title-14-part-135-sec135-371

500

14 CFR Ch. I (1–1–24 Edition)

§ 135.369

(2) If the critical engine fails at any

time after the airplane reaches crit-
ical-engine failure speed V

, to con-

tinue the takeoff and reach a height of
50 feet, as indicated by the takeoff path
data, before passing over the end of the
runway; and

(3) To clear all obstacles either by at

least 50 feet vertically (as shown by the
takeoff path data) or 200 feet hori-
zontally within the airport boundaries
and 300 feet horizontally beyond the
boundaries, without banking before
reaching a height of 50 feet (as shown
by the takeoff path data) and after
that without banking more than 15 de-
grees.

(b) In applying this section, correc-

tions must be made for any runway
gradient. To allow for wind effect,
takeoff data based on still air may be
corrected by taking into account not
more than 50 percent of any reported
headwind component and not less than
150 percent of any reported tailwind
component.

§ 135.369 Large transport category air-

planes: Reciprocating engine pow-

ered: En route limitations: All en-

gines operating.

(a) No person operating a recipro-

cating engine powered large transport
category airplane may take off that
airplane at a weight, allowing for nor-
mal consumption of fuel and oil, that
does not allow a rate of climb (in feet
per minute), with all engines oper-
ating, of at least 6.90 Vs

(that is, the

number of feet per minute obtained by
multiplying the number of knots by
6.90) at an altitude of a least 1,000 feet
above the highest ground or obstruc-
tion within ten miles of each side of
the intended track.

(b) This section does not apply to

large transport category airplanes cer-
tificated under part 4a of the Civil Air
Regulations.

§ 135.371 Large transport category air-

planes: Reciprocating engine pow-

ered: En route limitations: One en-

gine inoperative.

(a) Except as provided in paragraph

(b) of this section, no person operating
a reciprocating engine powered large
transport category airplane may take
off that airplane at a weight, allowing
for normal consumption of fuel and oil,

that does not allow a rate of climb (in
feet per minute), with one engine inop-
erative, of at least (0.079

0.106/N) Vs

(where N is the number of engines in-
stalled and Vs

is expressed in knots)

at an altitude of least 1,000 feet above
the highest ground or obstruction
within 10 miles of each side of the in-
tended track. However, for the pur-
poses of this paragraph the rate of
climb for transport category airplanes
certificated under part 4a of the Civil
Air Regulations is 0.026 Vs

(b) In place of the requirements of

paragraph (a) of this section, a person
may, under an approved procedure, op-
erate a reciprocating engine powered
large transport category airplane at an
all-engines-operating altitude that al-
lows the airplane to continue, after an
engine failure, to an alternate airport
where a landing can be made under
§ 135.377, allowing for normal consump-
tion of fuel and oil. After the assumed
failure, the flight path must clear the
ground and any obstruction within five
miles on each side of the intended
track by at least 2,000 feet.

paragraph (b) of this section is used,
the certificate holder shall comply
with the following:

(1) The rate of climb (as prescribed in

the Airplane Flight Manual for the ap-
propriate weight and altitude) used in
calculating the airplane’s flight path
shall be diminished by an amount in
feet per minute, equal to (0.079

0.106/

N) Vs

2 (when N is the number of en-

gines installed and Vs

is expressed in

knots) for airplanes certificated under
part 25 of this chapter and by 0.026 Vs

for airplanes certificated under part 4a
of the Civil Air Regulations.

(2) The all-engines-operating altitude

shall be sufficient so that in the event
the critical engine becomes inoperative
at any point along the route, the flight
will be able to proceed to a predeter-
mined alternate airport by use of this
procedure. In determining the takeoff
weight, the airplane is assumed to pass
over the critical obstruction following
engine failure at a point no closer to
the critical obstruction than the near-
est approved navigational fix, unless
the Administrator approves a proce-
dure established on a different basis

501

Federal Aviation Administration, DOT

§ 135.375

upon finding that adequate operational
safeguards exist.

(3) The airplane must meet the provi-

sions of paragraph (a) of this section at
1,000 feet above the airport used as an
alternate in this procedure.

(4) The procedure must include an ap-

proved method of accounting for winds
and temperatures that would otherwise
adversely affect the flight path.

(5) In complying with this procedure,

fuel jettisoning is allowed if the certifi-
cate holder shows that it has an ade-
quate training program, that proper in-
structions are given to the flight crew,
and all other precautions are taken to
ensure a safe procedure.

(6) The certificate holder and the

pilot in command shall jointly elect an
alternate airport for which the appro-
priate weather reports or forecasts, or
any combination of them, indicate that
weather conditions will be at or above
the alternate weather minimum speci-
fied in the certificate holder’s oper-
ations specifications for that airport
when the flight arrives.

[Doc. No. 16097, 43 FR 46783, Oct. 10, 1978, as
amended by Amdt. 135–110, 72 FR 31685, June
7, 2007]

§ 135.373 Part 25 transport category

airplanes with four or more en-

gines: Reciprocating engine pow-

ered: En route limitations: Two en-

gines inoperative.

(a) No person may operate an air-

plane certificated under part 25 and
having four or more engines unless—

(1) There is no place along the in-

tended track that is more than 90 min-
utes (with all engines operating at
cruising power) from an airport that
meets § 135.377; or

(2) It is operated at a weight allowing

the airplane, with the two critical en-
gines inoperative, to climb at 0.013 Vs

feet per minute (that is, the number of
feet per minute obtained by multi-
plying the number of knots squared by
0.013) at an altitude of 1,000 feet above
the highest ground or obstruction
within 10 miles on each side of the in-
tended track, or at an altitude of 5,000
feet, whichever is higher.

(b) For the purposes of paragraph

(a)(2) of this section, it is assumed
that—

(1) The two engines fail at the point

that is most critical with respect to
the takeoff weight;

(2) Consumption of fuel and oil is nor-

mal with all engines operating up to
the point where the two engines fail
with two engines operating beyond
that point;

(3) Where the engines are assumed to

fail at an altitude above the prescribed
minimum altitude, compliance with
the prescribed rate of climb at the pre-
scribed minimum altitude need not be
shown during the descent from the
cruising altitude to the prescribed min-
imum altitude, if those requirements
can be met once the prescribed min-
imum altitude is reached, and assum-
ing descent to be along a net flight
path and the rate of descent to be 0.013
Vs

2 greater than the rate in the ap-

proved performance data; and

(4) If fuel jettisoning is provided, the

airplane’s weight at the point where
the two engines fail is considered to be
not less than that which would include
enough fuel to proceed to an airport
meeting § 135.377 and to arrive at an al-
titude of at least 1,000 feet directly
over that airport.

§ 135.375 Large transport category air-

planes: Reciprocating engine pow-

ered: Landing limitations: Destina-

tion airports.

(a) Except as provided in paragraph

(b) of this section, no person operating
a reciprocating engine powered large
transport category airplane may take
off that airplane, unless its weight on
arrival, allowing for normal consump-
tion of fuel and oil in flight, would
allow a full stop landing at the in-
tended destination within 60 percent of
the effective length of each runway de-
scribed below from a point 50 feet di-
rectly above the intersection of the ob-
struction clearance plane and the run-
way. For the purposes of determining
the allowable landing weight at the
destination airport the following is as-
sumed:

(1) The airplane is landed on the most

favorable runway and in the most fa-
vorable direction in still air.

(2) The airplane is landed on the most

suitable runway considering the prob-
able wind velocity and direction (fore-
cast for the expected time of arrival),