls should be confined to speeds below this value. For this purpose, "maximum use" is defined as the lesser of the following: Rudder-full throw, or Elevator-full throw, or force. Aileron-full throw, or pounds force with each hand.

pounds force. pounds

(A note should be added to indicate which of the values is to be marked on the airspeed indicator.)

(v) Landing gear operating speed. VLO, plus a statement that this is the maximum speed at which the landing gear may be lowered or raised.

(vi) Landing gear extended speed. VLE, plus a statement that this is the maximum speed with landing gear extended and locked.

(vii) Compressibility effects. When a speed limitation (e. g., never exceed speed) results from compressibility effects, the manual should include a statement to this effect and information concerning warning symptoms, probable behavior of the airplane and suggested recovery procedure.

the preceding headings that is restrictive and considered necessary for the safe operation of the airplane. Some typical examples are as follows:

(i) The wing and tail anti-icing heaters should not be operated in flight when the outside air temperature is above 50° F.

(viii) Airspeed-indicator markings. An explanation of the airspeed-indicator markings should be included. A typical example follows: "Airspeed-Indicator markings (See definitions of speeds in subdivisions (i) through (vi) of this subparagraph). Red radial line-never exceed speed, Vne. Yellow arc-caution range, extending from Vno to Vne. White arc-flaps extended range, extending from stalling speed (V) with flaps in landing position at maximum landing weight to the flaps extended speed (§4b.714). Green arc-normal operating range; i. e., from stalling speed with flaps retracted at maximum take-off weight to Vno."

(5) Demonstrated crosswind. The statement on this item should indicate the maximum cross component of wind velocity at which it has been demonstrated to be safe to take-off or land. If the value established during the tests is considered the maximum up to which it is considered safe to operate the airplane on the ground, including take-offs and landings, it should be entered under this item; i. e., as a limitation. However, if the value established is not considered limiting it should be included as performance information, as outlined in paragraph (d) of this section, instead of a limitation. In the case of flying boats and additional maximum cross component of wind velocity for taxiing may be appropriate material. Crosswind should be based on reported wind velocities measured at 50 feet above the ground.

(6) Flight load acceleration limits. Flaps up (at take-off weight). (at landing weight).

Flaps down

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(ii) Instrument night flying (when required equipment is installed).

(iii) Atmospheric icing conditionsshould stipulate "none, trace, light, moderate or heavy."

(8) Minimum crew. Information should be given in this item for all operations specified under subparagraph (7) of this paragraph and any additional conditions if desired or considered pertinent. The number and identity of members of minimum crew necessary to safe operation should be stated.

(9) Miscellaneous. This item should include any information not given under

(c) Operating procedures; general. This section of the manual should contain information peculiar to the airplane, concerning normal and emergency procedures, knowledge of which might enhance the safety of operation of the airplane. The manual should state that these procedures are not made mandatory by this part. However, they may be made mandatory by other parts of the regulations such as Parts 40, 41, 42, etc., of this subchapter.

(1) Normal procedures. This section should contain information and instructions regarding peculiarities of: Starting and warming engines, taxiing, operation of wing flaps, landing gear, automatic pilot, etc. Outline normal procedures for each, noting any special precautions in the interests of safety. Describe or refer to procedure in any emergency likely to occur in each. Also included in this section should be instructions for the operation of any equipment that is considered new in the aeronautical field or comparatively complicated.

(i) A typical example of the former would be: "Wing flaps should be exercised through three complete cycles prior to all initial take-offs. This operation accomplishes the automatic bleeding and the equalization of pressure to the eight separate hydraulic flap actuating cylinders."

(ii) Typical examples of the latter are: "Recommended operating procedures for thermal ice prevention system, recommended operating procedures for reversible pitch propellers, and cabin pressurization."

(2) Emergency procedures-(i) Engine failure. This section should include the procedure to be used in the event of an engine failure, including recommended minimum speeds, trim, operation of remaining engine (s), etc. A typical example would be as follows: "Engine Failure on Take-Off. The min

imum speed (V1) at which the airplane can be controlled directionally on the runway with an outboard engine inoperative and its propeller windmilling, and with take-off power on the remaining engines, is 60 m. p. h. CAS. The minimum speed at which the airplane is controllable in flight with the sudden failure of an outboard engine, with takeoff power on the remaining engines, is 96 m. p. h. CAS. If an engine fails during the ground roll below speed V1, cut the throttles on all engines and apply brakes. If ground contact has already been broken, land straight ahead if sufficient runway remains. If not, retract landing gear, maintain full power on live engines, and continue take-off. Feather the dead engine as outlined in subdivision (ii) of this subparagraph. Use minimum cowl flap setting on live engines to maintain cylinder temperatures within limits. Retrim airplane as necessary. Speed for best climb under these conditions is 115 m. p. h. CAS. See paragraph (d) Performance information, of this section, for criterion and Vi speeds used in determining the runway lengths."

