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(a) Except as provided in paragraphs (b), (c), and (d), this Subpart prescribes aeroplane performance operating limitations applicable to aeroplanes used in performing air operations.
(b) Rules 125.229 through to and including 125.235 do not apply to propeller-powered aeroplanes, certificated to—
(1) FAR Part 23 normal category or equivalent airworthiness standards; or
(2) SFAR 23 airworthiness standards or equivalent standards.
(c) Rules 125.209, 125.213, 125.223, and 125.225 do not apply to propeller-powered aeroplanes, certificated to—
(1) SFAR 41 standards or equivalent airworthiness standards; or
(2) FAR Part 23 commuter category airworthiness standards or equivalent airworthiness standards; or
(3) FAR Part 135 Appendix A airworthiness standards.
(d) Aeroplanes that cannot fully comply with the requirements of this Subpart may be approved to operate under alternative performance operating limitations.
Each holder of an air operator certificate must ensure that each aeroplane it operates that is certificated to FAR Part 25 airworthiness standards or equivalent airworthiness standards, complies with the aeroplane performance operating limitations prescribed in Subpart D of Part 121.
Each holder of an air operator certificate must ensure that, for each aeroplane it operates—
(1) the take-off weight at the start of its take-off is not greater than the weight permitted under this Subpart for the flight to be undertaken allowing for the expected reductions in weight as the flight proceeds; and
(2) the performance data used to determine compliance with the performance requirements of this Subpart is—
(i) contained in the aeroplane flight manual; or
(ii) in the case of contaminated landing distance data, provided by the aeroplane manufacturer and acceptable to the Director.
(a) Each holder of an air operator certificate must ensure that, for each aeroplane it operates—
(1) the take-off weight does not exceed the maximum take-off weight specified in the flight manual; and
(2) the take-off distance required does not exceed 85% of the takeoff run available.
(b) When calculating the take-off weight and distance to determine compliance with paragraph (a), the holder of an air operator certificate must take account of—
(1) the take-off run available; and
(2) the weight of the aeroplane at the commencement of the take-off run; and
(3) the pressure altitude of the aerodrome; and
(4) ambient temperature at the aerodrome; and
(5) the type of runway surface and the runway surface condition; and
(6) the runway slope in the direction of take-off; and
(7) not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component.
Each holder of an air operator certificate must ensure that, unless performance data is available that authorises an alternative, the take-off distance calculated for a runway surface type under rule 125.209(b)(5) or rule 125.229(c)(4) and the landing distance calculated under rule 125.223(c)(3) and rule 125.233(c)(3)—
(1) are corrected for use of other runway surface types by applying the factors in Table 1; and
(2) are corrected for runway slope by—
(i) increasing the take-off distance by 5% for each 1% of uphill slope up to a maximum of 3% upslope; or
(ii) decreasing the landing distance by 5% for each 1% of uphill slope up to a maximum of 3% upslope; or
(iii) decreasing the take-off distance by 5% for each 1% downslope up to a maximum of 3% downslope; or
(iv) increasing the landing distance by 5% for each 1% downslope up to a maximum of 3% downslope.
| Surface Type | Take-off Distance Factor | Accelerate Stop Distance Factor | Landing Distance Factor |
|---|---|---|---|
| Paved | x 1.00 | x 1.00 | x 1.00 |
| Coral | x 1.00 | x 1.03 | x 1.05 |
| Metal | x 1.05 | x 1.06 | x 1.08 |
| Rolled earth | x 1.08 | x 1.14 | x 1.16 |
| Grass | x 1.14 | x 1.20 | x 1.18 |
(a) Each holder of an air operator certificate must ensure that, for each aeroplane it operates under IFR and, in the case of an aeroplane with two or more engines, assuming that the critical engine is inoperative, all obstacles within the net take-off flight path are cleared vertically by at least 50 feet.
(b) For the purpose of paragraph (a), an obstacle is deemed to be within the net take-off flight path if the lateral distance from the obstacle to the intended line of flight does not exceed—
(1) where the intended flight path does not require a track change exceeding 15°—
(i) 45 m plus 0.10D, to a maximum of 600 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 300 m; or
(ii) for day operations in VMC, 30 m plus 0.10D to a maximum of 600 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 300 m.
(2) where the intended flight path requires a track change exceeding 15◦—
(i) 45 m plus 0.10D, to a maximum of 900 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 600 m; or
(ii) for day operations in VMC, 30 m plus 0.10D to a maximum of 600 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 300 m.
(c) For the purpose of paragraph (b), D is the horizontal distance the aeroplane will travel from the end of the take-off distance available.
