(ii) The maximum landing weight;
(iii) A climb speed established in connection with normal landing procedures, but not exceeding 1.4 VSR; and
(iv) Landing gear retracted.
(2) The requirements of paragraph (d)(1) of this section must be met:
(i) In non-icing conditions; and
(ii) In icing conditions with the most critical of the approach ice accretion(s) defined in Appendices C and O of this part, as applicable, in accordance with § 25.21(g). The climb speed selected for non-icing conditions may be used if the climb speed for icing conditions, computed in accordance with paragraph (d)(1)
(iii) of this section, does not exceed that for non-icing conditions by more than the greater of 3 knots CAS or 3 percent.
Simplificando bastante o requisito, o avião deve ter um sistema de alijamento de combustível para que, em caso de necessidade de pousar logo após a decolagem (em caso de pane), e houver a necessidade de arremeter quando realizando este pouso, a aeronave consiga manter um gradiente de subida mínimo determinado pelo regulamento (isso tudo com um motor inoperante, e no peso máximo de pouso, com gelo aderido as asas).
O ARJ-85 não possui sistema de alijamento de combustível – o que significa apenas que ele cumpre com esses requisitos de subida, e portanto, não necessita desse sistema, cujo objetivo seria apenas diminuir a carga na aeronave e facilitar a subida.
Outro assunto que foi bastante discutido foi a quantidade de combustível necessária para o voo. A ICAO, no Anexo 6 a Convenção de Chicago (Operation of Aircraft: Part I — International Commercial Air Transport — Aeroplanes), estabelece os requisitos mínimos que deverão ser cobrados pelas Autoridades Aeronáuticas de cada país membro:
4.3.6 Fuel requirements
4.3.6.1 An aeroplane shall carry a sufficient amount of usable fuel to complete the planned flight safely and to allow for deviations from the planned operation.
(...)
4.3.6.3 The pre-flight calculation of usable fuel required shall include:
a) taxi fuel, which shall be the amount of fuel expected to be consumed before take-off, taking into account local conditions at the departure aerodrome and auxiliary power unit (APU) fuel consumption;
b) trip fuel, which shall be the amount of fuel required to enable the aeroplane to fly from take-off, or the point of inflight re-planning, until landing at the destination aerodrome (…);
c) contingency fuel, which shall be the amount of fuel required to compensate for unforeseen factors. It shall be five per cent of the planned trip fuel or of the fuel required from the point of in-flight re-planning based on the consumption rate used to plan the trip fuel but, in any case, shall not be lower than the amount required to fly for five minutes at holding speed at 450 m (1 500 ft) above the destination aerodrome in standard conditions;
(…)
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