Paragraph 1 Weight and performance of public transport aeroplanes designated as aeroplanes of performance group A or performance group B
For the purposes of article 44(6) an aeroplane registered in the United Kingdom, in respect of which there is in force under article 44(5) a permission in which the aeroplane is designated as being of performance group A or performance group B, shall not fly for the purpose of public transport unless the weight of the aeroplane at the commencement of the take-off run is such that the following requirements are satisfied—
That weight shall not exceed the maximum take-off weight specified for the altitude and the air temperature at the aerodrome at which the take-off is to be made.
Subject to sub-paragraph (3) the take-off run, take-off distance and the accelerate-stop distance respectively required for take-off, specified as being appropriate to—
the weight of the aeroplane at the commencement of the take-off run;
the altitude at the aerodrome;
the air temperature at the aerodrome;
the condition of the surface of the runway from which the take-off will be made;
the slope of the surface of the aerodrome in the direction of take-off over the take-off run available, the take-off distance available and the accelerate-stop distance available, respectively; and
not more than 50 per cent. of the reported wind component opposite to the direction of take-off or not less than 150 per cent. of the reported wind component in the direction of take-off,
shall not exceed the take-off run, the take-off distance and the accelerate-stop distance available, respectively, at the aerodrome at which the take-off is to be made.
In ascertaining the accelerate-stop distance available required pursuant to sub-paragraph (2), the point at which the pilot is assumed to decide to discontinue the take-off shall not be nearer to the start of the take-off run than the point at which, in ascertaining the take-off run required and the take-off distance required, he is assumed to decide to continue the take-off, in the event of power unit failure.
The net take-off flight path of the aeroplane with one power unit inoperative, specified as being appropriate to—
the weight of the aeroplane at the commencement of the take-off run;
the altitude at the aerodrome;
the air temperature at the aerodrome; and
not more than 50 per cent. of the reported wind component opposite to the direction of take-off or not less than 150 per cent. of the reported wind component in the direction of take-off; and
which is plotted from a point 35 feet or 50 feet, as appropriate, above the end of the take-off distance required at the aerodrome at which the take-off is to be made to a height of 1,500 feet above the aerodrome shall show that the aeroplane will meet the requirement of sub-paragraph (5).
Subject to sub-paragraphs (6) and (7) the requirement referred to in sub-paragraph (4) is that the aeroplane shall clear any obstacle in its path by a vertical interval of at least 35 feet; and if it is intended that the aeroplane shall change its direction of flight by more than 15° before reaching 1,500 feet the vertical interval shall not be less than 50 feet during the change of direction.
For the purpose of sub-paragraph (5) 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 flight of the aeroplane does not exceed—
a distance of 60 metres plus half the wing span of the aeroplane plus one eighth of the distance from such point to the end of the take-off distance available measured along the intended line of flight of the aeroplane; or
900 metres,
whichever is the less.
In assessing the ability of the aeroplane to satisfy sub-paragraph (5), it shall not be assumed the aeroplane will make a change of direction of a radius less than the specified radius of steady turn.
The aeroplane shall meet the requirements referred to in sub-paragraph (9) in the meteorological conditions expected for the flight, in the event of any one power unit becoming inoperative at any point on its route or on any planned diversion from it and with the other power unit or units operating within the maximum continuous power conditions specified.
Subject to sub-paragraphs (10) and (11) the requirements referred to in sub-paragraph (8) are that the aeroplane shall:
be capable of continuing the flight, clearing by a vertical interval of at least 2,000 feet obstacles within 10 nautical miles either side of the intended track, to an aerodrome at which it can comply with sub-paragraphs (20) or (21), as appropriate, relating to an alternate aerodrome; and
on arrival over such aerodrome the gradient of the specified net flight path with one power unit inoperative shall not be less than zero at 1,500 feet above the aerodrome.
In assessing the ability of the aeroplane to satisfy sub-paragraph (9) it shall not be assumed to be capable of flying at an altitude exceeding the specified maximum permissible altitude for a power unit restarting.
If the operator of the aeroplane is satisfied, taking into account the navigation aids which can be made use of by the aeroplane on the route, that the commander of the aeroplane will be able to maintain his intended track on that route within a margin of 5 nautical miles, sub-paragraph (9) shall have effect as if 5 nautical miles were substituted for 10 nautical miles.
