ASTM F3179/F3179M-23

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
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Designation: F3179/F3179M − 22 F3179/F3179M − 23
Standard Specification for
Performance of Aircraft
This standard is issued under the fixed designation F3179/F3179M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
ε NOTE—A correction was made in 8.2 editorially in February 2022.
1. Scope
1.1 This specification covers the airworthiness design standards associated with general aeroplane performance. The material was
developed through open consensus of international experts in general aviation. This information was created by focusing on
Normal Category aeroplanes. The content may be more broadly applicable; it is the responsibility of the Applicant to substantiate
broader applicability as a specific means of compliance. The topics covered within this specification are: Stalling, Takeoff and
Landing Speeds; Takeoff Performance, Distances and Path; Climb; Landing Performance and Distances; Balked Landing.
1.2 An applicant intending to propose this information as Means of Compliance for a design approval must seek guidance from
their respective oversight authority (for example, published guidance from applicable civil aviation authorities (CAAs)) concerning
the acceptable use and application thereof. For information on which oversight authorities have accepted this standard (in whole
or in part) as an acceptable Means of Compliance to their regulatory requirements (hereinafter “the Rules”), refer to ASTM
Committee F44 webpage (www.astm.org/COMMITTEE/F44.htm).
1.3 Units—This specification may present information in either SI units, English Engineering units, or both. The values stated in
each system are not necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used
independently of the other, and values from the two systems shall not be combined.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.5 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
F3060 Terminology for Aircraft
F3064/F3064M Specification for Aircraft Powerplant Control, Operation, and Indication
F3083/F3083M Specification for Emergency Conditions, Occupant Safety and Accommodations
F3173/F3173M Specification for Aircraft Handling Characteristics
F3174/F3174M Specification for Establishing Operating Limitations and Information for Aeroplanes
This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.20 on Flight.
Current edition approved Jan. 1, 2022Sept. 1, 2023. Published February 2022October 2023. Originally approved in 2016. Last previous edition approved in 20202022 as
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F3179/F3179M – 20.F3179/F3179M – 22 . DOI: 10.1520/F3179_F3179M-22E01.10.1520/F3179_F3179M-23.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3179/F3179M − 23
3. Terminology
3.1 Refer to Terminology F3060.
3.2 In addition, the following definitions apply only in the context of this standard:
3.2.1 loss of thrust—for conventional aeroplanes (reciprocating or turbine engine-powered), loss of thrust means one engine
inoperative. For other aeroplanes, the amount of thrust loss shall be proposed by the applicant and accepted by the CAA.
3.2.2 V —rotation speed is the speed at which the pilot makes a control input with the intention of lifting the aeroplane out of
R
contact with the runway or water surface.
4. Performance Data
4.1 Unless otherwise prescribed, the performance requirements of this specification shall be met for still air and standard
atmosphere; and
4.1.1 For Level 1 and 2 high-speed aeroplanes and all Level 3 and 4 aeroplanes, ambient atmospheric conditions within the
operating envelope.
4.2 For all aeroplanes, except for aeroplanes with V ≤ 45 KCAS, performance data shall be determined over not less than
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the following conditions:
4.2.1 Airport altitude from sea level to 3048 m [10 000 ft];
4.2.2 The temperature from standard (ISA) to 30 °C [54 °F] above standard (ISA +30 °C [ISA +54 °F]) or the maximum ambient
atmospheric temperature at which compliance with the cooling provisions of Specification F3064/F3064M is shown, if lower;
4.2.3 Any temperature lower than standard (ISA) and within the operating limitations established for the aeroplane at which
takeoff or landing speeds or distances are higher, or climb gradients are lower, than at standard (ISA).
4.3 Performance data shall be determined with any means for controlling the engine cooling air supply (for example, cowl flaps)
in the position used in the engine cooling tests;
4.4 The available propulsive thrust shall correspond to engine power, not exceeding the approved power, less:
4.4.1 Installation losses.
4.4.2 The power absorbed by the accessories and services appropriate to the particular ambient atmospheric conditions and the
particular flight condition.