(ii) Propeller feathering. This section of the manual should outline the procedure to be followed in stopping the rotation of propellers in flight. A typical procedure is outlined below:

(a) Throttle-"Closed."

(b) Push feathering switch button. When propeller blades are fully feathered the button will kick out automatically.

(c) Mixture control-Idle cut-off." (d) Fuel and oil fire wall shut-off switches-"Off" (closed).

(e) Cowl flaps-"Closed."
(f) Fuel booster pump-"Off.”

(g) Tank selector for engine being feathered-"Off." (Do not shut tank selector "Off" if crossfeed is being used.)

(h) Ignition for dead engine-"Off." (i) Propeller pitch control-"Full decrease r. p. m."

(iii) Automatic propeller feathering.

(iv) Unusual procedures. Information on any emergency procedures that are considered unusual or in which a specific sequence of events are required to accomplish the operation satisfactorily should be specified. Some typical examples are as follows:

(a) All-engine go-around when it is recommended practice to retract the flap prior to retracting the gear resulting from a design condition in which the flap creates more drag than the landing gear.

(b) Fire control procedures.

(c) Emergency cabin depressurization.

(d) Emergency landing gear extension.

(e) Emergency brake operation. (f) Fuel dumping.

(g) Electrical: In addition to other electrical items, the manual should specify the circuits in which overriding breakers, if any, are used and contain instructions concering operation of both overriding and non-over-riding types. The following is a typical example: "All circuit breakers are of the non-over-riding type except the fuel booster pumps and propeller feathering circuits. In an emergency, the breakers in these two circuits may be held closed with the possible risk of fire hazard due to short circuits, etc. Discretion should also be used in repeatedly resetting non-overriding breakers due to the fact that resetting may reestablish an arc and increase the fire hazard."

(h) Emergency by day and/or night. (i) Flare release procedure.

(j) Wheels up landing procedure. (k) Ditching procedure.

(3) Other special operating procedures (if any).

(4) Alternate operating procedures. After gaining a large amount of experience with a particular model airplane, some operators may develop various operating procedures that they consider equivalent or better than some of those originally described in the manual. If an operator wants to incorporate new procedures in the Airplane Flight Manual, the operator should apply to the FAA

office in the region where he is located for approval of the alternate procedures in the same manner that he would normally use in the case of a structural change or alteration. The local FAA regional office will coordinate the application with the FAA regional office containing the airplane technical data file if the proposed change in procedure is considered to be of sufficient importance.

(i) For scheduled air carrier operators only. For greater flexibility and to avoid duplication of instructions to pilots when operators desire to incorporate Airplane Flight Manual Operating Procedures in their operations manuals or devise their own operating procedures, the FAA will permit the removal of the Operating Procedures Section from the Airplane Flight Manual by scheduled air carrier operators provided the operators include the same or equivalent material in their operations manual and at the same time assume full responsibility of proving the equivalency of any new or altered procedures if called upon to do so by the FAA in connection with airplane accident investigations, etc. When the Operating Procedure Section is removed from the Airplane Flight Manual by an operator, an appropriate notation to this effect should be added to the Airplane Flight Maual of each airplane affected.

In accordance with the foregoing, the following statement should be included under the Operating Procedure Section of the Airplane Flight Manual when the Operating Procedure Section is transferred verbatim from the Airplane Flight Manual to the air carrier operations manual:

The airplane operating procedures prescribed by § 4b.742 Operating procedures are included in (show reference to appropriate section of the air carrier operations manual)

If an air carrier operator desires to reword or restate the FAA approved operating procedures or establish new or alternate operating procedures without obtaining prior approval of these procedures from the FAA, the following additional statement should be included with the above statement:

Where the procedures in the air carrier operations manual differ from those contained in the FAA Approved Airplane Flight Manual for this airplane, (------name of air carrier operator_-_-_-) has determined that equivalent safety is provided by such alternate procedures and assumes full responsibility for this determination.

If for any reason the alternate operating procedures become inapplicable or inappropriate to the operation of the airplanes affected, the original FAA Approved Operating Procedures Section should be reinserted in the Airplane Flight Manual in order that the contents of the manual will revert to the same text as originally approved by the FAA.

(d) Performance information. This section should contain all the performance information necessary to implement the operating requirements of Part 40 of this subchapter, etc., and to operate the airplane safely.

(1) Introductory information. This should include any general information or any pertinent descriptions of the conditions under which the performance data were determined. The following examples are considered typical and appropriate:

(i) All climb data are for standard atmospheric conditions.

