{
  "url": "https://openlegislation.uk/air-navigation-hong-kong-order-1995/schedule-15/part-1",
  "json_url": "https://openlegislation.uk/air-navigation-hong-kong-order-1995/schedule-15/part-1.json",
  "legislation": "uksi/1995/2700",
  "legislation_title": "The Air Navigation (Hong Kong) Order 1995",
  "legislation_url": "https://openlegislation.uk/air-navigation-hong-kong-order-1995",
  "path": "schedule/15/part/1",
  "kind": "part",
  "number": "ANNEX TO SCHEDULE 15",
  "heading": "WEIGHT AND PERFORMANCE OF PUBLIC TRANSPORT AEROPLANES HAVING NO PERFORMANCE GROUP CLASSIFICATION IN THEIR CERTIFICATE OF AIRWORTHINESS",
  "text": "Conditions (1) and (2) apply to all aeroplanes to which Regulation 3 applies;\nConditions (3) to (10) apply to all aeroplanes to which Regulation 3 applies—\n(i) of which the specified maximum total weight authorised exceeds 5700 kg, or\n(ii) of which the specified maximum total weight authorised does not exceed 5700 kg and which comply with neither condition (1)(a) nor condition (1)(b);\nConditions (11) to (18) inclusive apply to all aeroplanes to which Regulation 3 applies of which the specified maximum total weight authorised does not exceed 5700 kg and which comply with condition (1)(a) or condition (1)(b) or with both those conditions.\nAll aeroplanes\n(1) Either—\n(a) the wing loading of the aeroplane does not exceed 20 lb per square foot; or\n(b) the stalling speed of the aeroplane in the landing configuration does not exceed 60 knots; or\n(c) the aeroplane, with any one of its power units inoperative and the remanining power unit or units operating within the maximum continuous power conditions specified, is capable of a gradient of climb of at least 1 in 200 at an altitude of 5000 feet in the specified international standard atmosphere.\n(2) The weight of the aeroplane at the commencement of the take-off run does not exceed the maximum take-off weight, if any, specified for the altitude and the air temperature at the aerodrome at which the take-off is to be made.\nAeroplanes of a specified maximum total weight authorised exceeding 5700 kg and aeroplanes of a specified maximum total weight authorised not exceeding 5700 kg which comply with neither condition (1)(a) nor condition (1)(b).\n(3) (a) The distance required by the aeroplane to attain a height of 50 feet, with all power units operating within the maximum take-off power conditions specified, does not exceed the take-off run available at the aerodrome at which the take-off is to be made.\n(b) The distance required by the aeroplane to attain a height of 50 feet with all power units operating within the maximum take-off power conditions specified, when multiplied by a factor of either 1.33 for aeroplanes having two power units or by a factor of 1.18 for aeroplanes having four power units, does not exceed the emergency distance available at the aerodrome at which the take-off is to be made.\n(c) For the purposes of sub-paragraphs (a) and (b) the distance required by the aeroplane to attain a height of 50 feet shall be that appropriate to—\n(i) the weight of the aeroplane at the commencement of the take-off run;\n(ii) the altitude at the aerodrome;\n(iii) the air temperature at the aerodrome;\n(iv) the condition of the surface of the runway from which the take-off will be made;\n(v) the slope of the surface of the aerodrome in the direction of take-off over the take-off run available and the emergency distance available, respectively; and\n(vi) 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.\n(4) (a) The take-off flight path with one power unit inoperative and the remaining power unit or units operating within the maximum take-off power conditions specified, appropriate to—\n(i) the weight of the aeroplane at the commencement of the take-off run;\n(ii) the altitude at the aerodrome;\n(iii) the air temperature at the aerodrome;\n(iv) 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,\nand plotted from a point 50 feet above the end of the appropriate factored distance required for take-off under condition (3)(b) of this Annex at the aerodrome at which the take-off is to be made, shows that the aeroplane will clear any obstacle in its path by a vertical interval of at least 35 feet except that if it is intended that an aeroplane shall change its direction by more than 15° the vertical interval shall be not less than 50 feet during the change of direction.\n(b) For the purpose of sub-paragraph (4)(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 flight does not exceed—\n(i) 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; or\n(ii) 900 metres\nwhichever is the less\n(c) In assessing the ability of the aeroplane to satisfy this condition, it shall not be assumed to make a change of direction of a radius less than a radius of steady turn corresponding to an angle of bank of 15°.