32
(4) The aeroplane will in the meteorological conditions expected for the flight, in the event of any one power unit becom- ing inoperative at any point on its route or on any planned diversion therefrom, be capable of continuing the flight, with the other power units operating within the maximum continuous power conditions specified in the said flight manual, at altitudes not less than the relevant minimum altitudes for safe Night stated in, or calculated from, the information contained in the operations manual, to a point 1,500 feet above an aerodrome at which a safe landing can be made and after arrival at that point it will be capable of maintaining that height:
Provided that in assessing the ability of the aeroplane to satisfy this condition it shall not be assumed to be capable of dying at any point on its route at an altitude exceeding the per- formance ceiling with all power units operating ascertained by reference to the said flight manual as being appropriate to its estimated weiglu at that point.
(s) The aeroplane will, if it has four or more power units, in the event of any two power units becoming inoperative at any point along the route or on any planned diversion therefrom more than go minutes flying time with all power units operating from the nearest aerodrome at which a safe landing can be made, be capable of continuing the flight with all other power units operat ing within the maximum continuous power conditions specified in the said flight manual at a height of not less than 1,000 feet above ground level to a point above such an aerodrome.
(6) The weight of the aeroplane at the intended time of land- ing (hereinafter in this regulation called "the landing weight"), calculated by deducting the estimated weight of the fuel expected to be used on the fight from its weight at the commencement of the take-off run, will not exceed any of the maximum landing weights ascertained by reference to the said fight manual as being appropriate to the heights above mean sea level of and the air temperatures forecast for the estimated times of landing at the aerodrome at which it is intended to land and at any alternate aerodrome.
(7) The landing distance ascertained by reference to the said Aight manual as being appropriate to-
(a) the landing weight;
33
(b) the height above mean sea level of the serodrome;
(c) either the air temperature at the aerodrome forecast for de estimated time of landing or a temperature approved in respect of the aerodrome by the Director;
(d) still air conditions;
(e) the average slope of the surface of the aerodrome in the direction of landing over the landing distance available;
does not exceed 70 per cent, of the landing distance available at the aerodrome at which it is intended to land or at any alternate aerodrome.
(8) The landing distance ascertained by reference to the said flight manual as being appropriate to-
(a) the landing weight;
(b) the height above mean sea level of the aerodrome;
(c) either the air tenperature at the aerodrome forecast fur the estimated time of landing or a temperature approved in respect of the aerodrome by the Director;
(d) not more than 50 per cent. of the forecast wind com- ponent opposite to the direction of landing or not more Than 150 per cent, of the forecast wind component in the direction of landing;
(e) the average slope of the surface of the aerodrome in the direction of landing over the landing distance available;
does not exceed 70 per cent, of the landing distance available at the aerodrome at which it is intended to land or at any alternate aerodrome.
Requirements as to the Weight and Performance of Public Transport Aeroplanes classified as Aeroplanes of Performance Group C or of Performance Group D in their Certificates of Airworthiness.
37. With reference to Article 17 of the Order a public transport aeroplane classified in the certificate of airworthiness relating to the aeroplane issued or rendered valid by the Director as an aeroplane of performance group C or of performance