Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 1681

d) In no case shall the mass at the start of take-off, or at the expected time of landing at the aerodrome of intended landing and at any destination alternate aerodrome, exceed the relevant maximum masses at which compliance has been demonstrated with the applicable noise certification Standards in Annex 16, Volume I, unless otherwise authorized in exceptional circumstances for a 24/11/05 No. 29 2007/70/II. szám Annex 6 — Operation of Aircraft Part I 1/11/01 5-2 certain aerodrome or a runway where there is no noise disturbance problem, by the competent authority of the State in which the aerodrome is situated. 5.2.8 Take-off. The aeroplane shall be able, in the event of a critical power-unit failing at any point in the take-off, either to discontinue the take-off and stop within the accelerate-stop distance available, or to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with 5.2.9. Note.— “An adequate margin” referred to in this provision is illustrated by the appropriate examples included in Attachment C. 5.2.8.1 In determining the length of the runway available, account shall be taken of the loss, if any, of runway length due to alignment of the aeroplane prior to take-off. 5.2.9 En route — one power-unit inoperative. The aeroplane shall be able, in the event of the critical power-unit becoming inoperative at any point along the route or planned diversions therefrom, to continue the flight to an aerodrome at which the Standard of 5.2.11 can be met, without flying below the minimum flight altitude at any point. 5.2.10 En route — two power-units inoperative. In the case of aeroplanes having three or more power-units, on any part of a route where the location of en-route alternate aerodromes and the total duration of the flight are such that the probability of a second power-unit becoming inoperative must be allowed for if the general level of safety implied by the Standards of this chapter is to be maintained, the aeroplane shall be able, in the event of any two power-units becoming inoperative, to continue the flight to an en-route alternate aerodrome and land. 5.2.11 Landing. The aeroplane shall, at the aerodrome of intended landing and at any alternate aerodrome, after clearing all obstacles in the approach path by a safe margin, be able to land, with assurance that it can come to a stop or, for a seaplane, to a satisfactorily low speed, within the landing distance available. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data. 5.3 Obstacle data 5.3.1 Obstacle data shall be provided to enable the operator to develop procedures to comply with 5.2.8. Note.— See Annex 4 and Annex 15 for methods of presentation of certain obstacle data. 5.3.2 The operator shall take account of charting accuracy when assessing compliance with 5.2.8. 5.4 Additional requirements for operations of single-engine turbine-powered aeroplanes at night and/or in Instrument Meteorological Conditions (IMC) 5.4.1 In approving operations by single-engine turbine-powered aeroplanes at night and/or in IMC, the State of the Operator shall ensure that the airworthiness certification of the aeroplane is appropriate and that the overall level of safety intended by the provisions of Annexes 6 and 8 is provided by:

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