\n(5) The aeroplane will, 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 therefrom and with the other power unit or units operating within the maximum continuous power conditions specified, be capable of continuing the flight clearing obstacles within 10 nautical miles either side of the intended track by a vertical interval of at least:\n(a) 1,000 feet when the gradient of the flight path is not less than zero; or\n(b) 2,000 feet when the gradient of the flight path is less than zero,\nto an aerodrome at which it can comply with condition (9), and on arrival over such aerodrome the flight path shall have a gradient of not less than zero at 1,500 feet above the aerodrome.\nFor the purpose of this condition the gradient of climb of the aeroplane shall be taken to be one per cent less than that specified.\n(6) The aeroplane will, in the meteorological conditions expected for the flight, at any point on its route or on any planned diversion therefrom, be capable of climbing at a gradient of at least 1 in 50, with all power units operating within the maximum continuous power conditions, specified at the following altitudes—\n(a) the minimum altitudes for safe flight on each stage of the route to be flown or of any planned diversion therefrom specified in, or calculated from the information contained in, the operations manual relating to the aeroplane; and\n(b) the minimum altitudes necessary for compliance with conditions (5) and (7), as appropriate.\n(7) If, on the route to be flown or any planned diversion therefrom, the aeroplane will be engaged in a flight over water during which at any point it may be more than 90 minutes flying time in still air from the nearest shore, it will in the event of two power units becoming inoperative during such time and with the other power unit or units operating within the maximum continuous power conditions specified be capable of continuing the flight having regard to the meteorological conditions expected for the flight, clearing all obstacles within 10 nautical miles either side of the intended track by a vertical interval of at least 1,000 feet, to an aerodrome at which a safe landing can be made.\n(8) The landing weight of the aeroplane will not exceed the maximum landing weight, if any, 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.\n(9) The distance required by the aeroplane to land from a height of 50 feet does not, at the aerodrome at which it is intended to land, exceed 60 per cent of the landing distance available on—\n(i) the most suitable runway for a landing in still air conditions; and\n(ii) the runway that may be required for landing because of the forecast wind conditions; provided that if an alternative aerodrome is designated in the flight plan the landing distance required at the aerodrome at which it is intended to land shall not exceed 70 per cent of that available on the runway.\nThe distance required to land from a height of 50 feet shall be taken to be that appropriate to—\n(a) the landing weight;\n(b) the altitude at the aerodrome;\n(c) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome;\n(d) (i) a level surface in the case of runways usable in both directions;\n(ii) the average slope of the runway in the case of runways usable in only one direction; and\n(e) (i) still air conditions in the case of the most suitable runway for a landing in still air conditions; and\n(ii) 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.\n(10) The distance required by the aeroplane to land from a height of 50 feet does not, at any alternate aerodrome, exceed 70 per cent of the landing distance available on—\n(i) the most suitable runway for a landing in still air conditions; and\n(ii) the runway that may be required for landing because of the forecast wind conditions.\nFor the purpose of these conditions the distance required to land from a height of 50 feet shall be determined in the manner provided in condition (9).\nAeroplanes of a specified maximum total weight authorised not exceeding 5,700 kg and which comply with either condition (1)(a) or condition (1)(b), or with both these conditions.\n(11) If the aeroplane is engaged in a flight at night or when the cloud ceiling or visibility prevailing at the aerodrome of departure and forecast for the estimated time of landing at the aerodrome of destination or at any alternate aerodrome are less than 1,000 feet and one nautical mile respectively, it will, with any one of its power units inoperative and the remaining power unit or units operating within the maximum continuous power conditions specified, be capable of climbing at a gradient of at least 1 in 200 at an altitude of 2,500 feet in the specified international standard atmosphere.