Publication: Magyar Közlöny
Issue: MK-2009-104 (Year: 2009, Number: 104)
Era: 2004-2010
Section: 
Paragraph Index: 1430

b) it is possible, in case of the critical power-unit failure occurring at or before the DPBL, either to perform a safe forced landing or to overshoot, meeting the requirements of 4.1.2.1 and 4.1.2.2. Only obstacles as specified in 2.4 should be considered. Annex 6 — Operation of Aircraft Part III 22/11/07 ATT A-12 Figure A-4 * Half of the minimum FATO width defined in the HFM (or when no width defined, 0.75 D) + 0.25 D (or 3 m, whichever is greater) for VFR operations 1.5 D (or 30 m, whichever is greater) for IFR operations ** 10.7 m for VFR operations 10.7 m + 0.01 DR for IFR operations *** For the purposes of the diagram, all paths and distances emanate from 50 ft (15 m). The actual height of this point and position of the LDP should be obtained from the HFM. * 15 m LDP*** Balked landing One engine inoperative One en gi n e Attachment A Annex 6 — Operation of Aircraft ATT A-13 22/11/07 Figure A-5 * Half of the minimum FATO width defined in the HFM (or when no width defined, 0.75 D) + 0.25 D (or 3 m, whichever is greater) for VFR operations 1.5 D (or 30 m, whichever is greater) for IFR operations ** 10.7 m for VFR operations 10.7 m + 0.01 DR for IFR operations *** For the purposes of the diagram, all paths and distances emanate from 50 ft (15 m). The actual height of this point and position of the LDP should be obtained from the HFM. 10, 15 or 30% * 15 m LDP*** Balked landing One engine inoperative Balk ed la ndin g, all e ngines o perating Annex 6 — Operation of Aircraft Part III 22/11/07 ATT A-14 Figure A-6 DPATO * * 0.75 D + [0.25 D (or 3 m, whichever is greater)] for VFR operations 1.5 D (or 30 m, whichever is greater) for IFR operations ** 10.7 m for VFR operations 10.7 m + 0.01 DR for IFR operations *** Only the all-engines-operating flight path is shown. Normal take-off One engine inoperative HELICOPTER CLEARWAY All engines operating*** Attachment A Annex 6 — Operation of Aircraft ATT A-15 22/11/07 Figure A-7 * 0.75 D + [0.25 D (or 3 m, whichever is greater)] for VFR operations 1.5 D (or 30 m, whichever is greater) for IFR operations ** 10.7 m for VFR operations 10.7 m + 0.01 DR for IFR operations *** Only the all-engines-operating flight path is shown. * DPATO Normal take-off One engine inoperative All engines operating*** Annex 6 — Operation of Aircraft Part III 22/11/07 ATT A-16 Figure A-8 * 0.75 D + [0.25 D (or 3 m, whichever is greater)] for VFR operations 1.5 D (or 30 m, whichever is greater) for IFR operations ** 10.7 m for VFR operations 10.7 m + 0.01 DR for IFR operations * Balked landing, all engines operating or critical engine failure prior to defined point before landing Normal landing On e en gi ne PERFORMANCE CLASS 2 Attachment A Annex 6 — Operation of Aircraft ATT A-17 22/11/07 Figure A-9 FATO 10, 15 or 30% 7R, 10R, 300 m or 900 m DR >10.7 m + 0.01 DR** Vy (Obstacle) Area permitting a safe forced landing ELEVATED HELIPORT/HELIDECK LANDING Defined point before landing SAFETY AREA Landing distance available * 0.75 D + [0.25 D (or 3 m, whichever is greater)] for VFR operations 1.5 D (or 30 m, whichever is greater) for IFR operations ** 10.7 m for VFR operations 10.7 m + 0.01 DR for IFR operations * Balked landing , all eng ines op erating or crit ical en gine f ailure prior to de fined point before landing Normal landing PERFORMANCE CLASS 2 Annex 6 — Operation of Aircraft Part III 22/11/07 ATT A-18 4.3 Operations in performance Class 3 4.3.1 Take-off The mass of the helicopter at take-off should not exceed the maximum take-off mass specified in the flight manual for a hover in ground effect with all power-units operating at take-off power, taking into account the parameters specified in 2.2. If conditions are such that a hover in ground effect is not likely to be established, the take-off mass should not exceed the maximum mass specified for a hover out of ground effect with all power-units operating at take-off power, taking into account the parameters specified in 2.2. 4.3.2 Initial climb The take-off mass should be such that the climb path provides adequate vertical clearance above all obstacles located along the climb path, all engines operating. 4.3.3 En route The take-off mass is such that it is possible to achieve the minimum flight altitudes for the route to be flown, all engines operating. 4.3.4 Approach and landing The estimated landing mass at the destination or alternate should be such that:

Source: https://magyarkozlony.hu/hivatalos-lapok/bfd0d67db9f223889f627fd618725b03526630e2/dokumentumok/d5234fd7275da04023366ab8a434989962a31bdf/letoltes