4.5 The performance, as affected by engine power or thrust, shall be based on a relative humidity:
4.5.1 Of 80 % at and below standard temperature.
4.5.2 From 80 % at the standard temperature (ISA), varying linearly down to 34 % at 28 °C [50 °F] above standard (ISA +28 °C
[ISA +50 °F]).
4.6 Unless otherwise prescribed in determining the takeoff and landing distances, changes in the aeroplane’s configuration, speed,
and power shall be made in accordance with procedures established by the applicant for operation in service. These procedures
shall be able to be executed consistently by pilots of average skill in atmospheric conditions reasonably expected to be encountered
in service.
4.7 Takeoff and landing distances, takeoff run, and accelerate-stop distances, as applicable, applicable and defined in each
applicable section, shall be determined on a smooth, dry, hard-surfaced runway.
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4.7.1 The effect on these distances of operation on other types of surfaces (for example, grass and gravel) when dry, may be
determined or derived, and these surfaces listed in the aeroplane flight manual in accordance with Specification F3174/F3174M.
4.8 For Level 3 and Level 4 high-speed multiengine aeroplanes, the following also apply:
4.8.1 Unless otherwise prescribed, the applicant shall select the takeoff, en route, approach, and landing configurations for the
aeroplane;
4.8.2 The aeroplane configuration may vary with weight, altitude, and temperature to the extent they are compatible with the
operating procedures required by 4.8.3;
4.8.3 Unless otherwise prescribed, in determining the takeoff performance, takeoff flight path, and the accelerate-stop distance, all
with a critical loss of thrust, changes in the aeroplane configuration, speed, and power shall be made in accordance with procedures
established by the applicant for operation in service;
4.8.4 Procedures for the execution of discontinued approaches and balked landings associated with the conditions prescribed in
7.3.3.4 and 7.4.3 shall be established;
4.8.5 The procedures established under 4.8.3 and 4.8.4 shall:
4.8.5.1 Be able to be consistently executed by a crew of average skill in atmospheric conditions reasonably expected to be
encountered in service,
4.8.5.2 Use methods or devices that are safe and reliable;
4.8.5.3 Include allowance for any reasonably expected time delays in the execution of the procedures.
5. Stall Speed
5.1 V and V are the stalling speeds or the minimum steady flight speeds in knots (KCAS) at which the aeroplane is controllable
S0 S1
with:
5.1.1 The propulsive thrust not greater than zero at the stalling speed, or, if the resultant thrust has no appreciable effect on the
stalling speed, with engine(s) at minimum flight thrust and throttle(s) closed with:
5.1.1.1 The propeller(s) in the takeoff position;
5.1.1.2 The aeroplane in the configuration existing in the test, in which V and V are being used;
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5.1.1.3 The center of gravity in the position that results in the highest value of V and V ;
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5.1.1.4 The weight used when V or V are being used as a factor to determine compliance with a required performance
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standard.
5.2 V and V shall be determined by flight tests using the procedure and meeting the flight characteristics specified in the
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appropriate stall handling characteristics testing.
6. Takeoff Performance
6.1 Takeoff Speeds (see Table 1):
6.1.1 For single-engine aeroplanes and Levels 1, 2, and 3 low-speed multiengine aeroplanes, the following apply to rotation
speed, V :
R
6.1.1.1 For Levels 1, 2, and 3 low-speed multiengine landplanes, V shall not be less than the greater of 1.05 V , determined
R MC
under Specification F3173/F3173M, or 1.10 V .
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F3179/F3179M − 23
TABLE 1 Sections with Speed Definitions Applicable for Each Aeroplane
Level Engines Speed V Speed at 50 ft V V V
R EF 1 2
1 Single Low 6.1.1.2 V # 45 knots: . . .
S0
6.1.2.1
V > 45 knots:
S0
6.1.2.3
High 6.1.1.2 V # 45 knots: . . .
S0
6.1.2.1
V > 45 knots:
S0
6.1.2.3
Multi Low 6.1.1.1 6.1.2.2 . . .
High 6.1.3.4 . 6.1.3.2 6.1.3.3 6.1.3.6
2 Single Low 6.1.1.2 6.1.2.3 . . .
High 6.1.1.2 6.1.2.3 . . .
Multi Low 6.1.1.1 6.1.2.2 . . .