\n(12) (a) The distance required by the aeroplane to attain a height of 50 feet, with all power units operating within the maximum take-off power conditions specified, does not exceed the take-off run available at the aerodrome at which the take-off is to be made;\n(b) The distance required by the aeroplane to attain a height of 50 feet, with all power units operating within the maximum take-off power conditions specified, when multiplied by a factor of 1.33 does not exceed the emergency distance available at the aerodrome at which the take-off is to be made;\n(c) For the purposes of sub-paragraphs (a) and (b) the distance required by the aeroplane to attain a height of 50 feet shall be that appropriate to—\n(i) the weight of the aeroplane at the commencement of the take-off run;\n(ii) the altitude at the aerodrome;\n(iii) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome or, if greater, the air temperature at the aerodrome less 15° centigrade;\n(iv) the slope of the surface of the aerodrome in the direction of take-off over the take-off run available and the emergency distance available respectively; and\n(v) 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.\n(13) The take-off flight path, with all power units operating within the maximum take-off power conditions specified, appropriate to—\n(i) the weight of the aeroplane at the commencement of the take-off run;\n(ii) the altitude at the aerodrome;\n(iii) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome, or, if greater, the air temperature at the aerodrome less 15° centigrade; and\n(iv) 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 plotted from a point 50 feet above the end of the factored distance required for take-off under condition (12)(b), at the aerodrome at which the take-off is to be made, shows that the aeroplane will clear any obstacle lying within 60 metres plus half the wing span of the aeroplane on either side of its path by a vertical interval of at least 35 feet. In assessing the ability of the aeroplane to satisfy this condition it shall not be asssumed to make a change of direction of a radius less than a radius of steady turn corresponding to an angle of bank of 15°.\n(14) The aeroplane will, 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 therefrom and with the other power unit or units, if any, operating within the maximum continuous power conditions specified, be capable of continuing the flight so as to reach a point above a place at which a safe landing can be made at a suitable height for such landing.\n(15) The aeroplane will, in the meteorological conditions expected for the flight, at any point on its route or any planned diversion therefrom, be capable of climbing at a gradient of at least 1 in 50, with all power units operating within the maximum continuous power conditions specified at the following altitudes—\n(a) the minimum altitudes for safe flight on each stage of the route to be flown or on any planned diversion therefrom specified in, or calculated from, the information contained in the operations manual relating to the aeroplane; and\n(b) the minimum altitudes necessary for compliance with condition (14).\n(16) If on the route to be flown or any planned diversion therefrom the aeroplane will be engaged in a flight over water during which at any point it may be more than 30 minutes flying time in still air from the nearest shore, it will, in the event of one power unit becoming inoperative during such time and with the other power unit or units operating within the maximum continuous power conditions specified, be capable of climbing at a gradient of at least 1 in 200 at an altitude of 5,000 feet in the specified international standard atmosphere.\n(17) The landing weight of the aeroplane will not exceed the maximum landing weight, if any, 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.\n(18) The distance required by the aeroplane to land from a height of 50 feet does not at the aerodrome at which it is intended to land and at any alternate aerodrome exceed 70 per cent, or, if a visual approach and landing will be possible in the meteorological conditions forecast for the estimated time of landing, 80 per cent of the landing distance available on—\n(i) the most suitable runway for a landing in still air conditions; and\n(ii) the runway that may be required for landing because of the forecast wind conditions.\nThe distance required to land from a height of 50 feet shall be taken to be that appropriate to—\n(a) the landing weight;\n(b) the altitude at the aerodrome;\n(c) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome;\n(d) (i) a level surface in the case of runways usable in both directions;\n(ii) the average slope of the runway in the case of runways usable in only one direction; and\n(e) (i) still air conditions in the case of the most suitable runway for a landing in still air conditions;\n(ii) 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.",
  "extent": null,
  "status": null,
  "version": "current",
  "annotations": [],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/uksi/1995/2700/schedule/15/part/1",
    "retrieved_at": "2026-10-29T12:59:51.428258+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}