392 

14 CFR Ch. I (1–1–19 Edition) 

Pt. 25, App. E 

weights, the takeoff distance, and the take-
off paths, and may not exceed that found by 
the Administrator to result in an overall 
level of safety in the takeoff, approach, and 
landing regimes of flight equivalent to that 
prescribed in the regulations under which 
the airplane was originally certificated with-
out standby power. For the purposes of this 
appendix, ‘‘standby power’’ is power or 
thrust, or both, obtained from rocket en-
gines for a relatively short period and actu-
ated only in cases of emergency. The fol-
lowing provisions apply: 

(1) 

Takeoff; general. 

The takeoff data pre-

scribed in paragraphs (2) and (3) of this ap-
pendix must be determined at all weights 
and altitudes, and at ambient temperatures 
if applicable, at which performance credit is 
to be applied. 

(2) 

Takeoff path. 

(a) The one-engine-inoperative takeoff 

path with standby power in use must be de-
termined in accordance with the perform-
ance requirements of the applicable air-
worthiness regulations. 

(b) The one-engine-inoperative takeoff 

path (excluding that part where the airplane 
is on or just above the takeoff surface) deter-
mined in accordance with paragraph (a) of 
this section must lie above the one-engine- 
inoperative takeoff path without standby 
power at the maximum takeoff weight at 
which all of the applicable air-worthiness re-
quirements are met. For the purpose of this 
comparison, the flight path is considered to 
extend to at least a height of 400 feet above 
the takeoff surface. 

(c) The takeoff path with all engines oper-

ating, but without the use of standby power, 
must reflect a conservatively greater overall 
level of performance than the one-engine-in-
operative takeoff path established in accord-
ance with paragraph (a) of this section. The 
margin must be established by the Adminis-
trator to insure safe day-to-day operations, 
but in no case may it be less than 15 percent. 
The all-engines-operating takeoff path must 
be determined by a procedure consistent 
with that established in complying with 
paragraph (a) of this section. 

(d) For reciprocating-engine-powered air-

planes, the takeoff path to be scheduled in 
the Airplane Flight Manual must represent 
the one-engine-operative takeoff path deter-
mined in accordance with paragraph (a) of 
this section and modified to reflect the pro-
cedure (see paragraph (6)) established by the 
applicant for flap retraction and attainment 
of the en route speed. The scheduled takeoff 
path must have a positive slope at all points 
of the airborne portion and at no point must 
it lie above the takeoff path specified in 
paragraph (a) of this section. 

(3) 

Takeoff distance. 

The takeoff distance 

must be the horizontal distance along the 
one-engine-inoperative take off path deter-
mined in accordance with paragraph (2)(a) 

from the start of the takeoff to the point 
where the airplane attains a height of 50 feet 
above the takeoff surface for reciprocating- 
engine-powered airplanes and a height of 35 
feet above the takeoff surface for turbine- 
powered airplanes. 

(4) 

Maximum certificated takeoff weights. 

The 

maximum certificated takeoff weights must 
be determined at all altitudes, and at ambi-
ent temperatures, if applicable, at which per-
formance credit is to be applied and may not 
exceed the weights established in compliance 
with paragraphs (a) and (b) of this section. 

(a) The conditions of paragraphs (2)(b) 

through (d) must be met at the maximum 
certificated takeoff weight. 

(b) Without the use of standby power, the 

airplane must meet all of the en route re-
quirements of the applicable airworthiness 
regulations under which the airplane was 
originally certificated. In addition, turbine- 
powered airplanes without the use of standby 
power must meet the final takeoff climb re-
quirements prescribed in the applicable air-
worthiness regulations. 

(5) 

Maximum certificated landing weights. 

(a) The maximum certificated landing 

weights (one-engine-inoperative approach 
and all-engine-operating landing climb) must 
be determined at all altitudes, and at ambi-
ent temperatures if applicable, at which per-
formance credit is to be applied and must 
not exceed that established in compliance 
with paragraph (b) of this section. 

(b) The flight path, with the engines oper-

ating at the power or thrust, or both, appro-
priate to the airplane configuration and with 
standby power in use, must lie above the 
flight path without standby power in use at 
the maximum weight at which all of the ap-
plicable airworthiness requirements are met. 
In addition, the flight paths must comply 
with subparagraphs (i) and (ii) of this para-
graph. 

(i) The flight paths must be established 

without changing the appropriate airplane 
configuration. 

(ii) The flight paths must be carried out for 

a minimum height of 400 feet above the point 
where standby power is actuated. 

(6) 

Airplane configuration, speed, and power 

and thrust; general. 

Any change in the air-

plane’s configuration, speed, and power or 
thrust, or both, must be made in accordance 
with the procedures established by the appli-
cant for the operation of the airplane in 
service and must comply with paragraphs (a) 
through (c) of this section. In addition, pro-
cedures must be established for the execu-
tion of balked landings and missed ap-
proaches. 

(a) The Administrator must find that the 

procedure can be consistently executed in 
service by crews of average skill. 

(b) The procedure may not involve methods 

or the use of devices which have not been 
proven to be safe and reliable. 

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