Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 2834

e) Landing. The landing distance shall be the horizontal distance traversed by the aeroplane from a point on the approach flight path at a selected height above the landing surface to the point on the landing surface at which the aeroplane comes to a complete stop or, for a seaplane, comes to a satisfactorily low speed. The selected height above the landing surface and the approach speed shall be appropriately related to operating practices. This distance may be supplemented by such distance margin as may be necessary; if so, the selected height above the landing surface, the approach speed and the distance margin shall be appropriately interrelated and shall make provision for both normal operating practices and reasonable variations therefrom. For landplanes, this distance shall be based on operations with worn brakes. Note.— If the landing distance includes the distance margin specified in this Standard, it is not necessary to allow for the expected variations in the approach and landing techniques in applying 5.2.11 of Annex 6, Part I. B.3 Flying qualities B.3.1 The aeroplane shall comply with the Standards of B.3 at all altitudes up to the maximum anticipated altitude relevant to the particular requirement in all temperature conditions relevant to the altitude in question and for which the aeroplane is approved. B.3.2 Controllability B.3.2.1 The aeroplane shall be controllable and manoeuvrable under all anticipated operating conditions, and it shall be possible to make smooth transitions from one flight condition to another (e.g. turns, sideslips, changes of engine power or thrust, changes of aeroplane configurations) without requiring exceptional skill, alertness, or strength on the part of the pilot even in the event of failure of any power-unit. A technique for safely controlling the aeroplane shall be established for all stages of flight and aeroplane configurations for which performance is scheduled. Note.— This Standard is intended, among other things, to relate to operation in conditions of no appreciable atmospheric turbulence and also to ensure that there is no undue deterioration of the flying qualities in turbulent air. B.3.2.2 Controllability on the ground (or water). The aeroplane shall be controllable on the ground (or on the water) during taxiing, take-off and landing under the anticipated operating conditions. B.3.2.3 Controllability during take-off. The aeroplane shall be controllable in the event of sudden failure of the critical power-unit at any point in the take-off, when the aeroplane is handled in the manner associated with the scheduling of take-off paths and accelerate-stop distances. B.3.2.4 Take-off safety speed. The take-off safety speeds assumed when the performance of the aeroplane (after leaving 2007/70/II. szám Sub-part B Annex 8 — Airworthiness of Aircraft IIIB-B-3 2/3/04 the ground or water) during the take-off is determined shall provide an adequate margin above the stall and above the minimum speed at which the aeroplane remains controllable after sudden failure of the critical power-unit. B.3.3 Trim The aeroplane shall have such trim and other characteristics as to ensure that the demands made on the pilot’s attention and ability to maintain a desired flight condition are not excessive when account is taken of the stage of flight at which these demands occur and their duration. This shall apply both in normal operation and in the conditions associated with the failure of one or more power-units for which performance characteristics are established. B.4 Stability and control B.4.1 Stability The aeroplane shall have such stability in relation to its other flight characteristics, performance, structural strength, and most probable operating conditions (e.g. aeroplane configurations and speed ranges) as to ensure that demands made on the pilot’s powers of concentration are not excessive when the stage of the flight at which these demands occur and their duration are taken into account. The stability of the aeroplane shall not, however, be such that excessive demands are made on the pilot’s strength or that the safety of the aeroplane is prejudiced by lack of manoeuvrability in emergency conditions. The stability may be achieved by natural or artificial means, or a combination of both. In those cases where artificial stability is necessary to show compliance with the Standards of this part, it shall be shown that any failure or condition that would result in the need for exceptional pilot skill or strength for recovery of aeroplane stability is extremely improbable. Note.— Guidance material concerning the expression “extremely improbable” is contained in the Airworthiness Manual (Doc 9760), Volume II, Part A. B.4.2 Stalling B.4.2.1 Stall warning. When the aeroplane is made to approach a stall both in straight and turning flight with all power-units operating and with one power-unit inoperative, a clear and distinctive stall warning shall be apparent to the pilot with the aeroplane in all permissible configurations and powers or thrusts, except those which are not considered to be essential for safe flying. The stall warning and other characteristics of the aeroplane shall be such as to enable the pilot to arrest the development of the stall after the warning begins and, without altering the engine power or thrust, to maintain full control of the aeroplane. B.4.2.2 Behaviour following a stall. In any configuration and power or thrust in which it is considered that the ability to recover from a stall is essential, the behaviour of the aeroplane following a stall shall not be so extreme as to make difficult a prompt recovery without exceeding the airspeed or strength limitations of the aeroplane. It shall be acceptable to throttle back the operating power-units during recovery from the stall. B.4.2.3 Stalling speeds. The stalling speeds or minimum steady flight speeds in configurations appropriate for each stage of flight (e.g. take-off, en route, landing) shall be established. One of the values of the power or thrust used in establishing the stalling speeds shall be not more than that necessary to give zero thrust at a speed just above the stall. B.4.3 Flutter and vibration B.4.3.1 It shall be demonstrated by suitable tests, analyses or any acceptable combination of tests and analyses that all parts of the aeroplane are free from flutter and excessive vibration in all aeroplane configurations under all speed conditions within the operating limitations of the aeroplane (see A.2.2). There shall be no vibration or buffeting severe enough to cause structural damage. B.4.3.2 There shall be no vibration or buffeting severe enough to interfere with control of the aeroplane or to cause excessive fatigue to the flight crew. Note.— Buffeting as a stall warning is considered desirable and discouragement of this type of buffeting is not intended. 2007/70/II. szám ANNEX 8 IIIB-C-1 2/3/04 SUB-PART C. STRUCTURE C.1 General The aeroplane structure shall be designed, manufactured and provided with instructions for its maintenance and repair with the objective of avoiding catastrophic failure throughout its operational life. C.2 Mass and mass distribution Unless otherwise stated, all structural Standards shall be complied with when the mass is varied over the applicable range and is distributed in the most adverse manner, within the operating limitations on the basis of which certification is sought. C.3 Limit loads Except as might be otherwise qualified, the external loads and the corresponding inertia loads, or resisting loads obtained for the various loading conditions prescribed in C.6 shall be considered as limit loads. C.4 Deformation and ultimate strength In the various loading conditions prescribed in C.6, no part of the aeroplane structure shall sustain detrimental deformation at any load up to and including the limit load, and the aeroplane structure shall be capable of supporting the ultimate load. C.5 Airspeeds C.5.1 Design airspeeds Design airspeeds shall be established for which the aeroplane structure is designed to withstand the corresponding manoeuvring and gust loads. To avoid inadvertent exceedances due to upsets or atmospheric variations, the design airspeeds shall provide sufficient margin for the establishment of practical operational limiting airspeeds. In addition, the design airspeeds shall be sufficiently greater than the stalling speed of the aeroplane to safeguard against loss of control in turbulent air. Consideration shall be given to a design manoeuvring speed, a design cruising speed, a design dive speed, and any other design airspeeds necessary for configurations with high lift or other special devices. C.5.2 Limiting airspeeds Limiting airspeeds, based on the corresponding design airspeeds with safety margins, where appropriate, in accordance with A.2.1 shall be included in the flight manual as part of the operating limitations (see G.2). C.6 Strength C.6.1 All structural elements shall be designed to withstand the expected loads in service without failure, permanent distortion or loss of functionality. In determining the expected loads in service, account shall be taken of:

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