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6. The landing weight of the aeroplane will not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the aerodrome at which it is intended to lead and at any alternate aerodrome,
7. The distance required by the aeroplane to lend from a height of 50 feet does not, at the aerodrome at which it is intended to land and at any alternate acrodrame, exceed 70 per cent of the landing distance available on the most suitable runway for a landing in still air conditions, or on the runway that may be required for landing because of the forecast wind conditions, and for the purposes of this condition the distance requires to land from a height of 50 feet shall be taken to be that specified as being appropriate to-
(a) the landing weight;
(b) the altitude at the serodrome;
(c) the expected air temperature for the estimated time of landing at the
aerodrome;
600) a level surface in the case of runways usable in both directions: (ii) the average slope of the runway in the case of runways usable in only one direction; and
(e) () still air conditions in the case of the most suitable runway for a
landing in still air conditions:
(i) not more than 50 per cent of the forecast wind component opposiu to the direction of landing or pot less than 150 per cent of the foren wind component in the direction of landing In the case of the suosay that may be required for landing because of the forecast wind conditions.
FOURTH SCHEDULE.
CONDITIONS APPLICABLE TO AEROPLANES CLASSIFIED AS AEROPLANES OF PERFORMANCE GROUP X IN THEIR CERTIFICATES OF AIRWORTHINESS,
[rey, 9]
1. (1) That weight does not exceed the maximum take-off weight specified for the altitude at the aerodrome at which the take-off is to be made, or for the altitude and the air temperature at such aerodrome, as the case may be. (2) The minimum effective take-off runway length required, specified as being appropriate to-
(a) the weight of the aeroplane at the commencement of the take-off rom: (5) the altitude at the aerodrome:
(c) the air temperature at the time of take-off:
(d) the overall slope of the take-off run available; and
(e) not more than 50 per cent of the reported wind component opposite
the direction of take-off or not less than 150 per cent of the reposted wind component in the direction of take-off,
does not exceed the take-off run available at the aerodrome at which the take-off is to be made.
(3) (4) The take-off flight path with one power unit inoperative, specified
as being appropriate to
(1) the weight of the aeroplane at the commencement of the lake-of
Jun;
(ii) the altitude at the aerodrome; and
(iii) not more than 50 per cent of the reported wind component opposit to the direction of take-off or not less than 150 per cent of the reparted wind component in the direction of take-off,
and plotted from a point 50 feet above the end of the minimum effecting Lake-off runway length required at the aerodrome at which the take ci
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is to be made, shows that the seroplane will thereafter clear any obstacle in its path by a vertical interval of not less than the greater of 50 [pet or 35 feet plus one-hundredth of the distance from the point on the ground below the intended Line of Bight of the aeroplane nearest to the obstacle to the end of the take-off distance available, measured along the intended line of flight of the acroplane.
(b) For the purpose of sub-paragraph (a) an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point on the ground below the intended line of fight does not exceed
(a distance of 200 feet plus half the wing span of the aeroplane plus one-eighth of the distance from such poini to the end of the lake-off distance available, measured along the intended line of light; or (0 5,000 feet,
whichever is the less.
[c] In assessing the ability of the aeroplane to satisfy this condition, insofar as it relates to flight path, it shall not be assumed to make a change of direction of a radius less than the radius of steady turn corresponding to an angle of bank of 15".
1. (1) (a) Subject to sub-paragraph (b), the weight of the aeroplane at any point on the route or any planned diversion therefrom, having regard to the fuel and oil expected to be consumed up to that point, shall be such that the aeroplane, with one power unit inoperative and the other power upit or units operating within the maximum continuous power conditions specified, will be capable of a rate of climb of at least K(Vso/100)2 feet per minute at an altitude not less than the minimum altitude for safe Bight stated in or calculated from the information contained in the operations manual, where Vso is in knots and K has the value of 197-1060/N, N being the number of power units installed,
(6) As an alternative to sub-paragraph (a), the scroplane may be flown at an altitude from which, in the event of failure of one power unit, it is capable of reaching an aerodrome where a landing can be made in accordance with paragraph (2) of condition 3 relating to an alternate aerodrome. In that case, the weight of the aeroplane shall be such thar. with the remaining power unit or units operating within the maximum continuous power conditions specified, it is capable of maintaining a minimum altitude on the route" to such aerodrome of 2,000 feel above ali obstacles within 5 nautical miles on either side of the intended track; доб
(i) the rate of climb, specified for the appropriate weight and altitude, used in calculating the flight path shall be reduced by an amount equal to K(Vso/100)2 feet per minute;
(ii) the aeroplane shall comply with the climb requirements of sub- paragraph (o) at 1,000 feet above the chosen aerodrome;
(ii) account shall be taken of the effect of wind and temperature on the flight path: and
(iv) the weight of the aeroplane may be assumed to be progressively reduced by normal consumption of fuel and oil.
(2) An aeroplane having four power units shall, if any two power units become inoperative at any point along the route or any planned diversion therefrom, being a point more than 90 minutes flying time (assuming all power units to be operating) from the nearest aerodrome at which a landing can be made in compliance with paragraph (2) of condition 3 relating to an alternate aerodrome, be capable of continuing the flight at an altitude of not less than 1,000 feet above ground level to a point above that aerodrome. In assessing the ability of the aeroplane to satisfy this condition, it shall be assumed that the remaining power units will operate within the specified glasimum continuous power conditions, and account shall be taken of the temperature and wind conditions expected for the flight.