viding that any method used is one which the average pilot may be reasonably expected to duplicate without use of unusual skill or experience, and one which produces equivalent accuracy. The operating procedure which must be followed to achieve the measured performance should in all cases be described in the Airplane Flight Manual. (c) The take-off and climb requirements of §§ 3.84 and 3.85 were written to assure the airplane's ability to clear obstacles in the vicinity of the airport. Consequently, the wing flap used for the airborne portion of the takeoff to the 50-foot height should not exceed that used for the "normal climb condition" of §3.85 (a). However, if the applicant so desires, he may enter additional take-off data in the Airplane Flight Manual in which the flap setting specified in § 3.84 or § 3.85 (a) has been exceeded, provided the portion of the flight path beyond the 50-foot point which will cover the transition to normal climb configuration of § 3.85 (a), is also included. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] § 3.84-2 Measurement of seaplane take-off distances (CAA interpretations which apply to § 3.84 (a)). The standard starting point for the measurement of seaplane take-off distances may be assumed to be the point at which the seaplane has attained an initial speed of three miles per hour during take-off. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] § 3.84-3 Take-off speed (CAA interpretations which apply to § 3.84 (b)). 1.3X Vs1 or Vx+5 speed should be used for take-off even if throttling back is necessary to prevent exceeding r. p. m. limits. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] § 3.84a Take-off requirements; airplanes of 6,000 lbs. or less. Airplanes having a maximum certificated take-off weight of 6,000 lbs. or less shall comply with the provisions of this section. (a) The elevator control for tail wheel type airplanes shall be sufficient to maintain at a speed equal to 0.8 Vs, an airplane attitude which will permit holding the airplane on the runway until a safe take-off speed is attained. (b) The elevator control for nose wheel type airplanes shall be sufficient to raise the nose wheel clear of the takeoff surface at a speed equal to 0.85 Vs1. (c) The characteristics prescribed in paragraphs (a) and (b) of this section shall be demonstrated with: (1) Take-off power, (2) Most unfavorable weight, (3) Most unfavorable c. g. position. (d) It shall be demonstrated that the airplane will take off safely without requiring an exceptional degree of piloting skill. CLIMB § 3.85 Climb—(a) Normal climb condition. The steady rate of climb at sea level shall be at least 300 feet per minute, and the steady angle of climb at least 1:12 for landplanes or 1:15 for seaplanes with: (1) Not more than maximum continuous power on all engines, (2) Landing gear fully retracted, (3) Wing flaps in take-off position, (4) Cowl flaps in the position used in cooling tests specified in §§ 3.581-3.596. (b) Climb with inoperative engine. All multiengine airplanes having a stalling speed Vs。 greater than 70 miles per hour or a maximum weight greater than 6,000 pounds shall have a steady rate of climb of at least 0.02 Vs2 in feet per minute at an altitude of 5,000 feet with the critical engine inoperative and: (1) The remaining engines operating at not more than maximum continuous power, (2) The inoperative propeller in the minimum drag position, (3) Landing gear retracted, (4) Wing flaps in the most favorable position, (5) Cowl flaps in the position used in cooling tests specified in §§ 3.581-3.596. (c) Balked landing conditions. The steady angle of climb at sea level shall be at least 1:30 with: (1) Take-off power on all engines, (3) Wing flaps in landing position. If rapid retraction is possible with safety without loss of altitude and without requiring sudden changes of angle of attack or exceptional skill on the part of the pilot, wing flaps may be retracted. § 3.85-1 Rate of climb (CAA policies which apply to § 3.85). To meet the requirements of § 3.85 it is necessary that a suitable method be employed for the purpose of determining the rates of climb. The Administrator will accept the following procedure for this purpose: This method of obtaining rates of climb is through the derivation of a polar curve obtained from a series of sawtooth climbs at various speeds. When saw-tooth climbs are employed, a minimum of five different speeds is required. However, demonstration climbs to prove the article meets the minimum climb requirement may be made at one given air speed. In such cases, the minimum number of climbs at one air speed shall be not less than three. This may not be interpreted to mean the best three of a number of climbs. In the event additional climbs are made the average of the total shall be the value to be accepted. It shall be permissible, however, to discard any climbs which are obviously in error due to such factors as turbulent air. [Supp. 1, 12 F. R. 3434, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949] § 3.85-2 "Normal climb" and "cooling test procedure for single-engine airplanes" (CAA interpretations which apply to § 3.85). In connection with any application to have an aircraft certified for airworthiness under a combination of the requirements of this part and Part 4a of this subchapter as authorized by the provisions of § 3.2, the items of "normal climb" (§ 3.85 (a)) and "cooling test procedure for single-engine airplanes" (§ 3.586), shall be construed by the Administrator as "related items." [Supp. 