(d) When calculating the net take-off flight path in accordance with paragraph (a), the holder of an air operator certificate must ensure that—
(1) the following factors are taken into account—
(i) take-off weight at the commencement of the take-off run; and
(ii) aerodrome elevation; and
(iii) pressure altitude at the aerodrome when the atmospheric pressure varies by more than 1% from the International Standard Atmosphere; and
(iv) ambient temperature at the aerodrome; and
(v) not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component; and
(2) a track change is not made before a height of 50 feet above the take-off surface has been achieved; and
(3) unless otherwise authorised by the Director—
(i) a bank angle exceeding 15° is not made before a height of 50 feet above the take-off surface has been achieved; and
(ii) the bank angle up to and including a height of 400 feet above the take-off surface does not exceed 20°; and
(iii) the bank angle above a height of 400 feet above the takeoff surface does not exceed 25°; and
(4) allowance is made for—
(i) the effect of the bank angle on operating speeds and flight path; and
(ii) distance increments resulting from increased operating speeds; and
(iii) retention of stall margin and loss of climb gradient in accordance with rule 125.215.
Each holder of an air operator certificate must, unless performance data is available that authorises an alternative, for compliance with rule 125.213(d)(4)(iii), retain stall margin and calculate loss of climb gradient by applying the factors in Table 2.
| Bank angle | Speed correction | Gradient correction |
|---|---|---|
| 15° to 19° | V2 | 1 x Aeroplane flight manual 15° gradient loss |
| 20° to 24° | V2 + 5 knots | 2 x Aeroplane flight manual 15° gradient loss |
| 25° | V2 + 19 knots | 3 x Aeroplane flight manual 15° gradient loss |
(a) Each holder of an air operator certificate must ensure that, for each aeroplane it operates having two or more engines, the aeroplane is capable of continuing flight at a positive slope at or above the relevant minimum safe altitudes, to a point 1000 feet above an aerodrome at which the performance requirements can be met under the following conditions—
(1) in the forecasted meteorological conditions expected for the flight; and
(2) with the critical engine inoperative; and
(3) with the remaining engines operating within the maximum continuous power conditions specified.
(b) When calculating the en-route limitations in accordance with paragraph (a), the holder of an air operator certificate must ensure—
(1) the aeroplane is not assumed to be flying at an altitude exceeding that at which the rate of climb is not less than 300 feet per minute with all engines operating within the maximum continuous power conditions specified in the aeroplane flight manual; and
(2) the assumed en-route gradient with one engine inoperative is the gross-gradient-minus-0.5% gradient.
(a) Each holder of an air operator certificate must ensure that each aeroplane it operates with two engines is not more than 90 minutes away from an aerodrome at which the performance requirements specified in the aeroplane flight manual applicable at the expected landing weight are met.
(b) Except as provided in paragraph (c), the holder of an air operator certificate must ensure that each aeroplane it operates with three or more engines is not more than 90 minutes away from an aerodrome at which the performance requirements specified in the aeroplane flight manual applicable at the expected landing weight are met.
(c) A holder of an air operator certificate may operate an aeroplane with three or more engines more than 90 minutes away from an aerodrome at which the performance requirements specified in the aeroplane flight manual applicable at the expected landing weight are met, provided that—
(1) the two engine inoperative en-route flight path data permits the aeroplane to continue the flight, in the expected meteorological conditions, from the point where two engines are assumed to fail simultaneously, to an aerodrome at which it is possible to land using the prescribed procedure for a landing with two engines inoperative; and
(2) the net flight path, taking into account the effect of icing protection systems if the meteorological conditions require their operation—
(i) has a positive slope at the minimum safe altitude of the route to be flown; or
(ii) based on the gross-gradient-minus-0.5% gradient and failure of the two engines at the most critical en-route point, clears all terrain and obstructions within, except as otherwise provided in paragraph (d), 10 NM of the intended track by at least 2000 feet vertically; and
(3) the net flight path has a positive slope at an altitude of 1500 feet above the aerodrome where the landing is assumed to be made after the failure of two engines; and
(4) the expected weight of the aeroplane at the point where the two engines are assumed to fail is not less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of at least 1500 feet directly over the aerodrome and thereafter to fly level for at least 15 minutes.
(d) If the pilot is able, by the use of radio navigation aids, to maintain the intended track by a margin of 5 NM the distance of 10 NM required by paragraph (c)(2)(ii) may be reduced to 5 NM.