High 6.1.3.4 . 6.1.3.2 6.1.3.3 6.1.3.6
3 Single Low 6.1.1.2 6.1.2.3 . . .
High 6.1.1.2 6.1.2.3 . . .
Multi Low 6.1.1.1 6.1.2.2 . . .
High 6.1.3.4 . 6.1.3.2 6.1.3.3 6.1.3.6
4 Single Low 6.1.1.2 6.1.2.3 . . .
High 6.1.1.2 6.1.2.3 . . .
Multi . 6.1.3.4 . 6.1.3.2 6.1.3.3 6.1.3.6
6.1.1.2 For single-engine landplanes, V shall not be less than V
R S1.
6.1.1.3 For seaplanes and amphibians taking off from water, V shall be any speed that is shown to be safe under all reasonably
R
expected conditions, including turbulence and a critical loss of thrust.
6.1.2 For single-engine aeroplanes and Levels 1, 2, and 3 low-speed multiengine aeroplanes, the speed at 15 m [50 ft] above
the takeoff surface level shall not be less than:
6.1.2.1 For Level 1 single-engine aeroplanes with V ≤ 45 knots, not less than 1.3 V ;
S0 S1
6.1.2.2 For Levels 1, 2, and 3 low-speed multiengine aeroplanes, the highest of:
(a) A speed that is shown to be safe for continued flight (or emergency landing, if applicable) under all reasonable expected
conditions, including turbulence and a critical loss of thrust;
(b) 1.10 V determined under Specification F3173/F3173M; or
MC
(c) 1.20 V .
S1
6.1.2.3 For Level 1 single-engine aeroplanes with a V > 45 knots and all Levels 2, 3, and 4 single-engine aeroplanes, the higher
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of:
(a) A speed that is shown to be safe under all reasonably expected conditions, including turbulence and a critical loss of thrust,
or
(b) 1.20 V .
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6.1.3 For Levels 1, 2, and 3 high-speed multiengine aeroplanes, and all Level 4 multiengine aeroplanes, the following apply:
6.1.3.1 The value, V , shall be established in relation to V in accordance with 6.1.3.2 and 6.1.3.3:
1 EF
6.1.3.2 The value, V , is the calibrated airspeed at which the critical loss of thrust is assumed to occur. The value, V , shall be
EF EF
selected by the applicant but shall not be less than 1.05 V determined under Specification F3173/F3173M or, at the option of
MC
the applicant, not less than V determined under Specification F3173/F3173M.
MCG
6.1.3.3 The takeoff decision speed, V , is the calibrated airspeed on the ground at which, as a result of a critical loss of thrust or
other reasons, the pilot is assumed to have made a decision to continue or discontinue the takeoff. The takeoff decision speed, V ,
shall be selected by the applicant but shall not be less than V plus the speed gained with the critical loss of thrust during the
EF
time interval between the instant at which the critical loss occurs and the instant at which the pilot recognizes and reacts to the
thrust loss, as indicated by the pilot’s application of the first retarding means during the accelerate-stop determination of 6.3.
6.1.3.4 The rotation speed, V , in terms of calibrated airspeed, shall be selected by the applicant and shall not be less than the
R
greatest of the following:
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(a) V ;
(b) 1.05 V determined under Specification F3173/F3173M;
MC
(c) 1.10 V ; or
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(d) The speed that allows attaining the initial climb-out speed, V , before reaching a height of 11 m [35 ft] above the takeoff
surface in accordance with 6.4.1.3(b).
6.1.3.5 For any given set of conditions, such as weight, altitude, temperature, and configuration, a single value of V shall be used
R
to show compliance with both the takeoff after a critical loss of thrust and all-engines-operating takeoff requirements.
6.1.3.6 The takeoff safety speed, V , in terms of calibrated airspeed, shall be selected by the applicant so as to allow the gradient
of climb required in 7.3 but shall not be less than:
(a) 1.10 V determined under Specification F3173/F3173M; or
MC
(b) 1.20 V .