If the aeroplane has three or more power units, it shall meet the requirements referred to in sub-paragraph (13):
in the meteorological conditions expected for the flight; and
in the event of any two power units becoming inoperative at any point:
along the route; or
on any planned diversion from the route which is more than 90 minutes flying time in still air, at the all power units operating economical cruise speed, from the nearest aerodrome at which it can comply with sub-paragraphs (20) or (21), as appropriate, relating to an alternate aerodrome.
Subject to sub-paragraphs (14) and (15), the requirements referred to in sub-paragraph (12) are that the aeroplane shall:
be capable of continuing the flight with all other power units operating within the specified maximum continuous power conditions, clearing by a vertical interval of at least 2,000 feet obstacles within 10 nautical miles either side of the intended track to such an aerodrome; and
on arrival over such an aerodrome the gradient of the specified net flight path with two power units inoperative shall not be less than zero at 1,500 feet above the aerodrome.
In assessing the ability of the aeroplane to satisfy sub-paragraph (13) it shall not be assumed to be capable of flying at an altitude exceeding the specified maximum permissible altitude for power unit restarting.
If the operator of the aeroplane is satisfied, taking into account the navigation aids which can be made use of by the aeroplane on the route, that the commander of the aeroplane will be able to maintain his intended track on that route within a margin of 5 nautical miles, sub-paragraph (13) shall have effect as if 5 nautical miles were substituted for 10 nautical miles.
Unless it is flying under, and in accordance with, the terms of any written permission granted by the CAA to the operator under this paragraph, an aeroplane having:
two power units and a maximum total weight authorised which exceeds 5,700 kg; and
which is not limited by its certificate of airworthiness to the carriage of less than 20 passengers,
shall meet the requirements of sub-paragraph (17).
The requirements referred to in sub-paragraph (16) are that the aeroplane shall, in the meteorological conditions expected for the flight:
be not more than 60 minutes flying time, at the normal one engine inoperative cruise speed in still air, from the nearest aerodrome at which it can comply with sub-paragraphs (20) or (21), as appropriate, relating to an alternate aerodrome, at any point along:
the route; or
any planned diversion from it.
An aeroplane having either:
two power units and a maximum total weight authorised of 5,700kg or less; or
two power units and a maximum total weight authorised of more than 5,700kg but which is limited by its certificate of airworthiness to the carriage of less than 20 passengers,
shall, in the meteorological conditions expected for the flight, be not more than 90 minutes flying time in still air, at the all power units operating economical cruise speed, from the nearest aerodrome at which it can comply with sub-paragraphs (20) or (21), as appropriate, relating to an alternate aerodrome.
The landing weight of the aeroplane shall 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 land and at any alternate aerodrome.
Subject to sub-paragraphs (22) and (23), in the case of a turbine-jet powered aeroplane the landing distance required shall not exceed, at the aerodrome at which it is intended to land or at any alternate aerodrome, as the case may be, the landing distance available on—
the most suitable runway for a landing in still air conditions; and
the runway that may be required for landing because of the forecast wind conditions.
Subject to sub-paragraphs (22) and (23), in the case of an aeroplane powered by turbine propeller or piston engines the landing distances required, respectively specified as being appropriate to the aerodrome at which it is intended to land and at any alternate aerodrome, shall not exceed at the aerodrome at which it is intended to land or at any such alternate aerodrome, as the case may be, the landing distance available on—
the most suitable runway for a landing in still air conditions; and
the runway that may be required for landing because of the forecast wind conditions.
If an alternative aerodrome is designated in the flight plan, the specified landing distance required may be that appropriate to that alternative aerodrome when assessing the ability of the aeroplane to satisfy sub-paragraphs (20) and (21) at the aerodrome of destination.
For the purposes of sub-paragraphs (20), (21) and (22) the landing distance required shall be that specified as being appropriate to—
the landing weight;
the altitude of the aerodrome;
the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome;
a level surface in the case of runways usable in both directions or the average slope of the runway in the case of runways usable in only one direction; and
still air conditions in the case of the most suitable runway for a landing in still air conditions and not more than 50 per cent. of the forecast wind component opposite to the direction of landing or not less than 150 per cent. of the forecast wind component in the direction of landing in the case of the runway that may be required for landing because of the forecast wind conditions.