580 

14 CFR Ch. I (1–1–24 Edition) 

§ 29.53 

(2) With the operating engines within 

approved operating limitations. 

(b) Takeoff data must— 
(1) Be determined on a smooth, dry, 

hard surface; and 

(2) Be corrected to assume a level 

takeoff surface. 

(c) No takeoff made to determine the 

data required by this section may re-
quire exceptional piloting skill or 
alertness, or exceptionally favorable 
conditions. 

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as 
amended by Amdt. 29–39, 61 FR 21899, May 10, 
1996] 

§ 29.53

Takeoff: Category A. 

The takeoff performance must be de-

termined and scheduled so that, if one 
engine fails at any time after the start 
of takeoff, the rotorcraft can— 

(a) Return to, and stop safely on, the 

takeoff area; or 

(b) Continue the takeoff and 

climbout, and attain a configuration 
and airspeed allowing compliance with 
§ 29.67(a)(2). 

[Doc. No. 24802, 61 FR 21899, May 10, 1996; 61 
FR 33963, July 1, 1996] 

§ 29.55

Takeoff decision point (TDP): 

Category A. 

(a) The TDP is the first point from 

which a continued takeoff capability is 
assured under § 29.59 and is the last 
point in the takeoff path from which a 
rejected takeoff is assured within the 
distance determined under § 29.62. 

(b) The TDP must be established in 

relation to the takeoff path using no 
more than two parameters; e.g., air-
speed and height, to designate the 
TDP. 

(c) Determination of the TDP must 

include the pilot recognition time in-
terval following failure of the critical 
engine. 

[Doc. No. 24802, 61 FR 21899, May 10, 1996] 

§ 29.59

Takeoff path: Category A. 

(a) The takeoff path extends from the 

point of commencement of the takeoff 
procedure to a point at which the 
rotorcraft is 1,000 feet above the take-
off surface and compliance with 
§ 29.67(a)(2) is shown. In addition— 

(1) The takeoff path must remain 

clear of the height-velocity envelope 
established in accordance with § 29.87; 

(2) The rotorcraft must be flown to 

the engine failure point; at which 
point, the critical engine must be made 
inoperative and remain inoperative for 
the rest of the takeoff; 

(3) After the critical engine is made 

inoperative, the rotorcraft must con-
tinue to the takeoff decision point, and 
then attain V

TOSS

; 

(4) Only primary controls may be 

used while attaining V

TOSS

and while 

establishing a positive rate of climb. 
Secondary controls that are located on 
the primary controls may be used after 
a positive rate of climb and V

TOSS

are 

established but in no case less than 3 
seconds after the critical engine is 
made inoperative; and 

(5) After attaining V

TOSS

and a posi-

tive rate of a climb, the landing gear 
may be retracted. 

(b) During the takeoff path deter-

mination made in accordance with 
paragraph (a) of this section and after 
attaining V

TOSS

and a positive rate of 

climb, the climb must be continued at 
a speed as close as practicable to, but 
not less than, V

TOSS

until the rotorcraft 

is 200 feet above the takeoff surface. 
During this interval, the climb per-
formance must meet or exceed that re-
quired by § 29.67(a)(1). 

(c) During the continued takeoff, the 

rotorcraft shall not descend below 15 
feet above the takeoff surface when the 
takeoff decision point is above 15 feet. 

(d) From 200 feet above the takeoff 

surface, the rotorcraft takeoff path 
must be level or positive until a height 
1,000 feet above the takeoff surface is 
attained with not less than the rate of 
climb required by § 29.67(a)(2). Any sec-
ondary or auxiliary control may be 
used after attaining 200 feet above the 
takeoff surface. 

(e) Takeoff distance will be deter-

mined in accordance with § 29.61. 

[Doc. No. 24802, 61 FR 21899, May 10, 1996; 61 
FR 33963, July 1, 1996, as amended by Amdt. 
29–44, 64 FR 45337, Aug. 19, 1999] 

§ 29.60

Elevated heliport takeoff path: 

Category A. 