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6.2 The takeoff performance shall be determined as follows:
6.2.1 For Level 1 low-speed single-engine aeroplanes with V ≤ 45 knots, the distance required to takeoff from a dry, level,
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hard surface and climb over a 15 m [50 ft] obstacle shall not exceed 500 m [1640 ft] in still air, and a standard atmosphere using
speeds determined in accordance with 6.1.1 and 6.1.2 at sea level with:
6.2.1.1 The engine(s) operating within approved operating limitations;
6.2.1.2 Any means for controlling the engine cooling air supply (for example, cowl flaps) in the normal takeoff position.
6.2.2 For all other single-engine aeroplanes and Levels 1, 2, and 3 low-speed multiengine aeroplanes, the distance that is
required to takeoff and climb to a height of 15 m [50 ft] above the takeoff surface shall be determined for each weight, altitude,
and temperature within the operational limits established for takeoff using speeds determined in accordance with 6.1.1 and 6.1.2
with:
6.2.2.1 Takeoff power on each engine;
6.2.2.2 Wing flaps in the takeoff position(s);
6.2.2.3 Landing gear extended.
6.2.3 For Levels 1, 2, and 3 high-speed multiengine aeroplanes and all Level 4 multiengine aeroplanes, takeoff performance
includes the Accelerate-Stop Distance (6.3), Takeoff Path (6.4), and the Takeoff Distance and Takeoff Run (6.5) and shall be
determined with the operating engine(s) within approved operating limitations.
6.2.3.1 Those distances are measured horizontally from the main landing gear at initial brake release to that same point on the
airplane when the lowest part of the departing airplane is 11 m [35 ft] above the surface of the runway.
6.2.4 For Levels 1, 2, and 3 high-speed multiengine aeroplanes and all Level 4 multiengine aeroplanes, the takeoff distance
after a critical loss of thrust, using a normal rotation rate at a speed 5 knots less than V , established in accordance with 6.1.3.4,
R
shall be shown not to exceed the corresponding takeoff distance after a critical loss of thrust, determined in accordance with 6.4
and 6.5, using the established V . The takeoff, otherwise performed in accordance with 6.4, shall be continued safely from the point
R
at which the aeroplane is 11 m [35 ft] above the takeoff surface and at a speed not less than the established V minus 5 knots.
6.2.5 For Levels 1, 2, and 3 high-speed multiengine aeroplanes and all Level 4 aeroplanes, the applicant shall show, with all
engines operating, that marked increases in the scheduled takeoff distances, determined in accordance with 6.5, do not result from
over-rotation of the aeroplane or out-of-trim conditions.
6.3 Accelerate-Stop Distance:
6.3.1 For Levels 1, 2, and 3 high-speed multiengine aeroplanes and all Level 4 multiengine aeroplanes, the accelerate-stop
distance shall be determined as follows:
6.3.1.1 The accelerate-stop distance is the sum of the distances necessary to:
F3179/F3179M − 23
(a) Accelerate the aeroplane from a standing start to V with all engines operating;
EF
(b) Accelerate the aeroplane from V to V , assuming a critical loss of thrust at V ;
EF 1 EF
(c) Come to a full stop from the point at which V is reached.
6.3.1.2 Means other than wheel brakes may be used to determine the accelerate-stop distances if that means it is:
(a) Safe and reliable,
(b) Used so that consistent results can be expected under normal operating conditions,
(c) Such that exceptional skill is not required to control the aeroplane.
6.4 Takeoff Path:
6.4.1 For Levels 1, 2, and 3 high-speed multiengine aeroplanes and all Level 4 multiengine aeroplanes, the takeoff path is
as follows:
6.4.1.1 The takeoff path extends from a standing start to a point in the takeoff at which the aeroplane is 457 m [1500 ft] above
the takeoff surface at or below which height the transition from the takeoff to the en-route configuration shall be completed.
(a) The takeoff path shall be based on the procedures prescribed in Section 4;
(b) The aeroplane shall be accelerated on the ground to V at which point the critical loss of thrust occurs and remains lost
EF
for the rest of the takeoff;
(c) After reaching V , the aeroplane shall be accelerated to V .
EF 2
6.4.1.2 During the acceleration to speed, V , the nose gear may be raised off the ground at a speed not less than V . However,
2 R
landing gear retraction shall not be initiated until the aeroplane is airborne.
