Notice: Please be advised that there was no scheduled amendment for December 2012 (2012-2). The next amendment is planned for Spring 2013 (2013-1).
Canadian Aviation Regulations (CARs) 2012-1
Content last revised: 2003/06/05
(2001/06/01; no previous version)
(a) Each applicant for an increase in the maximum certificated take-off and landing weights of an aeroplane equipped with a type certificated standby power rocket engine may obtain an increase as specified in paragraph (b) if:
(1) The installation of the rocket engine has been approved and it has been established by flight test that the rocket engine and its controls can be operated safely and reliably at the increase in maximum weight; and
(2) The Aeroplane Flight Manual, or the placard, markings or manuals required in place thereof, set forth in addition to any other operating limitations the Minister may require, the increased weight approved under this regulation and a prohibition against the operation of the aeroplane at the approved increased weight when:
(i) The installed standby power rocket engines have been stored or installed in excess of the time limit established by the manufacturer of the rocket engine (usually stencilled on the engine casing); or
(ii) The rocket engine fuel has been expended or discharged.
(b) The currently approved maximum take-off and landing weights at which an aeroplane is certificated without a standby power rocket engine installation may be increased by an amount that does not exceed any of the following:
(1) An amount equal in pounds to 0.014 IN, where I is the maximum usable impulse in pounds-seconds available from each standby power rocket engine and N is the number of rocket engines installed.
(2) An amount equal to 5 percent of the maximum certificated weight approved in accordance with the applicable airworthiness regulations without standby power rocket engines installed.
(3) An amount equal to the weight of the rocket engine installation.
(4) An amount that, together with the currently approved maximum weight, would equal the maximum structural weight established for the aeroplane without standby rocket engines installed.
The Minister may grant performance credit for the use of standby power on transport category aeroplanes. However, the performance credit applies only to the maximum certificated take-off and landing weights, the take-off distance, and the take-off paths, and may not exceed that found by the Minister to result in an overall level of safety in the take-off, approach, and landing regimes of flight equivalent to that prescribed in the regulations under which the aeroplane was originally certificated without standby power. For the purposes of this Appendix, "standby power" is power or thrust, or both, obtained from rocket engines for a relatively short period and actuated only in cases of emergency. The following provisions apply:
(a) Take-off; General. The take-off data prescribed in (b) and (c) (below) must be determined at all weights and altitudes, and at ambient temperatures if applicable, at which performance credit is to be applied.
(1) The one-engine-inoperative take-off path with standby power in use must be determined in accordance with the performance requirements of the applicable airworthiness regulations.
(2) The one-engine-inoperative take-off path (excluding that part where the aeroplane is on or just above the take-off surface) determined in accordance with paragraph (1) of this section must lie above the one-engine-inoperative take-off path without standby power at the maximum take-off weight at which all of the applicable airworthiness requirements 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 take-off surface.
(3) The take-off path with all engines operating but without the use of standby power, must reflect a conservatively greater overall level of performance than the one-engine-inoperative take-off path established in accordance with paragraph (1) of this section. The margin must be established by the Minister to insure safe day-to-day operations, but in no case may it be less than 15 percent. The all-engines-operating take-off path must be determined by a procedure consistent with that established in complying with paragraph (1) of this section.
(4) For reciprocating-engine powered aeroplanes, the take-off path to be scheduled in the Aeroplane Flight Manual must represent the one-engine-inoperative take-off path determined in accordance with paragraph (1) of this section and modified to reflect the procedure (see Section (f)) established by the applicant for flap retraction and attainment of the en route speed. The scheduled take-off path must have a positive slope at all points of the airborne portion and at no point must it lie above the take-off path specified in paragraph (1) of this section.
(c)Take-off distance. The take-off distance must be the horizontal distance along the one-engine-inoperative take-off path determined in accordance with paragraph (b)(1) from the start of the take-off to the point where the aeroplane attains a height of 50 feet above the take-off surface for reciprocating-engine powered aeroplanes and a height of 35 feet above the take-off surface for turbine-powered aeroplanes.
(d) Maximum certificated take-off weights. The maximum certificated take-off weights must be determined at all altitudes, and at ambient temperatures, if applicable, at which performance credit is to be applied and may not exceed the weights established in compliance with paragraphs (d)(1) and (2) of this section.
(1) The conditions of (b)(2) through (4) must be met at the maximum certificated take-off weight.
(2) Without the use of standby power, the aeroplane must meet all of the en route requirements of the applicable airworthiness regulations under which the aeroplane was originally certificated. In addition, turbine-powered aeroplanes without the use of standby power must meet the final take-off climb requirements prescribed in the applicable airworthiness regulations.
(e) Maximum certificated landing weights.
(1) The maximum certificated landing weights (one-engine-inoperative approach and all-engines-operating landing climb) must be determined at all altitudes, and at ambient temperatures if applicable, at which performance credit is to be applied and must not exceed that established in compliance with paragraph (2) of this section.
(2) The flight path, with the engines operating at the power or thrust, or both, appropriate to the aeroplane 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 applicable airworthiness requirements are met. In addition, the flight paths must comply with subparagraphs (i) and (ii) of this paragraph.
(i) The flight paths must be established without changing the appropriate aeroplane configuration.
(ii) The flight paths must be carried out for a minimum height of 400 feet above the point where standby power is actuated.
(f) Aeroplane configuration, speed, and power and thrust; general. Any change in the aeroplane's configuration, speed, and power or thrust, or both, must be made in accordance with the procedures established by the applicant for the operation of the aeroplane in service and must comply with paragraphs (1) through (3) of this section. In addition, procedures must be established for the execution of balked landings and missed approaches.
(1) The Minister must find that the procedure can be consistently executed in service by crews of average skill.
(2) The procedure may not involve methods or the use of devices which have not been proven to be safe and reliable.
(3) Allowances must be made for such time delays in the execution of the procedures as may be reasonably expected to occur during service.
(g) Installation and operation; standby power. The standby power unit and its installation must comply with paragraphs (1) and (2) of this section.
(1) The standby power unit and its installation must not adversely affect the safety of the aeroplane.
(2) The operation of the standby power unit and its control must have proven to be safe and reliable.