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949] § 3.85-3 "Rapid retraction" (CAA interpretations which apply to § 3.85). The Administrator will consider retraction of flaps in 2 seconds or less as compliance with the factor of "rapid retraction" as that phrase is used in § 3.85 (c). [Supp. 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949] § 3.85-4 Weight for items of performance and flight characteristics (CAA interpretations which apply to § 3.85). For multiengine airplanes in which the design landing weight (§ 3.242) is less than the maximum weight (§ 3.74) for which certification is desired, the weight for items of performance and flight characteristics shall be construed by the Administrator as the maximum weight defined in § 3.74. Such items of performance and flight characteristics shall consist of balked landing (climb) conditions (§ 3.74), landing over 50-foot obstacles (§ 3.86), and all flight characteristics tests in the landing configuration. The design weight covered in § 3.242 is intended for use for structural design purposes only. [Supp. 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan 5, 1949] § 3.85-5 Low-pitch propeller setting in normal climb position (CAA interpretations which apply to § 3.85 (a)). (a) In the event an airplane has: (1) An engine for which the take-off and maximum continuous power ratings are identical, and (2) A fixed-pitch, two-position or similar type propeller, then the regulations provide that the best rate of climb speed specified in § 3.85 (a) for normal climb should be determined with the low-pitch propeller setting which would restrain the engine to an r. p. m. at full throttle not exceeding its permissible take-off r. p. m. (see § 3.419 (a)). (b) A relaxation of the propeller pitch setting requirement stipulated by § 3.419 (a) may be granted, however, for an airplane falling into the foregoing classification, when it shows a marginal item of performance as, for example, when it can meet the rate of climb requirement of 3.85 (a) for normal climb, but may have difficulty in meeting the angle of climb requirements of § 3.85 (a) for normal climb and/or § 3.85 (c) for balked landing. In this case, it will be permissible to use a lower propeller pitch setting than specified in § 3.419 (a), in order to obtain rated engine r. p. m. at the best angle of climb speed: Provided, Acceptable engine cooling can be demonstrated at the lower speed associated with the best angle of climb. In employing this procedure, consideration should also be given to the following: (1) That the best angle of climb speed for the balked landing condition may be considerably lower than the best angle of climb speed for the normal climb condition. (2) That as a result of subparagraph (1) of this paragraph, the engine would normally have to be part throttled to avoid exceeding rated r. p. m. at the higher speeds, and would therefore develop less than rated power for showing compliance with the normal climb viding that any method used is one which the average pilot may be reasonably expected to duplicate without use of unusual skill or experience, and one which produces equivalent accuracy. The operating procedure which must be followed to achieve the measured performance should in all cases be described in the Airplane Flight Manual. (c) The take-off and climb requirements of §§ 3.84 and 3.85 were written to assure the airplane's ability to clear obstacles in the vicinity of the airport. Consequently, the wing flap used for the airborne portion of the takeoff to the 50-foot height should not exceed that used for the "normal climb condition" of § 3.85 (a). However, if the applicant so desires, he may enter additional take-off data in the Airplane Flight Manual in which the flap setting specified in § 3.84 or § 3.85 (a) has been exceeded, provided the portion of the flight path beyond the 50-foot point which will cover the transition to normal climb configuration of § 3.85 (a), is also included. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] § 3.84-2 Measurement of seaplane take-off distances (CAA interpretations which apply to § 3.84 (a)). The standard starting point for the measurement of seaplane take-off distances may be assumed to be the point at which the seaplane has attained an initial speed of three miles per hour during take-off. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] §3.84-3 Take-off speed (CAA interpretations which apply to § 3.84 (b)). 1.3 × Vs1 or Vx+5 speed should be used for take-off even if throttling back is necessary to prevent exceeding r. p. m. limits. