Canadian Aviation Regulations (SOR/96-433)

[704.38 to 704.42 reserved]

Division IV — Aeroplane Performance Operating Limitations

Non-application

704.43 This Division does not apply to a seaplane when it takes off from or lands on water.

Calculations

704.44 Any determination made for the purposes of sections 704.45 to 704.51 shall be based on the approved performance information specified in the aircraft flight manual.

Type Certification Performance Requirements

• 704.45 (1) No air operator shall authorize a flight unless the aeroplane has been certified on the basis of the type certification performance requirements set out in

  • (a) Subchapter B Flight — General of Chapter 523 — Normal, Utility, Aerobatic and Commuter Category Aeroplanes or Subchapter B Flight — General of Chapter 525 — Transport Category Aeroplanes of the Airworthiness Manual;

  • (b) Part 23 — at amendment 23-34 and later — or Part 25, Title 14 of the Code of Federal Regulations of the United States; or

  • (c) Special Federal Aviation Regulation 41C, published by the Government of the United States, which includes the performance requirements set out in Annex 8 to the Convention.

• (2) Despite subsection (1), an air operator may authorize the take-off of an aeroplane if the aeroplane has fewer than 10 passengers on board or is operated in a non-scheduled air service.

Take-off and Landing Weight Limitations

• 704.46 (1) Subject to section 704.51, no air operator shall authorize a flight — and no person shall conduct a take-off — in an aeroplane unless the following conditions are met:

  • (a) the weight of the aeroplane does not exceed the maximum take-off weight specified in the aircraft flight manual for the pressure-altitude and the ambient temperature at the departure aerodrome; and

  • (b) after allowing for planned fuel consumption during the flight to the destination aerodrome or alternate aerodrome, the weight of the aeroplane does not exceed the maximum landing weight specified in the aircraft flight manual for the pressure-altitude and the ambient temperature at the destination aerodrome or alternate aerodrome.

• (2) In the determination of the maximum take-off weight referred to in paragraph (1)(a) for a propeller-driven aeroplane having an MCTOW of not more than 5 700 kg (12,566 pounds),

  • (a) the required accelerate-stop distance specified in the aircraft flight manual shall not exceed the accelerate-stop distance available (ASDA) unless

    • (i) the maximum take-off weight is not limited by the accelerate-stop distance requirements set out in the aircraft flight manual, and

    • (ii) the aeroplane has fewer than 10 passengers on board or is operated in a non-scheduled air service; and

  • (b) the all-engines-operating take-off distance specified in the aircraft flight manual shall not exceed the take-off distance available (TODA).

• (3) In the determination of the maximum take-off weight referred to in paragraph (1)(a) for a turbo-jet-powered aeroplane or a large aeroplane that is propeller-driven,

  • (a) the required accelerate-stop distance specified in the aircraft flight manual shall not exceed the accelerate-stop distance available (ASDA) unless, in the case of a large aeroplane that is propeller-driven,

    • (i) the maximum take-off weight is not limited by the required accelerate-stop distance requirements set out in the aircraft flight manual, and

    • (ii) the aeroplane has fewer than 10 passengers on board;

  • (b) the required take-off run specified in the aircraft flight manual shall not exceed the take-off run available (TORA); and

  • (c) the required take-off distance specified in the aircraft flight manual shall not exceed the take-off distance available (TODA) unless, in the case of a large aeroplane that is propeller-driven,

    • (i) the maximum take-off weight is not limited by the take-off distance requirements set out in the aircraft flight manual, and

    • (ii) the aeroplane has fewer than 10 passengers on board.

• (4) In the determination of the maximum take-off weights referred to in subsections (2) and (3), the following factors shall be taken into account:

  • (a) the pressure-altitude at the aerodrome;

  • (b) the ambient temperature at the aerodrome;

  • (c) the runway slope in the direction of take-off; and

  • (d) a wind component that is not more than 50% of the reported headwind or not less than 150% of the reported tailwind.

• (5) In the case of a take-off or landing on a gravel runway, the maximum weights referred to in paragraphs (1)(a) and (b) shall be determined in accordance with the gravel runway information specified in the aircraft flight manual.

• (6) In the absence of the information referred to in subsection (5) for a propeller-driven aeroplane, the maximum weights referred to in paragraphs (1)(a) and (b) shall be determined on the basis of the information specified in the aircraft flight manual for a dry, paved hard-surface runway that does not exceed 1 524 m (5,000 feet) in length, except that

  • (a) no credit shall be allowed for reverse thrust;

  • (b) in determining the maximum take-off weight, no credit shall be allowed for any clearway; and

  • (c) the corresponding length of dry, paved hard-surface runway used to determine the take-off distance required, the accelerate-stop distance required and the landing distance required shall be obtained by dividing the length of the gravel runway by a factor of

    • (i) 1.10, in the case of an aeroplane with an MCTOW of not more than 5 700 kg (12,566 pounds), or

    • (ii) 1.15, in the case of a large aeroplane.

Net Take-off Flight Path

• 704.47 (1) Subject to subsection (3), no air operator shall authorize a flight — and no person shall conduct a take-off — in a turbo-jet-powered aeroplane, a large aeroplane that is propeller-driven or a propeller-driven aeroplane that has a passenger seating configuration of 10 or more, if the weight of the aeroplane exceeds the weight specified in the aircraft flight manual as allowing a net take-off flight path that clears all obstacles by at least 10.7 m (35 feet) vertically or at least 60 m (200 feet) horizontally within the aerodrome boundaries, and by at least 91.5 m (300 feet) horizontally outside those boundaries.

