1230 PROCLAMATIONS, RULES AND REGULATIONS [DEC 24, 2012

SEVENTEENTH SCHEDULE (Regu lations 67 and 77)

MASS AND BALANCE AND PERFORMANCE FOR AIRCRAFT USED IN

COMMERCIAL AIR TRANSPORT
SUBPART A: GENERAL
17.001 Applicability
17.005 Definitions
17.01 O Acronyms
17.015 Minimum Requirements
SUBPART B: APPLICABLE CODE OF PERFORMANCE
17.020 Approval of Code of Performance
17.025 Acceptable Codes of Performance
17.030 Consideration of Other Codes of Performance
SUBPART C: MASS AND BALANCE
1'7.035 Supervision of Loading
17.040 Approved Method Required
17.045 Signature Required
17.050 Last Minute Changes
17.055 Determination of Aircraft Empty Operating Mass
17.060 Determination of Actual Passenger Weights
17.065 Determination of Average Passenger Weights
SUBPART D: COMPUTATIONS OF APPLICABLE WEIGHTS AND PERFORMANCE
17.070 Aircraft Performance Calculations
SUBPART E: RESTRICTED PERFORMANCE AIRCRAFT
17.075 Single Engine Aircraft
17.080 Restricted Performance Multi-Eng ine Aircraft
SUBPART F: TAKEOFF LIMITATIONS
17.085 Aeroplanes
17.090 Helicopters
SUBPARTG : ENROUTE LIMITATIONS
17.095 Enroute Lim itations - All Engines Operating
17.100 Aeroplanes - One Engine Inoperative
17.105 Helicopters - One Engine Inoperative
17.1.10 Aeroplanes - Two Engines Inoperative
17.115 Helicopters - Two.Engines Inoperative
SUBPART H: LANDING LIMITATIONS
17.120 Aeroplanes
17.125 Helicopters

SUBPART A: GENERAL

17.001 APPLICABILITY
(a) This Schedule prescribes mass and balance and aircraft performance and operating limitations in
add ition to those in the Tenth Schedule.
(b) These requirements are for aircraft used in commercial air transport by the holders of an AOC
issued by Jamaica.

17.005 DEFINITIONS
For the purpose of th is Schedu le, the following definitions shall apply -
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SEVENTEENTH SCHEDULE, contd.

(1) "defined point after takeoff' . The point, within the takeoff and initial climb phase, before
which the Class 2 helicopter's ability to continue the flight safely, w~h one engine inoperative,
is not assured and a forced landing may be required ;
(2) "defined point before landing". The point. within the approach and landing phase, after
which the Class 2 helicopter's ability to continue the flight safely, with one engine inoperative,
is not assured and a forced landing may be required ;
(3) "effective length of the runway" . The distance for landing from the point at which the
obstruction clearance plane associated with the approach end of the runway intersects the
centreline of the runway to the far end ;
(4) "landing decision point". The point used in determining landing performance from which, an
engine failure occurring at this point. the landing may be safely continued or a balked landing
initiated;
(5) "obstruction clearance plane" . A plane sloping upward from the runway at a slope of 1:20 to
the horizontal, and tangent to or clearing all obstructions within a specified area surrounding
the runway as shown in a profile view of that area. In the plane view. the centreline of the
specified area coincides with the centreline of the runway, beginning at the point where the
obstruction clearance plane intersects the centreline of the runway and proceeding to a point at
least 1,500 feet from the beginning point. Thereafter, the centreline coincides with the takeoff
path over the ground for the runway (in the case of takeoffs) or with the instrument approach
counterpart (for landings). or where the applicable one of these paths has not been
established , it proceeds consistent with turns of at least 4,000 foot radius until a point is
reached beyond which the obstruction clearance plane clears all obstructions. This area
extends laterally 200 feet on each side of the centreline at the point where the obstruction
clearance plane intersects the runway and continues at this width to the end of the runway ;
then it increases uniformly to 500 feet on each side of the centreline at a point 1,500 feet from
the intersection of the obstruction clearance plane with the runway; thereafter, it extends
laterally 500 feet on each side of the centreline;
(6) "takeoff decision point". The point used in determining takeoff performance of a Class 1
helicopter from which , an engine failure occurring at this point , either a rejected takeoff may be
made or a takeoff safely continued.
17 .010 ACRONYMS
The following acronyms are used in this Schedule -
(1) AFM -Aeroplane Flight Manual;
(2) AGL - Above Ground Level ;
(3) AOC -Air Operator Certificate;
(4) AOM -Aircraft Operating Manual;
(5) MEA - Minimum Enroute Altitude;
(6) MOCA - Minimum Obstruction Clearance Altitude;
(7) MSL - Mean Sea Level ;
(8) RFM - Rotorcraft Flight Manual;
(9) PIC - Pilot-in-command ;
(10) SIC - Second-in-Command;
(11) SM-Statute Miles;
(1 2) V,. - Takeoff decision speed ;
(13) Vmo. - Maximum operating speed ;
(14) V.,,. - Stalling speed or the minimum steady flight speed in the landing configuration .
17.015 MINIMUM REQUIREMENTS
(a) Every person operating an aircraft engaged in commercial air transport shall comply with the
minimum performance approved or accepted by the Authority under the provisions of this
Schedu le.
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SEVENTEENTH SCHEDULE, contd.