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] §3.84a Take-off requirements; airplanes of 6,000 lbs. or less. Airplanes having a maximum certificated take-off weight of 6,000 lbs. or less shall comply with the provisions of this section. (a) The elevator control for tail wheel type airplanes shall be sufficient to maintain at a speed equal to 0.8 Vs, an airplane attitude which will permit holding the airplane on the runway until a safe take-off speed is attained. (b) The elevator control for nose wheel type airplanes shall be sufficient to raise the nose wheel clear of the takeoff surface at a speed equal to 0.85 Vs1. (c) The characteristics prescribed in paragraphs (a) and (b) of this section shall be demonstrated with: (1) Take-off power, (2) Most unfavorable weight, (3) Most unfavorable c. g. position. (d) It shall be demonstrated that the airplane will take off safely without requiring an exceptional degree of piloting skill. CLIMB § 3.85 Climb-(a) Normal climb condition. The steady rate of climb at sea level shall be at least 300 feet per minute, and the steady angle of climb at least 1:12 for landplanes or 1:15 for seaplanes with: (1) Not more than maximum continuous power on all engines, (2) Landing gear fully retracted, (3) Wing flaps in take-off position, (4) Cowl flaps in the position used in cooling tests specified in §§ 3.581-3.596. (b) Climb with inoperative engine. All multiengine airplanes having a stalling speed Vs。 greater than 70 miles per hour or a maximum weight greater than 6,000 pounds shall have a steady rate of climb of at least 0.02 Vs, in feet per minute at an altitude of 5,000 feet with the critical engine inoperative and: (1) The remaining engines operating at not more than maximum continuous power, (2) The inoperative propeller in the minimum drag position, (3) Landing gear retracted, (4) Wing flaps in the most favorable position, (5) Cowl flaps in the position used in cooling tests specified in §§ 3.581-3.596. (c) Balked landing conditions. The steady angle of climb at sea level shall be at least 1:30 with: (1) Take-off power on all engines, (3) Wing flaps in landing position. If rapid retraction is possible with safety without loss of altitude and without requiring sudden changes of angle of attack or exceptional skill on the part of the pilot, wing flaps may be retracted. § 3.85-1 Rate of climb (CAA policies which apply to § 3.85). To meet the requirements of § 3.85 it is necessary that a suitable method be employed for the purpose of determining the rates of climb. The Administrator will accept the following procedure for this purpose: This method of obtaining rates of climb is through the derivation of a polar curve obtained from a series of sawtooth climbs at various speeds. When saw-tooth climbs are employed, a minimum of five different speeds is required. However, demonstration climbs to prove the article meets the minimum climb requirement may be made at one given air speed. In such cases, the minimum number of climbs at one air speed shall be not less than three. This may not be interpreted to mean the best three of a number of climbs. In the event additional climbs are made the average of the total shall be the value to be accepted. It shall be permissible, however, to discard any climbs which are obviously in error due to such factors as turbulent air. [Supp. 1, 12 F. R. 3434, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949] § 3.85-2 "Normal climb" and "cooling test procedure for single-engine airplanes" (CAA interpretations which apply to 3.85). In connection with any application to have an aircraft certified for airworthiness under a combination of the requirements of this part and Part 4a of this subchapter as authorized by the provisions of § 3.2, the items of "normal climb" (§ 3.85 (a)) and "cooling test procedure for single-engine airplanes" (§ 3.586), shall be construed by the Administrator as "related items." [Supp. 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949] §3.85-3 "Rapid retraction" (CAA interpretations which apply to § 3.85). The Administrator will consider retraction of flaps in 2 seconds or less as compliance with the factor of "rapid retraction" as that phrase is used in §3.85 (c). [Supp. 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949] § 3.85-4 Weight for items of performance and flight characteristics (CAA interpretations which apply to $3.85). For multiengine airplanes in which the design landing weight (§ 3.242) is less than the maximum weight (§ 3.74) for which certification is desired, the weight for items of performance and flight characteristics shall be construed by the Administrator as the maximum weight defined in § 3.74. Such items of performance and flight characteristics shall consist of balked landing (climb) conditions (§ 3.74), landing over 50-foot obstacles (§ 3.86), and all flight characteristics tests in the landing configuration. The design weight covered in § 3.242 is intended for use for structural design purposes only. [Supp. 