(1) The most unfavorable center of gravity;
(2) The critical engines inoperative;
(3) The remaining engines at the available maximum continuous power or thrust; and
(4) The means for controlling the engine-cooling air supply in the position that provides adequate cooling in the hot-day condition.
(b) The one-engine-inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of 1.1 percent for two-engine airplanes, 1.4 percent for three-engine airplanes, and 1.6 percent for four-engine airplanes—
(1) In non-icing conditions; and
(2) In icing conditions with the en route ice accretion defined in appendix C, if:
(i) A speed of 1.18 “VSR0with the en route ice accretion exceeds the en route speed selected for non-icing conditions by more than the greater of 3 knots CAS or 3 percent of VSR; or
(ii) The degradation of the gradient of climb is greater than one-half of the applicable actual-to-net flight path reduction defined in paragraph (b) of this section.
(c) For three- or four-engine airplanes, the two-engine-inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of 0.3 percent for three-engine airplanes and 0.5 percent for four-engine airplanes.
[Docket No. 5066, 29 FR 18291, Dec. 24, 1964, as amended by Amdt. 25–121, 72 FR 44666; Aug. 8, 2007]