(e) When calculating compliance with paragraph (c), the holder of an air operator certificate must assume the two engines fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard temperature and still air, away from an aerodrome at which the performance requirements applicable at the expected landing weight are met.
Each holder of an air operator certificate must ensure that, for each aeroplane it operates—
(1) the landing weight of the aeroplane does not exceed the maximum approach and landing-climb weight, taking into account the altitude and the ambient temperature expected for the estimated time of landing at a destination and alternate aerodrome; and
(2) for instrument approaches with decision heights below 200 feet, the approach weight of the aeroplane, taking into account the take-off weight and the fuel expected to be consumed in flight, allows a missed approach net-climb-gradient, assuming that the critical engine is inoperative in the approach configuration, of—
(i) at least 2.5%; or
(ii) at least the net-climb gradient required to clear any obstacles in the missed approach flight path in accordance with rule 125.213.
(a) Each holder of an air operator certificate must ensure that, for each aeroplane it operates, the landing weight for the estimated time of landing will not exceed the landing weight specified in the aeroplane flight manual.
(b) Each holder of an air operator certificate must ensure that, for each aeroplane it operates, the landing weight of the aeroplane for the estimated time of landing at the destination aerodrome and at any alternate aerodrome allows a full-stop landing from 50 feet above the threshold within—
(1) for aeroplanes at or below 5700 kg MCTOW, 85% of landing distance available; and
(2) for aeroplanes above 5700 kg MCTOW, 70% of the landing distance available.
(c) When calculating the landing weight in accordance with paragraph (b), the holder of an air operator certificate must take account of—
(1) aerodrome elevation; and
(2) ambient temperature at the aerodrome; and
(3) the type of runway surface and the runway surface condition ; and
(4) the runway slope in the direction of landing; and
(5) not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component.
(d) For dispatch of an aeroplane to land in accordance with paragraphs (b) and (c), it must be assumed that the aeroplane will land on the most favourable runway taking into account—
(1) the forecast meteorological conditions; and
(2) surrounding terrain; and
(3) approach and landing aids; and
(4) obstacles within the missed approach flight path.
(e) If the holder of an air operator certificate is unable to comply with paragraph (d) for the destination aerodrome, the aeroplane may be dispatched if an alternate aerodrome is designated that permits compliance with paragraphs (a), (b), and (c).
(a) Each holder of an air operator certificate must ensure that, for each aeroplane it operates—
(1) when the appropriate weather reports or forecasts, or a combination of them, indicate that the runway at the estimated time of arrival of the aeroplane may be wet, the landing distance available is at least 115% of the landing distance required by rule 125.223; and
(2) when the appropriate weather reports or forecasts, or a combination of them, indicate that the runway at the estimated time of arrival of the aeroplane may be contaminated, the landing distance available is at least—
(i) the landing distance required by paragraph (a)(1); or
(ii) the landing distance determined in accordance with contaminated landing distance data.
(b) A landing distance on a wet runway shorter than that required by paragraph (a)(1), but not less than that required by rule 125.223, may be used if data specifies a shorter landing distance on wet runways.
A holder of an air operator certificate may perform steep approach procedures using approach slope angles of 4.5°, or more, and with screen heights of less than 50 feet but not less than 35 feet, if—
(1) the aeroplane flight manual states the maximum authorised approach slope angle, any other limitations, procedures, including emergency procedures, for the steep approach, as well as amendments for the field length data when using steep approach criteria; and
(2) for air operations performed under IFR, an approach slope indicator system comprising of at least a visual approach slope indicating system is available for the runway to be used at the aerodrome at which steep approach procedures are to be conducted; and
(3) for air operations performed under IFR, weather minima are specified and approved for each runway to be used with a steep approach; and
(4) for air operations performed under IFR, consideration is given to—
(i) obstacles; and
(ii) the type of approach slope indicator reference and runway guidance such as visual aids, MLS, GNSS, ILS, LOC, VOR, or NDB; and
(iii) the minimum visual reference to be required at DH and MDA; and
(iv) usable airborne equipment; and
(v) pilot qualification and special aerodrome familiarisation; and
(vi) aeroplane flight manual limitation and procedures; and
(vii) missed approach criteria.
Rules 125.229 to 125.235 inclusive apply to each holder of an air operator certificate conducting air operations using FAR Part 23 commuter category and SFAR41 aeroplanes.
(a) Each holder of an air operator certificate must ensure that the take-off weight does not exceed the maximum take-off weight specified in the aeroplane flight manual.