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan 5, 1949] § 3.85-5 Low-pitch propeller setting in normal climb position (CAA interpretations which apply to § 3.85 (a)). (a) In the event an airplane has: (1) An engine for which the take-off and maximum continuous power ratings are identical, and (2) A fixed-pitch, two-position or similar type propeller, then the regulations provide that the best rate of climb speed specified in §3.85 (a) for normal climb should be determined with the low-pitch propeller setting which would restrain the engine to an r. p. m. at full throttle not exceeding its permissible take-off r. p. m. (see § 3.419 (a)). (b) A relaxation of the propeller pitch setting requirement stipulated by § 3.419 (a) may be granted, however, for an airplane falling into the foregoing classification, when it shows a marginal item of performance as, for example, when it can meet the rate of climb requirement of § 3.85 (a) for normal climb, but may have difficulty in meeting the angle of climb requirements of § 3.85 (a) for normal climb and/or § 3.85 (c) for balked landing. In this case, it will be permissible to use a lower propeller pitch setting than specified in § 3.419 (a), in order to obtain rated engine r. p. m. at the best angle of climb speed: Provided, Acceptable engine cooling can be demonstrated at the lower speed associated with the best angle of climb. In employing this procedure, consideration should also be given to the following: (1) That the best angle of climb speed for the balked landing condition may be considerably lower than the best angle of climb speed for the normal climb condition. (2) That as a result of subparagraph (1) of this paragraph, the engine would normally have to be part throttled to avoid exceeding rated r. p. m. at the higher speeds, and would therefore develop less than rated power for showing compliance with the normal climb viding that any method used is one which the average pilot may be reasonably expected to duplicate without use of unusual skill or experience, and one which produces equivalent accuracy. The operating procedure which must be followed to achieve the measured performance should in all cases be described in the Airplane Flight Manual. (c) The take-off and climb requirements of §§ 3.84 and 3.85 were written to assure the airplane's ability to clear obstacles in the vicinity of the airport. Consequently, the wing flap used for the airborne portion of the takeoff to the 50-foot height should not exceed that used for the "normal climb condition" of §3.85 (a). However, if the applicant so desires, he may enter additional take-off data in the Airplane Flight Manual in which the flap setting specified in § 3.84 or § 3.85 (a) has been exceeded, provided the portion of the flight path beyond the 50-foot point which will cover the transition to normal climb configuration of § 3.85 (a), is also included. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] § 3.84-2 Measurement of seaplane take-off distances (CAA interpretations which apply to § 3.84 (a)). The standard starting point for the measurement of seaplane take-off distances may be assumed to be the point at which the seaplane has attained an initial speed of three miles per hour during take-off. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] § 3.84-3 Take-off speed (CAA interpretations which apply to § 3.84 (b)). 1.3XVs, or Vr+5 speed should be used for take-off even if throttling back is necessary to prevent exceeding r. p. m. limits. [Supp. 10, 16 F. R. 3283, Apr. 14, 1951] §3.84a Take-off requirements; airplanes of 6,000 lbs. or less. Airplanes having a maximum certificated take-off weight of 6,000 lbs. or less shall comply with the provisions of this section. (a) The elevator control for tail wheel type airplanes shall be sufficient to maintain at a speed equal to 0.8 Vs, an airplane attitude which will permit holding the airplane on the runway until a safe take-off speed is attained. (b) The elevator control for nose wheel type airplanes shall be sufficient to raise the nose wheel clear of the takeoff surface at a speed equal to 0.85 Vs1. (c) The characteristics prescribed in paragraphs (a) and (b) of this section shall be demonstrated with: (1) Take-off power, (2) Most unfavorable weight, (3) Most unfavorable c. g. position. (d) It shall be demonstrated that the airplane will take off safely without requiring an exceptional degree of piloting skill. CLIMB § 3.85 Climb—(a) Normal climb condition. The steady rate of climb at sea level shall be at least 300 feet per minute, and the steady angle of climb at least 1:12 for landplanes or 1:15 for seaplanes with: (1) Not more than maximum continuous power on all engines, (2) Landing gear fully retracted, (3) Wing flaps in take-off position, (4) Cowl flaps in the position used in cooling tests specified in §§ 3.581-3.596. (b) Climb with inoperative engine. All multiengine airplanes having a stalling speed Vs。 greater than 70 miles per hour or a maximum weight greater than 6,000 pounds shall have a steady rate of climb of at least 0.02 Vs2 in feet per minute at an altitude of 5,000 feet with the critical engine inoperative and: (1) The remaining engines operating at not more than maximum continuous power, (2) The inoperative propeller in the minimum drag position, (3) Landing gear retracted, (4) Wing flaps in the most favorable position, (5) Cowl flaps in the position used in cooling tests specified in §§ 3.581-3.596. (c) Balked landing conditions. The steady angle of climb at sea level shall be at least 1:30 with: (1) Take-off power on all engines, (3) Wing flaps in landing position. If rapid retraction is possible with safety without loss of altitude and without requiring sudden changes of angle of attack or exceptional skill on the part of the pilot, wing flaps may be retracted. § 3.85-1 Rate of climb (CAA policies which apply to § 3.85). To meet the requirements of § 3.85 it is necessary that a suitable method be employed for the purpose of determining the rates of climb. The Administrator will accept the following procedure for this purpose: |