Group A conditions

With reference to Article 17 of the Order a public transport aeroplane classified in the certificate of airworthiness relating Civil Aviation 79 to the aeroplane issued or rendered valid by the Governor as an aeroplane of performance group A shall not fly or attempt to fly unless the weight of the aeroplane at the commencement of the take-off run is such that the following conditions are satisfied– (1) Such weight does not exceed the maximum take-off weight ascertained by reference to the flight manual relating to the aeroplane issued or rendered valid by the Governor as being appropriate to the height above mean sea level and the air temperature at the aerodrome at which the take-off is to be made. (2) The take-off run required, the take-off distance required and the take-off emergency distance required ascertained by reference to the said flight manual as being appropriate to– (a) the of the at the commencement of the take-off run; (b) the height above mean sea level of the aerodrome; (c) either the air temperature at the time of take- off or a temperature approved in respect of the aerodrome by the Governor; (d) the surface gradient 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 emergency distance available, respectively; (e) not more than fifty per cent. of the reported wind component opposite to the direction of take-off or not less than one hundred and fifty per cent. of the reported wind component in the direction of take-off, 80 Civil Aviation do not exceed the take-off run available, the take-off distance available and the emergency distance available, respectively, at the aerodrome at which the take-off is to be made; the ratio of power failure speed of the aeroplane, ascertained by reference to the said flight manual, to take-off safety speed of the aeroplane similarly ascertained, used in ascertaining the take- off emergency distance required being not less than that used in ascertaining the take-off distance required. (3) The net take-off flight path with one power unit inoperative, ascertained by reference to the said flight manual as being appropriate to– (a) the of the at the commencement of the take-off run; (b) the height above mean sea level of the aerodrome; (c) either the air temperature at which the take-off is to be made or a temperature approved in respect of the aerodrome by the Governor; (d) not more than fifty per cent of the reported wind component opposite to the direction of take-off or not less than one hundred; and (e) fifty percent of the reported wind component in the direction of take-off, and plotted from a point 50 feet above the end of the take- off distance required at the aerodrome at which the take-off is to be made to the point at which the aeroplane reaches the minimum altitude for safe flight on the first stage of the route to be flown stated in or calculated from the information contained in the operations manual, shows that the aeroplane will clear any obstacle in its path by a vertical interval of at least 35 feet plus 1/200 of the distance from the point on the ground below the intended line of flight of the aeroplane nearest to the Civil Aviation 81 obstacle to the end of the take-off distance, available, measured along the intended line of flight of the aeroplane, and if it is intended that the aeroplane shall change its direction of flight by more than 15° before reaching such minimum altitude for safe flight, also shows that the aeroplane while changing its direction will clear any obstacle in its path by a vertical interval of at least 100 feet, after allowing for the reduction in the gradient of climb applicable to such change in direction specified in the said flight manual. (4) For the purpose of subregulation (3) 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) a distance of 200 feet plus half the wing span of the aeroplane plus 1/8 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 (b) 5,000 feet whichever is the less. (5) In assessing the ability of the aeroplane to satisfy the condition in subregulation (4), it shall not be assumed to make a change of direction of a radius less than the radius of steady turn specified in the said flight manual. (6) 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, 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 flight stated in, or calculated from, the information contained in the operations manual, to a point 1,500 feet above an aerodrome at 82 Civil Aviation 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 flying at any point on its route at an altitude exceeding the performance ceiling with all power units operating ascertained by reference to the said flight manual as being appropriate to its estimated weight at that point. (7) 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 ninety 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 operating 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. (8) The weight of the aeroplane at the intended time of landing (hereinafter in this regulation called “the landing weight”), calculated by deducting the estimated weight of the fuel expected to be used on the flight 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 flight 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. (9) 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; Civil Aviation 83 (c) either the air temperature at the aerodrome forecast for the estimated time of landing or a temperature approved in respect of the aerodrome by the Governor; (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 seventy per cent. of the landing distance available at the aerodrome at which it is intended to land or at any alternate aerodrome. (10) 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 temperature at the aerodrome forecast for the estimated time of landing or a temperature approved in respect of the aerodrome by the Governor; (d) not more than fifty per cent. of the forecast wind component opposite to the direction of landing or not more than one hundred and fifty 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, 84 Civil Aviation does not exceed seventy 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