(b) The Authority may authorize deviations from the requirements of this· Schedule if special
circumstances make a literal observance of a requirement unnecessary for safety.
(c) Where full compliance with the requirements of this Schedule cannot be met due to specific
design characteristics (e.g., seapla nes, airshi ps or superson ic aircraft), the operator shall apply
alternative performance standards that ensure a level of safety not less restrictive than those of
relevant requirements of this Schedule that are acceptable to the Authority.

SUBPART B: APPLICABLE CODE OF PERFORMANCE

17.020 APPROVAL OF CODE OF PERFORMANCE

(a) For aircraft of Jamaica registry, the operators of such aircraft must comply with the comprehensive
and detailed code of performance approved for their aircraft during the process of certification by
the Authority.
(b) For aircraft of other States of Reg istry to be operated under a Jamaica AOC , the operators of such
aircraft must comply with the comprehensive and detailed code of performance accepted for their
aircraft during the process of certification by the Authority, provided that such codes are found to
meet the minimum requirements of this Schedule.

17.025 ACCEPTABLE CODES OF PERFORMANCE

The following comprehensive and detailed codes of performance are acceptable to and may be
requ ired to be met by the Authority for commercial air transport operations with respect to the category
and class of aircraft to be used -
(1) United States Federal Aviation Administration;
(2) European Joint Aviation Authority; and
(3) Canadian Transport Canada.
17.030 CONSIDERATION OF OTHER CODES OF PERFORMANCE
To be eligible for approval or acceptance by the Authority, the comprehensive and detailed code of
performance issued by an ICAO Contracting State for commercial air transport may be considered
provided -
(1) the Code is in conformance with the applicable Standards of ICAO Annex 6 and 8;
(2) the use of this Code will result in performance that meets the minimum requ irements contained
in this Schedule;
(3) th is Code is in English or certified translation to English;
(4) a copy of this Code is provided with the application for including the aircraft on the AOC ; and
(5) there is a satisfactory method of updating the Authority's copy of this Code throughout the
period of time the aircraft is registered in Jamaica.

SUBPART C: MASS AND BALANCE

17.035 SUPERVISION OF LOADING

(a) Every AOC holder shall designate in writing the person(s) that is to -
(1) supervise the proper loading of the aircraft;
(2) make the computation of the load manifest for aircraft loading and centre of gravity; and
(3) determine that the aircraft will be capable of meeting the applicable performance requirements .
(b) This person will be trained to competence for these tasks on each aircraft type and variant before
being allowed to sign the load manifest.
(c) The person supervising the loading and computing the aircraft load, centre of gravity and
performance shall be provided the relevant current weights and aircraft limitations that will affect
the performance of that aircraft.
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SEVENTEENTH SCHEDULE, conrd.

17.040 APPROVED METHOD REQUIRED

No person shall compute the load man ifest using any method, policy or information other than that
specifically approved by the Authority for the aircraft type , supplemental loading documents, seasonal
issues, non-standard passengers and type of operation to be conducted .

17.045 SIGNATURE REQUIRED

(a) The person preparing the load manifest shall be named on the document.
(b) The person supervising the loading of the aircraft shall confirm by signature that the load and its
distribution are in accordance with the load manifest.