(a) The elevated heliport takeoff path 

extends from the point of commence-
ment of the takeoff procedure to a 

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§ 29.64 

point in the takeoff path at which the 
rotorcraft is 1,000 feet above the take-
off surface and compliance with 
§ 29.67(a)(2) is shown. In addition— 

(1) The requirements of § 29.59(a) 

must be met; 

(2) While attaining V

TOSS

and a posi-

tive rate of climb, the rotorcraft may 
descend below the level of the takeoff 
surface if, in so doing and when clear-
ing the elevated heliport edge, every 
part of the rotorcraft clears all obsta-
cles by at least 15 feet; 

(3) The vertical magnitude of any de-

scent below the takeoff surface must be 
determined; and 

(4) After attaining V

TOSS

and a posi-

tive rate of climb, the landing gear 
may be retracted. 

(b) The scheduled takeoff weight 

must be such that the climb require-
ments of § 29.67 (a)(1) and (a)(2) will be 
met. 

(c) Takeoff distance will be deter-

mined in accordance with § 29.61. 

[Doc. No. 24802, 61 FR 21899, May 10, 1996; 61 
FR 33963, July 1, 1996] 

§ 29.61

Takeoff distance: Category A. 

(a) The normal takeoff distance is 

the horizontal distance along the take-
off path from the start of the takeoff to 
the point at which the rotorcraft at-
tains and remains at least 35 feet above 
the takeoff surface, attains and main-
tains a speed of at least V

TOSS

, and es-

tablishes a positive rate of climb, as-
suming the critical engine failure oc-
curs at the engine failure point prior to 
the takeoff decision point. 

(b) For elevated heliports, the take-

off distance is the horizontal distance 
along the takeoff path from the start 
of the takeoff to the point at which the 
rotorcraft attains and maintains a 
speed of at least V

TOSS

and establishes a 

positive rate of climb, assuming the 
critical engine failure occurs at the en-
gine failure point prior to the takeoff 
decision point. 

[Doc. No. 24802, 61 FR 21899, May 10, 1996] 

§ 29.62

Rejected takeoff: Category A. 

The rejected takeoff distance and 

procedures for each condition where 
takeoff is approved will be established 
with— 

(a) The takeoff path requirements of 

§§ 29.59 and 29.60 being used up to the 
TDP where the critical engine failure 
is recognized and the rotorcraft is land-
ed and brought to a complete stop on 
the takeoff surface; 

(b) The remaining engines operating 

within approved limits; 

(c) The landing gear remaining ex-

tended throughout the entire rejected 
takeoff; and 

(d) The use of only the primary con-

trols until the rotorcraft is on the 
ground. Secondary controls located on 
the primary control may not be used 
until the rotorcraft is on the ground. 
Means other than wheel brakes may be 
used to stop the rotorcraft if the means 
are safe and reliable and consistent re-
sults can be expected under normal op-
erating conditions. 

[Doc. No. 24802, 61 FR 21899, May 10, 1996, as 
amended by Amdt. 29–44, 64 FR 45337, Aug. 19, 
1999] 

§ 29.63

Takeoff: Category B. 

The horizontal distance required to 

take off and climb over a 50-foot obsta-
cle must be established with the most 
unfavorable center of gravity. The 
takeoff may be begun in any manner 
if— 

(a) The takeoff surface is defined; 
(b) Adequate safeguards are main-

tained to ensure proper center of grav-
ity and control positions; and 

(c) A landing can be made safely at 

any point along the flight path if an 
engine fails. 

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as 
amended by Amdt. 29–12, 41 FR 55471, Dec. 20, 
1976] 

§ 29.64

Climb: General. 

Compliance with the requirements of 

§§ 29.65 and 29.67 must be shown at each 
weight, altitude, and temperature 
within the operational limits estab-
lished for the rotorcraft and with the 
most unfavorable center of gravity for 
each configuration. Cowl flaps, or other 
means of controlling the engine-cool-
ing air supply, will be in the position 
that provides adequate cooling at the 
temperatures and altitudes for which 
certification is requested. 

[Doc. No. 24802, 61 FR 21900, May 10, 1996] 

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