Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 2023

b) encountering characteristics which would result in unsatisfactory controllability on wet runways. 2.4.2 If the critical power-unit varies with the configuration, and this variation has a substantial effect on performance, either the critical power-unit is considered separately for each element concerned, or it is shown that the established performance provides for each possibility of single power-unit failure. 2.4.3 The power failure point is selected for each take-off distance required and take-off run required, and for each accelerate-stop distance required. The pilot is provided with a ready and reliable means of determining when the applicable power failure point has been reached. 2.5 Accelerate-stop distance required 2.5.1 The accelerate-stop distance required is the distance required to reach the power failure point from a standing start and, assuming the critical power-unit to fail suddenly at this point, to stop if a landplane, or to bring the aeroplane to a speed of approximately 9 km/h (5 kt) if a seaplane. 2.5.2 Use of braking means in addition to, or in lieu of, wheel brakes is permitted in determining this distance, provided that they are reliable and that the manner of their employment is such that consistent results can be expected under normal conditions of operation, and provided that exceptional skill is not required to control the aeroplane. 2.6 Take-off run required The take-off run required is the greater of the following: 1.15 times the distance required with all power-units operating to accelerate from a standing start to takeoff safety speed; 1.0 times the distance required to accelerate from a standing start to take-off safety speed assuming the critical power-unit to fail at the power failure point. 2.7 Take-off distance required 2.7.1 The take-off distance required is the distance required to reach a height of: 10.7 m (35 ft), for aeroplanes with two power-units, 15.2 m (50 ft), for aeroplanes with four power-units, above the take-off surface, with the critical power-unit failing at the power failure point. 2.7.2 The heights mentioned above are those which can be just cleared by the aeroplane when following the relevant flight path in an unbanked attitude with the landing gear extended. Note.— Paragraph 2.8 and the corresponding operating requirements, by defining the point at which the net take-off flight path starts as the 10.7 m (35 ft) height point, ensure that the appropriate net clearances are achieved. 2.8 Net take-off flight path 2.8.1 The net take-off flight path is the one-power-unitinoperative flight path which starts at a height of 10.7 m (35 ft) at the end of the take-off distance required and extends to a height of at least 450 m (1 500 ft) calculated in accordance with the conditions of 2.9, the expected gradient of climb being diminished at each point by a gradient equal to: 0.5 per cent, for aeroplanes with two power-units, 0.8 per cent, for aeroplanes with four power-units. 2.8.2 The expected performance with which the aeroplane is credited in the take-off wing flap, take-off power condition, is available at the selected take-off safety speed and is substantially available at 9 km/h (5 kt) below this speed. 2.8.3 In addition the effect of significant turns is scheduled as follows: Radius. The radius of a steady Rate 1 (180 degrees per minute) turn in still air at the various true airspeeds corresponding to the take-off safety speeds for each wing-flap setting used in establishing the net take-off flight path below the 450 m (1 500 ft) height point, is scheduled. Performance change. The approximate reduction in performance due to the above turns is scheduled and corresponds to a change in gradient of % where V is the true airspeed in km/h; and 0.5 V 185.2    2 2007/70/II. szám Attachment C Annex 6 — Operation of Aircraft ATT C-15 1/11/01 % where V is the true airspeed in knots. 2.9 Conditions 2.9.1 Air speed 2.9.1.1 In determining the take-off distance required, the selected take-off safety speed is attained before the end of the take-off distance required is reached. 2.9.1.2 In determining the net take-off flight path below a height of 120 m (400 ft), the selected take-off safety speed is maintained, i.e. no credit is taken for acceleration before this height is reached. 2.9.1.3 In determining the net take-off flight path above a height of 120 m (400 ft), the airspeed is not less than the selected take-off safety speed. If the aeroplane is accelerated after reaching a height of 120 m (400 ft) and before reaching a height of 450 m (1 500 ft), the acceleration is assumed to take place in level flight and to have a value equal to the true acceleration available diminished by an acceleration equivalent to a climb gradient equal to that specified in 2.8.1. 2.9.1.4 The net take-off flight path includes transition to the initial en-route configuration and airspeed. During all transition stages, the above provisions regarding acceleration are complied with. 2.9.2 Wing flaps The wing flaps are in the same position (take-off position) throughout, except:

Source: https://magyarkozlony.hu/hivatalos-lapok/4c6310a937d14bac566ee9c9d944896656c292dd/dokumentumok/5a6ac3c6db12e692ae41096677ad5f072d2cc9f3/letoltes