6.4.1.3 During the takeoff path determination, in accordance with 6.4.1.1 and 6.4.1.2:
(a) The slope of the airborne part of the takeoff path shall not be negative at any point;
(b) The aeroplane shall reach V before it is 11 m [35 ft] above the takeoff surface and shall continue at a speed as close as
practical to, but not less than V , until it is 122 m [400 ft] above the takeoff surface;
(c) At each point along the takeoff path, starting at the point at which the aeroplane reaches 122 m [400 ft] above the takeoff
surface, the available gradient of climb must not be less than 1.2 %;
(d) Except for gear retraction and automatic propeller feathering, the aeroplane configuration shall not be changed, and no
change in power that requires action by the pilot shall be made, until the aeroplane is 122 m [400 ft] above the takeoff surface.
6.4.1.4 The takeoff path to 11 m [35 ft] above the takeoff surface shall be determined by a continuous demonstrated takeoff.
6.4.1.5 The takeoff path from 11 m [35 ft] above the takeoff surface shall be determined by synthesis from segments.
(a) The segments shall be clearly defined and related to distinct changes in configuration, power, and speed;
(b) The weight of the aeroplane, the configuration, and the power shall be assumed constant throughout each segment and shall
correspond to the most critical condition prevailing in the segment;
(c) The takeoff flight path shall be based on the aeroplane’s performance without using ground effect.
6.5 Takeoff Distance and Takeoff Run:
6.5.1 For Levels 1, 2, and 3 high-speed multi-engine aeroplanes and all Level 4 multiengine aeroplanes, the takeoff distance
and, at the option of the applicant, the takeoff run, shall be determined.
6.5.1.1 Takeoff distance is the greater of:
(a) The With a critical loss of thrust recognized at V1, the horizontal distance along the takeoff path from the start of the takeoff
to the point at which the aeroplane is 11 m [35 ft] above the takeoff surface as determined under 6.4, (Fig. 1), or
(b) With all engines operating, 115 % of the horizontal distance from the start of the takeoff to the point at which the aeroplane
is 11 m [35 ft] above the takeoff surface determined by a procedure consistent with 6.4. (Fig. 2).
6.5.1.2 Takeoff run is a term used for the runway length when the takeoff distance includes a clearway, as defined in the Rules.
A clearway is where the accelerate-go distance does not remain entirely over the runway. When using a clearway to determine the
takeoff run, no more than one-half of the air distance from VLOF to the 11 m [35 ft] point may be flown over the clearway. If the
takeoff distance includes a clearway, the takeoff run is the greater of:
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FIG. 1 Takeoff Distance with a Critical Loss of Thrust Recognized at V1
FIG. 2 Takeoff Distance – All Engines Operating
(a) The With a critical loss of thrust recognized at V1, the horizontal distance along the takeoff path from the start of the takeoff
to a point equidistant between the liftoff point and the point at which the aeroplane is 11 m [35 ft] above the takeoff surface as
determined under 6.4, (Fig. 3), or
(b) With all engines operating, 115 % of the horizontal distance from the start of the takeoff to a point equidistant between the
liftoff point and the point at which the aeroplane is 11 m [35 ft] above the takeoff surface determined by a procedure consistent
with 6.4. (Fig. 4).
(c) There may be situations in which the critical loss of thrust condition would dictate one of the distance criteria, takeoff run
(required runway) or takeoff distance (required runway plus clearway), while the all-engines operating condition would dictate the
other. Therefore, both conditions should be considered.
(d) For the purpose of establishing takeoff distances and takeoff runs, the clearway plane is defined in the Terminology Section.
The clearway is considered to be part of the takeoff surface and a height of 11 m [35 ft] may be measured from that surface (Fig.
5).
6.6 Takeoff Flight Path:
6.6.1 For Levels 1, 2, and 3 high-speed multiengine and all Level 4 multiengine aeroplanes, the takeoff flight path shall be
determined as follows:
FIG. 3 Takeoff Run – Critical Loss of Thrust Recognized at V1
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FIG. 4 Takeoff Run – All Engines Operating
FIG. 5 Clearway Profiles
6.6.1.1 The takeoff flight path begins 11 m [35 ft] above the takeoff surface at the end of the takeoff distance determined in
accordance with 6.5.
