Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 2025

b) the wing flaps may be moved before the earliest power failure point is reached, if this is established as a satisfactory normal procedure. 2.9.3 Landing gear 2.9.3.1 In establishing the accelerate-stop distance required and the take-off run required, the landing gear are extended throughout. 2.9.3.2 In establishing the take-off distance required, retraction of the landing gear is not initiated until the selected take-off safety speed has been reached, except that, when the selected take-off safety speed exceeds the minimum value prescribed in 2.2 retraction of the landing gear may be initiated when a speed greater than the minimum value prescribed in 2.2 has been reached. 2.9.3.3 In establishing the net take-off flight path, the retraction of the landing gear is assumed to have been initiated not earlier than the point prescribed in 2.9.3.2. 2.9.4 Cooling For that part of the net take-off flight path before the 120 m (400 ft) height point, plus any transition element which starts at the 120 m (400 ft) height point, the cowl flap position is such that, starting the take-off at the maximum temperatures permitted for the start of take-off, the relevant maximum temperature limitations are not exceeded in the maximum anticipated air temperature conditions. For any subsequent part of the net take-off flight path, the cowl flap position and airspeed are such that the appropriate temperature limitations would not be exceeded in steady flight in the maximum anticipated air temperatures. The cowl flaps of all power-units at the start of the take-off are as above, and the cowl flaps of the inoperative power-unit may be assumed to be closed upon reaching the end of the take-off distance required. 2.9.5 Power unit conditions 2.9.5.1 From the starting point to the power failure point, all power-units may operate at maximum take-off power conditions. The operative power-units do not operate at maximum take-off power limitations for a period greater than that for which the use of maximum take-off power is permitted. 2.9.5.2 After the period for which the take-off power may be used, maximum continuous power limitations are not exceeded. The period for which maximum take-off power is used is assumed to begin at the start of the take-off run. 2.9.6 Propeller conditions At the starting point, all propellers are set in the condition recommended for take-off. Propeller feathering or pitch coarsening is not initiated (unless it is by automatic or autoselective means) before the end of the take-off distance required. 2.9.7 Technique 2.9.7.1 In that part of the net take-off flight path prior to the 120 m (400 ft) height point, no changes of configuration or power are made which have the effect of reducing the gradient of climb. 2.9.7.2 The aeroplane is not flown or assumed to be flown in a manner which would make the gradient of any part of the net take-off flight path negative. 0.5 V    2 2007/70/II. szám Annex 6 — Operation of Aircraft Part I 1/11/01 ATT C-16 2.9.7.3 The technique chosen for those elements of the flight path conducted in steady flight, which are not the subject of numerical climb specifications, are such that the net gradient of climb is not less than 0.5 per cent. 2.9.7.4 All information which it may be necessary to furnish to the pilot, if the aeroplane is to be flown in a manner consistent with the scheduled performance, is obtained and recorded. 2.9.7.5 The aeroplane is held on, or close to the ground until the point at which it is permissible to initiate landing gear retraction has been reached. 2.9.7.6 No attempt is made to leave the ground until a speed has been reached which is at least: 15 per cent above the minimum possible unstick speed with all power-units operating; 7 per cent above the minimum possible unstick speed with the critical power-unit inoperative; except that these unstick speed margins may be reduced to 10 per cent and 5 per cent, respectively, when the limitation is due to landing gear geometry and not to ground stalling characteristics. Note.— Compliance with this specification is determined by attempting to leave the ground at progressively lower speeds (by normal use of the controls except that up-elevator is applied earlier and more coarsely than is normal) until it has been shown to be possible to leave the ground at a speed which complies with these specifications, and to complete the take-off. It is recognized that during the test manoeuvre, the usual margin of control associated with normal operating techniques and scheduled performance information will not be available. 2.10 Methods of derivation 2.10.1 General The take-off field lengths required are determined from measurements of actual take-offs and ground runs. The net take-off flight path is determined by calculating each section separately on the basis of performance data obtained in steady flight. 2.10.2 Net take-off flight path Credit is not taken for any change in configuration until that change is complete, unless more accurate data are available to substantiate a less conservative assumption; ground effect is ignored. 2.10.3 Take-off distance required Satisfactory corrections for the vertical gradient of wind velocity are made. 3. Landing 3.1 General The landing distance required is determined:

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