17.050 LAST MINUTE CHANGES

(a) Last minute changes to aircraft loading will be provided to the PIC and the person (s) responsible
for computation of the aircraft loading and CG .
(b) Unless there is an approved methodology for considering last minute changes to passenger or
cargo weights, the person responsible for the computation will re-compute all factors.
(c) The effect of the last minute changes will be provided to the PIC and the person(s) responsible for
the computation of the aircraft load ing and CG .
(d) This information shall be noted on the load manifest that is retained at the airport of departure.

17.055 DETERMINATION OF AIRCRAFT EMPTY OPERATING MASS

(a) The holder of an Air Operator Certificate (AOC) shall not operate an aircraft unless -
(1) the aircraft has been weighed during the period of five years immediately preceding the
operation , and a mass and balance report has been produced which shows the aircraft's
empty operating weight and which is available in respect thereof;
(2) where equipment, with a total mass of 0.5 percent or more of the maximum take-off mass of
the aircraft is added or removed, unless the aircraft is weighed and a mass and balance report
is prepared and certified by an authorized person , subsequent to the installation or removal;
(3) where a modification or cabin configuration change is carried out, that causes the centre of
gravity of the aircraft to move by 0.5 percent or more of the Mean Aerodynamic Chord (MAC) ,
unless the aircraft is weighed and a new mass and balance report is prepared and certified by
an authorised person ; and
(4) where equipment, with a total weight less than 0.5 percent of the maximum take-off weight of
the aircraft is added or removed, or a modification or configuration change results in a
movement of the centre of gravity of less than 0.5 percent, unless a new determination of the
empty mass and empty mass centre of gravity, is carried out by calculation , or the procedure in
subparagraphs (a) (2) and (3) of this Subsection is carried out.
(5) where the aircraft is a single piston-engine aircraft of 2730kg or less MCTOW, the
requirements of subparagraph (a) , (1) above are not applicable. However, any aircraft being
registered in Jamaica for the first time must have been weighed , and a mass and balance
report completed , with in the ninety-day period immediately prior to it receiving a Jamaican
Certificate of Airworthiness.
(b) No person shall complete a mass and balance computation and the subsequent report for an
aircraft certified for a maximum take-off mass of -
(1) 5700 kg or less, unless that person is the holder of an Aircraft Maintenance Engineer Licence,
type rated for the applicable aircraft; or
(2) more than 5700 kg , unless the person certifying the mass and balance report computation is
approved to do so by the Authority, either directly, or through an Approved Maintenance
Organization.
(c) Where the procedures established in paragraphs (a), (b), and (c) of this Subsection have not been
followed , the Certificate of Airworthiness of the aircraft ceases to be valid .
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SEVENTEENTH SCHEDULE, contd.

(d) A copy of the latest mass and balance report shall be provided to the Authority and a copy shall be
carried on board the aircraft during flight time.

17.060 DETERMINATION OF ACTUAL PASSENGER WEIGHTS

(a) When making the determination of actual weights , the passengers' personal belongings and carry
on baggage shall be included.
(b) The weighing of the passengers and their items shall be conducted immediately prior to boarding
and at an adjacent location.

17.065 DETERMINATION OF AVERAGE PASSENGER WEIGHTS

(a) No person may use average passenger weights in the computation of aircraft loading and CG ,
unless there has been a determination of the relationship between the actual weights being
carried and the selected average weights to determine their validity.
(b) The method for the determination of the relationships shall be determined through the method
prescribed by the Authority.

SUBPART D: COMPUTATIONS OF APPLICABLE WEIGHTS AND PERFORMANCE

17.070 AIRCRAFT PERFORMANCE CALCULATIONS

(a) No person may commence a flight in commercial air transport without ensuring that the applicable
operating and performance limitations required for this Schedule can be accurately computed
based on the AFM , RFM or other data source approved by the Authority .
(b) Each person calculating performance and operating limitations for aircraft used in commercial air
transport shall ensure that performance data used to determine compliance with this Schedule
can , during any phase of flight , accurately account for -
(1) any reasonably expected adverse operating conditions that may affect aircraft performance;
(2) one engine failure for aircraft having two engines, if applicable; and
(3) two engine failure for aircraft having three or more engines , if applicable.
(c) When calculating the performance and limitation requirements, each person performing the
calculation shall , for all engines operating and for inoperative engines, accurately account for-
(1) inallphasesof flight-
(i) the effect of fuel and oil consumption on aircraft weight;
(ii) the effect of fuel consumption on fuel reserves resulting from changes in flight paths ,
winds and aircraft configuration;
(iii) the effect of fuel jettisoning on aircraft weight and fuel reserves, if applicable and
approved ;
(iv) the effect of any ice protection system, if applicable and weather conditions require its
use;
(v) ambient temperatures and winds along intended route and any planned diversion; and
(vi) flight paths and minimum altitudes required to remain clear of obstacles; and
(2) during takeoff and landing -
(i) the condition of the takeoff runway or area to be used, including any contaminates (e.g.,
water, slush , snow, ice);
(ii) the gradient of runway to be used;
(iii) the runway length including clearways and stopways, if applicable;
(iv) pressure altitudes at takeoff and landing sites;
(v) Current ambient temperatures and winds at takeoff;
(vi) forecast ambient temperatures and winds at each destination and planned alternate
landing site;
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SEVENTEENTH SCHEDULE, contd