6.6.1.2 The net takeoff flight path data shall be determined so that they represent the actual takeoff flight paths as determined in
accordance with 6.4 and with 6.6.1.1 reduced at each point by a gradient of climb equal to 0.8 %.
6.6.1.3 The prescribed reduction in climb gradient may be applied as an equivalent reduction in acceleration along that part of the
takeoff flight path at which the aeroplane is accelerated in level flight.
7. Climb Requirements
7.1 Unless otherwise specified, compliance with the climb requirements shall be shown:
7.1.1 Out-of-ground effect;
7.1.2 At speeds that are not less than those at which compliance with the powerplant cooling requirements has been demonstrated.
7.1.3 With critical loss of thrust at a bank angle not exceeding 5°.
7.1.4 For Level 1 and 2 low-speed aeroplanes, at maximum takeoff or landing weight, as appropriate, in a standard atmosphere.
7.1.5 For Level 1 and 2 high-speed aeroplanes and all Level 3 and 4 aeroplanes, weights as a function of airport altitude and
ambient temperature within the operational limits established for takeoff and landing, respectively.
7.2 Climb with all engines operating.
F3179/F3179M − 23
7.2.1 Level 1 low-speed aeroplanes with a V ≤ 45 knots shall meet a climb gradient of at least 8.3 % at sea level for landplanes
S0
and 6.7 % for seaplanes and amphibians with:
7.2.1.1 Not more than takeoff power;
7.2.1.2 Landing gear retracted;
7.2.1.3 Wing flaps in the takeoff position(s);
7.2.1.4 Any means for controlling the engine cooling air supply (for example, cowl flaps) in the position used in the cooling tests.
7.2.2 Level 1 low-speed aeroplanes with a V > 45 knots and Level 2 low-speed aeroplanes shall meet a climb gradient of
S0
at least 8.3 % at sea level for landplanes and 6.7 % for seaplanes and amphibians with:
7.2.2.1 Not more than maximum continuous power on each engine;
7.2.2.2 The landing gear retracted;
7.2.2.3 The wing flaps in the takeoff position(s);
7.2.2.4 A climb speed not less than the greater of 1.1 V , determined under Specification F3173/F3173M, and 1.2 V for
MC S1
multiengine aeroplanes and not less than 1.2 V for single-engine aeroplanes.
S1
7.2.3 Level 1 and 2 high-speed aeroplanes, all Level 3 aeroplanes, and Level 4 single-engine aeroplanes shall have a steady
gradient of climb after takeoff of at least 4 % with:
7.2.3.1 Takeoff power on each engine;
7.2.3.2 The landing gear extended, except that if the landing gear can be retracted in not more than 7 s, the test may be conducted
with the gear retracted;
7.2.3.3 The wing flaps in the takeoff position(s);
7.2.3.4 A climb speed as specified in 7.2.2.4.
7.3 Climb after Partial Loss of Thrust:
7.3.1 For Levels 1 and 2 low-speed multiengine aeroplanes, the following apply:
7.3.1.1 Aeroplanes that do not meet single-engine crashworthiness requirements, in accordance with Specification F3083/
F3083M, shall be able to maintain a steady climb gradient of at least 1.5 % at a pressure altitude of 1524 m [5000 ft] with the:
(a) Critical loss of thrust including any propulsive drag changes that are rapidly assumed, if applicable;
(b) Remaining engine(s) at not more than maximum continuous power;
(c) Landing gear retracted;
(d) Wing flaps retracted;
(e) Climb speed not less than 1.2 V .
S1
7.3.1.2 For aeroplanes that meet single-engine crashworthiness requirements, in accordance with Specification F3083/F3083M,
the steady gradient of climb or descent at a pressure altitude of 1524 m [5000 ft] shall be determined with the:
(a) Critical loss of thrust including any propulsive drag changes that are rapidly assumed, if applicable;
(b) Remaining engine(s) at not more than maximum continuous power;
(c) Landing gear retracted;
(d) Wing flaps retracted;
(e) Climb speed not less than 1.2 V .
S1
7.3.2 For Levels 1 and 2 high-speed multiengine aeroplanes and Level 3 low-speed multiengine aeroplanes:
F3179/F3179M − 23
7.3.2.1 The steady gradient of climb at
...