(b) When calculating the maximum take-off weight to determine compliance with paragraph (a), the holder of an air operator certificate must, assuming that the critical engine fails at VEF and using a single V1, ensure that—
(1) the required accelerate-stop distance does not exceed the accelerate-stop or accelerate slow distance available; and
(2) the take-off distance required does not exceed the take-off distance available; and
(3) any clearway forming part of the take-off distance available does not exceed half the length of the take-off run available; and
(4) the take-off run does not exceed the take-off run available, using V1 for the rejected and continued take-off.
(c) When calculating the maximum take-off weight in accordance with paragraph (b), the holder of an air operator certificate must take account of—
(1) aerodrome elevation; and
(2) pressure altitude of the aerodrome when the atmospheric pressure varies by more than 1% from the International Standard Atmosphere; and
(3) ambient temperature at the aerodrome; and
(4) the type of runway surface and the runway surface condition; and
(5) the runway slope in the direction of take-off; and
(6) not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component.
(a) Each holder of an air operator certificate must ensure that, for each aeroplane it operates assuming that the critical engine is inoperative, all obstacles within the net take-off flight path are cleared vertically by at least—
(1) 35 feet in the case of a take-off performed by an aeroplane that is intended to use a bank angle not exceeding 15°; and
(2) 50 feet in the case of a take-off performed by an aeroplane that is intended to use a bank angle exceeding 15°.
(b) For the purpose of paragraph (a), an obstacle is deemed to be within the net take-off flight path if the lateral distance from the obstacle to the intended line of flight does not exceed—
(1) where the intended flight path does not require a track change exceeding 15°—
(i) 45 m plus 0.10D, to a maximum of 600 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 300 m; or
(ii) for day operations in VMC, 30 m plus 0.10D to a maximum of 600 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 300 m.
(2) where the intended flight path requires a track change exceeding 15°—
(i) 45 m plus 0.10D, to a maximum of 900 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 600 m; or
(ii) for day operations in VMC, 30 m plus 0.10D to a maximum of 600 m or, if the holder of an air operator certificate has established visual or radio navigation track guidance procedures for the pilot, to a maximum of 300 m.
(c) For the purpose of paragraph (b), D is the horizontal distance the aeroplane will travel from the end of the take-off distance available.
(d) When calculating the net take-off flight path in accordance with paragraph (a), the holder of an air operator certificate must ensure—
(1) the following factors are taken into account—
(i) take-off weight at the commencement of the take-off run; and
(ii) aerodrome elevation; and
(iii) pressure altitude at the aerodrome when the atmospheric pressure varies by more than 1% from the International Standard Atmosphere; and
(iv) ambient temperature at the aerodrome; and
(v) not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component; and
(2) a track change is not made before a height of 50 feet above the take-off surface has been achieved; and
(3) unless otherwise authorised by the Director—
(i) a bank angle exceeding 15° is not made before a height of 50 feet above the take-off surface has been achieved; and
(ii) the bank angle up to and including a height of 400 feet above the take-off surface does not exceed 20°; and
(iii) the bank angle above a height of 400 feet above the takeoff surface does not exceed 25°; and
(4) adequate allowance is made for—
(i) the effect of the bank angle on operating speeds and flight path; and
(ii) distance increments resulting from increased operating speeds; and
(iii) retention of stall margin and loss of climb gradient in accordance with 125.215.
(a) A holder of an air operator certificate must ensure that, for each aeroplane it operates, the landing weight for the estimated time of landing will not exceed the landing weight specified in the aeroplane flight manual.
(b) A holder of an air operator certificate must use the following procedures for calculating the landing distance for an aeroplane on a runway–
(1) that have been approved under paragraph (c); or
(2) as provided in Appendix D.
(c) The Director may approve an application by a holder of an air operator certificate for procedures referred to in paragraph (b)(1) if satisfied of the following matters –
(1) whether or not the aeroplane proposed has performance data issued by the manufacturer supporting the procedures that is available for use by the pilot or flight crew members; and
(2) whether the operator has reliable access to either –
(i) accurate reporting on runway conditions that is appropriate for the procedures to be used; or
(ii) data that enables the operator to identify equivalent conditions; and
(3) the margin of error that should be applied when calculating landing distance using the procedures which must take into account the following –
(i) the implications of pilot technique on landing distance;
(ii) the implications of unexpected environmental conditions at the destination aerodrome;
(iii) whether the calculation is being undertaken at the dispatch stage or en-route;
(iv) whether the margin of error is supported by the reporting of the runway conditions; and
(4) whether all personnel involved in the reporting of runway conditions, calculation of data and operation of the flight have had appropriate training in the use of the procedures.