(vii) the ground handling characteristics (e.g., braking action) of the type of aircraft; and
(viii) landing aids and terrain that may affect the takeoff path , landing path and landing roll.
(d) Where conditions are different from those on which the performance is based, compliance may be
determined by interpolation or by computing the effects of changes in the specific variables, if the
results of the interpolation or computations are substantially as accurate as the results of direct
tests .
(e) To allow for wind effect, takeoff data based on still air may be corrected by taking into account not
more than 50 percent of any reported headwind component and not less than 150 percent of any
reported tailwind component.

SUBPART E: RESTRICTED PERFORMANCE AIRCRAFT

17.075 SINGLE ENGINE AIRCRAFT

Vnless approved pursuant to the Tenth Schedule, Subsection 10.718 , no person may operate a single-
engine aircraft used for passenger carrying operations in commercial air transport unless that aircraft is
continually operated - •
(1) in daylight;
(2) VMC, excluding over the top of any cloud layer; and
(3) over such routes and diversions therefrom that permit a safe forced landing to be executed irr
the event of engine failure.
17.080 RESTRICTED PERFORMANCE MULTI-ENGINE AIRCRAFT
(a) No person may operate a restricted performance multiengine aircraft with a passenger capacity of
9 passengers or less in commercial air transport carrying passengers that will be unable to comply
with the performance limitations of this Schedule, unless that aircraft is continually operated at a
weight that will allow it to climb, with the critical engine inoperative -
(1) at least 200 feet per min·ute immediately after takeoff;
(2) at least 50 feet a minute when operating at the MEAs of the intended route or any planned
diversion, or at 5,000 feet MSL, whichever is higher; and
(3) at least 200 feet per minute in the climbout following a balked landing.
(b) If the aircraft's performance capability is computed to be less than specified in paragraph (a) of this
Subsection, the person(s) operating that aircraft shall comply with the performance restrictions
applicable to single-engine aircraft.

SUBPART F: TAKEOFF LIMITATIONS

17.085 AEROPLANES
No person may take off an aeroplane used in commercial air transport unless the following
requirements are met when determining the maximum permitted take-off mass -
(1) the takeoff run shall not be greater than the length of the runway;
(2) for turbine engine powered aeroplanes -
(i) the takeoff distance shall not exceed the length of the runway plus the length of any
clearway, except that the length of any clearway included in the calculation shall not be
greater than 1/2 the length of the runway; and
(ii) the accelerate-stop distance shall not exceed the length of the runway, plus the length of
any stopway, at any time during takeoff until reaching V 1 ;
(3) for reciprocating engine powered aeroplanes -
(i) the accelerate-stop distance shall not exceed the .length of the runway at any time during
takeoff until reaching V 1; and
1236 PROCLAMATIONS, RULES AND REG ULATIONS [DEC. 24, 20 12

SEVENTEE 1TH SC HEDULE, contd.

(4) Where the critical engine fails at any time after the aeroplane reaches V 1, to continue the
takeoff flight path and clear all obstacles either -
(i) by a height of at least 9.1 m (35 ft) vertically for turbine engine powered aeroplanes or
15.2 m (50 ft) for reciprocating eng ine powered aeroplanes; and
(ii) by at least 60 m (200 ft) horizontally within the aerodrome boundaries and by at least 90
meters (300 feet) horizontally after passing the boundaries , without banking more than 15
degrees at any point on the takeoff flight path .
17.090 HELICOPTERS
No person may take off a helicopter used in commercial air transport that, in the event of a critical
engine failure, cannot -
(1) in the case of Class 1 helicopters -
(i) at or before the takeoff decision point, discontinue the takeoff and stop within the rejected
takeoff area; or
(ii) after the takeoff decision point, continue the takeoff and then climb , clearing all obstacles
along the flight path , until a suitable landing site is found; and
(2) for Class 2 helicopters -
(i) before reaching a defined point after takeoff, safely execute a forced landing within the
rejected takeoff area; or
(ii) at any point after reaching a defined point after takeoff, continue the takeoff and then
climb, clearing all obstacles along the flight path until a suitable landing site is found .