(ii) The minimum effective take-off runway lengths given in this section are defined as the longer "accelerate-stop distance" and the distance required to take off and clear a 50-foot obstacle with one engine becoming inoperative at speed V1.

(a) The accelerate-stop distance is the distance required to accelerate the airplane from a standing start to the speed V1, and assuming an engine to fail at this point, to stop.

(b) The take-off distance is defined as the sum of the following: Distance to accelerate to speed V1 with all engines operating, distance to accelerate from speed V, to speed V, with one engine inoperative and propeller windmilling in low pitch. (It is assumed that gear retraction is initiated at the end of this segment), and the horizontal distance traveled in climbing to a height of 50 feet at speed V, with one engine inoperative. (It is assumed that propeller feathering is not commenced prior to the end of this segment.)

(c) Speed V1 is defined as the critical engine failure speed and is a speed at which the controllability has been demonstrated to be adequate to permit proceeding safely with the take-off when the critical engine is suddenly made inoperative. The minimum V1 speed for this airplane is 60 m. p. h. CAS (airspeed calibration should include ground effect); however, as explained below,

speeds in excess of this value were used in determining the runway lengths.

(d) Speed V, is defined as the minimum take-off climb speed and is the greater of the following: 1.15 times the power-off stalling speed with the flaps in the take-off position (assuming a fourengine airplane). 1.10 times the minimum control speed, Vmc.

(e) The minimum control speed, Vmc, is defined as the minimum speed at which the airplane is controllable in flight with the sudden failure of an outboard engine with take-off power on the remaining engines.

(f) All runway lengths given in this manual are based upon optimum V. speeds; i. e., the speed selected for V1 is such that the accelerate-stop distance is equal to the distance to clear a fifty foot obstacle with one engine becoming inoperative at this speed. Consequently, V1 varies with weight, altitude, wind, gradient, temperature, etc. Values for V1 for the various conditions are given under subparagraph (2) of this paragraph.

(g) All take-off and landing distances are given for dry, concrete runways.

(h) If the maximum cross component wind velocity in which landings and takeoffs were demonstrated was not considered limiting, it should be included in this section of the manual. A typical example would be as follows: "The maximum crosswind component in which this airplane has been tested in 20 m. p. h. measured at a height of 50 feet above the ground. Consequently, in determining the effective take-off and landing runway lengths, a crosswind component greater than this value may not be used."

(2) Performance data. These data may be given in either graphical or tabular form and should cover the weight range and all airport and terrain altitudes at which the airplane is intended to be operated. The scale of the charts should permit accurate reading within approximately 0.25 of one percent. The following should be included:

(i) Airspeed calibration. This should be given for the normal and alternate static sources. Ground effect should be included for V1 speed range. (A plot of CAS vs. IAS @ various flap positions, preferably on one page.)

(ii) Altimeter calibration. This should be given for the normal and alternate static source.

(iii) Stalling speeds. A table or diagram of calibrated stalling speeds at various weights at all authorized flap settings, power-off should be given.

(iv) Gross weight summary. A summary of permissible operating landing and take-off gross weights as limited by the climb or structural requirements should be provided.

(v) Minimum take-off runway length. Unless optimum values of V1 are selected, establishing equal distances to accelerate to speed V1 and stop or to make a take-off over a 50-foot obstacle with the critical engine becoming inoperative at speed V1, inclusion of both the accelerate-stop distance and runway length required to take-off and clear a 50-foot obstacle will be necessary. It is recommended that these data be given for a range of temperatures (see § 4b.117) and runway gradients sufficient to permit proper dispatching under the rules of Part 40 of this subchapter, etc., in addition to the standard day temperature data.

(vi) Take-off information. Takeoff flight paths through the final climb segment, flight path slope or data supplementary to that obtained in subdivision (v) of this subparagraph that may be used for dispatching purposes should be included. These should be for the same range of temperatures (see § 4b.117) and runway gradients as subdivision (v) of this subparagraph.

(vii) Minimum take-off climb speed, V2, This speed should be listed for the range of weights, altitudes and conditions covered in subdivisions (v) and (vi) of this subparagraph. The distance to accelerate to these speeds should also be included to provide data necessary for gradient problems involving runways with variable gradients of sufficient magnitude that average gradients cannot be assumed.

(viii) Critical engine failure speed, V1. This speed or speeds V. for the range of weights, altitudes and conditions covered in subdivisions (v) and (vi) of this subparagraph if applicable should be given. The distances to accelerate to these speeds should also be included to provide data necessary for gradient problems involving runways with variable gradients of sufficient magnitude that average gradients cannot be assumed.