• (2) In the determination of the maximum weight, minimum distances and flight path referred to in subsection (1),

  • (a) corrections shall be made for

    • (i) the runway to be used,

    • (ii) the runway slope in the direction of take-off,

    • (iii) the pressure-altitude at the aerodrome,

    • (iv) the ambient temperature at the aerodrome, and

    • (v) the wind component at the time of take-off, that is not more than 50% of the reported headwind or not less than 150% of the reported tailwind;

  • (b) calculations shall be based on the pilot

    • (i) not banking the aeroplane before reaching an altitude of 15 m (50 feet),

    • (ii) subject to paragraph (c), using no more than 15 degrees of bank at altitudes between 15 m (50 feet) and 122 m (400 feet), and

    • (iii) using no more than 25 degrees of bank at altitudes above 122 m (400 feet), aeroplane speed and configuration permitting; and

  • (c) a bank angle greater than the angle referred to in subparagraph (b)(ii) may be used if it is authorized in an air operator certificate.

• (3) An air operator may authorize a flight — and a pilot-in-command may conduct a take-off — in an aeroplane referred to in subsection (1) that does not meet the requirements of that subsection if

  • (a) in the case of a large aeroplane that is propeller-driven and for which visual obstacle clearance procedures are used during take-off and climb,

    • (i) the aeroplane has fewer than 10 passengers on board,

    • (ii) the air operator has conducted an obstacle assessment to identify fixed and transient obstacles along the take-off flight path,

    • (iii) the air operator has set out, in the company operations manual, a one-engine-inoperative departure plan that allows the pilot-in-command to rely on visual guidance to manoeuvre the aeroplane in a manner that will allow the net take-off flight path to be clear of all obstacles by at least 10.7 m (35 feet) vertically or at least 60 m (200 feet) horizontally within the aerodrome boundaries, and by at least 91.5 m (300 feet) horizontally outside those boundaries, until the aeroplane has reached the end of the take-off flight path,

    • (iv) the one-engine-inoperative departure plan includes

      • (A) an obstacle assessment to identify fixed and transient obstacles along the take-off flight path,

      • (B) the aeroplane’s approved performance information specified in the aircraft flight manual, and

      • (C) the visual reference points to be used along the take-off flight path, and

    • (v) existing meteorological conditions allow the clearance, through visual guidance, of all obstacles and terrain by the margins specified in subparagraph (iii); or

  • (b) in the case of an aeroplane operated in a non-scheduled air service,

    • (i) the take-off weight of the aeroplane is not limited by any take-off weight limitations specified in the aircraft flight manual,

    • (ii) the aerodrome elevation is at or below 1 220 m (4,000 feet) ASL, and

    • (iii) the ceiling and visibility are at or above the landing and approach minima for the departure aerodrome.

Enroute Limitations with One Engine Inoperative

704.48 No person shall operate a multi-engined aircraft with passengers on board if the weight of the aircraft is greater than the weight that will allow the aircraft to maintain, with any engine inoperative, the following altitudes:

• (a) when operating in IMC or in IFR flight on airways or air routes, the MOCA of the route to be flown;

• (b) when operating in IMC or in night VFR flight on routes established by an air operator, the MOCA of the route to be flown; and

• (c) when operating in VFR flight, at least 500 feet above the surface.

Dispatch Limitations: Landing at Destination and Alternate Aerodromes

• 704.49 (1) Subject to subsection (3), no person shall dispatch or conduct a take-off in an aeroplane unless

  • (a) in the case of a turbo-jet-powered aeroplane, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 60% of the landing distance available (LDA);

  • (b) in the case of a large aeroplane that is propeller-driven, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 70% of the landing distance available (LDA); or

  • (c) in the case of a large aeroplane that is propeller-driven and equipped with reverse thrust, the weight of the aeroplane on landing at the destination aerodrome and at the alternate aerodrome will allow a full-stop landing within 80% of the landing distance available (LDA) if

    • (i) the approach speed does not exceed an indicated airspeed of 100 knots, taking into account the estimated weight of the aeroplane, the flap setting and the ambient conditions expected on arrival,

    • (ii) the reverse thrust is operative and the runway surface conditions permit the use of full-rated reverse thrust,

    • (iii) the aeroplane is operated on a paved, hard-surface runway,

    • (iv) the runway surface is forecast to be bare and dry at the estimated time of arrival,

    • (v) each flight crew member has completed specific training on short-field landing techniques on that type of aeroplane within the 12 months preceding the flight, and

    • (vi) the glide-path angle specified in the Canada Air Pilot or the Restricted Canada Air Pilot is not greater than 3 degrees and the runway threshold crossing height is not greater than 15 m (50 feet).

• (2) In determining whether an aeroplane may be dispatched or a take-off may be conducted under subsection (1), the following shall be taken into account:

  • (a) the pressure-altitude at the destination aerodrome and at the alternate aerodrome;

  • (b) a wind component that is not more than 50% of the reported headwind or not less than 150% of the reported tailwind at the destination aerodrome and at the alternate aerodrome; and

  • (c) the suitability of the runway with respect to the wind speed and direction, the ground handling characteristics of the aeroplane, the landing aids and the terrain.

• (3) If conditions at the destination aerodrome at the time of take-off do not permit compliance with the requirement set out in paragraph (2)(c), an aeroplane may be dispatched and a take-off may be conducted if conditions at the alternate aerodrome designated in the operational flight plan permit, at the time of take-off, compliance with the requirements set out in paragraph (1)(a) or (b) and subsection (2).