SUBPART G: ENROUTE LIMITATIONS

17.095 ENROUTE LIMITATIONS - A LL ENGINES O PERATING

No person may take off a reciprocating engine powered aeroplane used in commercial air transport at a
weight that does not allow a rate of climb of at least 6.9 v... (that is, the number of feet per minute
obtained by multiplying the aircraft's minimum steady flight speed by 6.9) with all engines operating, at
an altitude of at least 300 m (1 ,000 ft) above all terrain and obstructions within ten miles of each side of
the intended track.

17.100 A EROPLANES - ONE ENGINE INOPERATIVE

No person may take off an aeroplane used in commercial air transport having two engines unless that
aeroplane can , in the event of a power failure at the most critical point en route , continue the flight to a
suitable aerodrome where a landing can be made while allowing -
(1) for reciprocating engine powered aeroplanes -
(i) at least a rate of climb of 0.079 (0.106/number of engines installed) v..2 (when v.. is
expressed in knots) at an altitude of 300 m (1 ,000 ft) above all terrain and obstructions
within 9.3 km (5 sm) , on each side of the intended track; and
(ii) a positive slope at an altitude of at least 450 m (1, 500 ft) above the aerodrome where the
aeroplane is assumed to land;
(2) for turbine engine powered transport category aeroplanes -
(i) a positive slope at an altitude of at least 300 m (1 ,000 ft) above all terrain and obstructions
within 9.3 km (5 sm), on each side of the intended track;
(ii) a net flight path from cruising altitude to the intended landing aerodrome that allows at
least 600 m (2,000 ft) clearance above all terrain and obstructions within 9.3 km (5 sm) ,
on each side of the intended track; and
(iii) a positive slope at an altitude of at least 450 m (1 ,500 ft) above the aerodrome where the
aeroplane is assumed to land.
(Note: The climb rate specified in sub-subparagraph (a) (1) (i) of this Subsection may be amended
to 0.026 V,/ for large transport category aircraft issued a type certificate prior to 1953.) .
DEC. 24, 2012) PROCLAMATIO S, RULES AND REGULATIO S 1237

SEVENTEENTH SCHEDULE, contd.

(Note: The 9. 3 km (5 sm) clearance margin stated in paragraph (a) of this Subsection shall be
increased to 18.5 km (10 sm) if navigational accuracy does not meet the 95% containment level.)

17.105 HELICOPTERS· ONE ENGINE INOPERATIVE

No person shall take off a helicopter used in commercial air transport having two engines unless that
helicopter can , in the event of the critical eng ine failing at any point in the enroute phase, continue the
flight to the destination or alternate landing site without flying below the minimum flight altitude at any
point and clearing all obstacles in the approach path by a safe margin.

17.110 AEROPLANES- Two ENGINES INOPERATIVE

No person may take off an aeroplane used in commercial air transport having three or more engines at
such a weight where there is no suitable land ing aerodrome within 90 minutes at any point along the
intended route (with all engines operating at cru ising power), unless that aircraft can , in the event of
simultaneous power failure of two critical engines at the most critical point along that route , continue to
a suitable landing aerodrome while allowing -
(1) for turbine engine powered aeroplanes -
(i) a net flight path (considering the ambient temperatures anticipated along the track)
clearing vertically by at least 600 m (2,000 ft) all terrain and obstructions with in five statute
miles (4.34 nautical miles) on each side of the intended track;
(ii) a positive slope at 450 m (1 ,500 ft) above the aerodrome of intended landing; and
(iii) enough fuel to continue to the aerodrome of intended landing, to arrive at an altitude of at
least 450 m (1 ,500 ft) directly over the aerodrome, and thereafter to fly for 15 minutes at
cruise power.
(Note: The consumption of fuel and oil after the engine failure is the same as the consumption that
is allowed for in the net flight path data in the AFM.)
(2) for reciprocating engine powered aeroplanes -
(i) a rate of climb at 0.013 V,/ feet per minute (that is, the number of feet per minute is
obtained by multiplying the number of knots squared by 0.013) at an altitude of 300 m
(1 ,000 ft) above the highest ground or obstruction within 10 sm (8.68 nm) on each side of
the intended track, or at an altitude of 1,500 m (5,000 ft) , which ever is higher; and
(ii) enough fuel to continue to the aerodrome of intended landing and to arrive at an altitude
of at least 300 m (1, 000 ft) directly over that aerodrome.
(Note: When the two engines of the reciprocating aeroplane are predicted to fail at an altitude
above the prescribed minimum altitude, compliance with the prescribed rate of climb need not be
shown during the descent from the cruising altitude to the prescribed minimum altitude, if those
requirements can be met once the prescribed minimum altitude is reached, and assuming descent
to be along a net flight path and the rate of descent to be 0.013 V,.2 greater than the rate in the
approved performance data.)

(Note: If fuel jettisoning is authorized (or planned), the aeroplane's weight at the point where the
two engines fail is considered to be not less than that which would include enough fuel to proceed
to an aerodrome and to arrive at an altitude of at least 300 m (1,000 ft) directly over that
aerodrome.)

17.115 HELICOPTERS- Two ENGINES INOPERATIVE

No person shall take off a Class 1 or Class 2 helicopter used in commercial air transport having three
or more engines unless that helicopter can , in the event of two critical engines failing simultaneously at
any point in the en route phase, continue the flight to a suitable landing site.
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SEVENTEENTH SCHEDULE, contd.

SUBPART H: LANDING LIMITATIONS

17.120 AEROPLANES
(a) No person may take off an aeroplane used in commercial operations unless its weight on arrival at
either the intended destination aerodrome or any planned alternate aerodrome would allow a full
stop land ing -
(1) for turbine engine powered aeroplanes, within 60 percent of the effective length of each
runway from a point 50 feet above the intersection of the obstruction clearance plane and the
runway ;
(2) for reciprocating engine powered aeroplanes, within 70 percent of the effective length of each
runway from a point 50 feet above the intersection of the obstruction.clearance plane and the
runway; and
(3) for seaplanes, to a satisfactory low speed with in the landing distance available from a point
that safely clears all obstacles in the approach path .
(b) For the purpose of determining the allowable landing weight at the destination aerodrome, each
person determining the landing limit shall ensure that -
(1) the aeroplane is landed on the most favourable runway and in the most favourable direction, in
still air; or
(2) the aeroplane is landed on the most suitable runway considering the probable wind velocity
and direction , runway conditions , the ground handling characteristics of the aeroplane, and
considering other conditions such as landing aids and terrain ; and
(3) consideration is given to variations in the approach and landing techniques if such allowance
has not been made in the scheduling of performance data or if required by abnormal situations
such as aircraft unserviceabilities, adverse weather conditions or other considerations.
(Note: If the runway at the landing destination is reported or forecast to be wet or slippery, the
landing distance available shall be at least 115 percent of the required landing distance unless,
based on a showing of actual operating landing techniques on wet or slippery run ways, a shorter
landing distance (but not less than that required by paragraph (a) of this Subsection) has been
approved for a specific type and model aeroplane and th is information is included in the AFM.)

(c) A turbine powered transport category aeroplane that would be prohibited from taking off because it
could not meet the requirements of subparagraph (a) (1) of this Subsection, may take off if an
alternate aerodrome is specified that meets all the requirements of paragraph (a) of this
Subsection.
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SEVENTEENTH SCHEDULE, contd.

17.125 HELICOPTERS
(a) No person may take off a helicopter used in commercial air transport unless, with all engines
operating on arrival at the intended destination landing site or any planned alternate landing, it can
clear all obstacles on the approach path and can land and stop within the landing distance
available.
(b) No person may take off a helicopter used in commercial air transport unless, in the event of any
engine becoming inoperative in the approach and landing phase on arrival at the intended
destination landing site or any planned alternate landing, can -
(1) for Class 1 helicopters -
(i) before the land ing decision point, clear all obstacles on the approach path and be ab le to
land and stop within the landing distance available or to perform a balked landing and
clear all obstacles in the flight path by an adequate margin; or
(ii) after the landing decision point, land and stop within the landing distance available; and
(2) for Class 2 and Class 3 helicopters -
(i) before reaching a defined point before landing, safely execute a forced landing within the
landing distance available.