Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 2036

b) for operations conducted with navigation aids such that the pilot can maintain the aeroplane on the intended track with the same precision as for operations specified in 3.1.1 a), obstacles at a distance greater than 300 m on either side of the intended track need not be cleared. 3.1.2 Where the intended track does not include any change of heading greater than 15 degrees for operations conducted in IMC, or in VMC by night, except as provided in 3.1.1 b); and where the intended track includes changes of heading greater than 15 degrees for operations conducted in VMC by day, obstacles at a distance greater than 600 m on either side of the intended track need not be cleared. 3.1.3 Where the intended track includes changes of heading greater than 15 degrees for operations conducted in IMC, or in VMC by night, obstacles at a distance greater than 900 m on either side of the intended track need not be cleared. 4. En-route limitations 4.1 General At no point along the intended track, is an aeroplane having three or more engines to be more than 90 minutes at normal cruising speed away from an aerodrome at which the distance specifications for alternate aerodromes (see 5.2) are complied with and where it is expected that a safe landing can be made, unless it complies with 4.3.1.1. 2007/70/II. szám Attachment C Annex 6 — Operation of Aircraft ATT C-19 1/11/01 Note.— For the authorization of extended range operations by aeroplanes with two turbine engines, see 4.7 of this Part. 4.2 One engine inoperative 4.2.1 No aeroplane is taken off at a mass in excess of that which, in accordance with the one-engine-inoperative en-route net flight path data shown in the flight manual, permits compliance either with 4.2.1.1 or 4.2.1.2 at all points along the route. The net flight path has a positive slope at 450 m (1 500 ft) above the aerodrome where the landing is assumed to be made after engine failure. The net flight path used is for the ambient temperatures anticipated along the route. In meteorological conditions where icing protection systems are to be operable, the effect of their use on the net flight path data is taken into account. 4.2.1.1 The slope of the net flight path is positive at an altitude of at least 300 m (1 000 ft) above all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended track. 4.2.1.2 The net flight path is such as to permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with 5.2, the net flight path clearing vertically, by at least 600 m (2 000 ft), all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended track. The provisions of 4.2.1.2.1 to 4.2.1.2.5 inclusive are applied. 4.2.1.2.1 The engine is assumed to fail at the most critical point along the route, allowance being made for indecision and navigational error. 4.2.1.2.2 Account is taken of the effects of winds on the flight path. 4.2.1.2.3 Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with satisfactory fuel reserves, if a safe procedure is used. 4.2.1.2.4 The aerodrome, where the aeroplane is assumed to land after engine failure, is specified in the operational flight plan and it meets the appropriate aerodrome operating minima. 4.2.1.2.5 The consumption of fuel and oil after the engine becomes inoperative is that which is accounted for in the net flight path data shown in the flight manual. 4.3 Two engines inoperative 4.3.1 Aeroplanes which do not comply with 4.1 comply with 4.3.1.1. 4.3.1.1 No aeroplane is taken off at a mass in excess of that which according to the two-engines-inoperative en-route net flight path data shown in the flight manual, permits the aeroplane to continue flight from the point where two engines are assumed to fail simultaneously, to an aerodrome at which the landing distance specification for alternate aerodromes (see 5.2) is complied with and where it is expected that a safe landing can be made. The net flight path clears vertically, by at least 600 m (2 000 ft) all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended track. The net flight path considered is for the ambient temperatures anticipated along the route. In altitudes and meteorological conditions where icing protection systems are to be operable, the effect of their use on the net flight path data is taken into account. The provisions of 4.3.1.1.1 to 4.3.1.1.5 inclusive apply. 4.3.1.1.1 The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is at more than 90 minutes at normal cruising speed away from an aerodrome at which the landing distance specification for alternate aerodromes (see 5.2) is complied with and where it is expected that a safe landing can be made. 4.3.1.1.2 The net flight path has a positive slope at 450 m (1 500 ft) above the aerodrome where the landing is assumed to be made after the failure of two engines. 4.3.1.1.3 Fuel jettisoning is permitted to an extent consistent with 4.3.1.1.4, if a safe procedure is used. 4.3.1.1.4 The aeroplane mass at the point where the two engines are assumed to fail is considered to be not less than that which would include sufficient fuel to proceed to the aerodrome and to arrive there at an altitude of at least 450 m (1 500 ft) directly over the landing area and thereafter to fly for 15 minutes at cruise power and/or thrust. 4.3.1.1.5 The consumption of fuel and oil after the engines become inoperative is that which is accounted for in the net flight path data shown in the flight manual. 5. Landing limitations 5.1 Aerodrome of destination 5.1.1 No aeroplane is taken off at a mass in excess of that which, in accordance with the landing distances required as shown in the flight manual for the altitude of the aerodrome of intended destination, permits the aeroplane to be brought to rest at the aerodrome of intended destination within the effective length of the runway, this length being as declared by the aerodrome authorities with regard to the obstructions in the approach. The mass of the aeroplane is assumed to be reduced by the mass of the fuel and oil expected to be consumed in flight to the aerodrome of intended destination. Compliance is shown with 5.1.1.3 and with either 5.1.1.4 or 5.1.1.5. 2007/70/II. szám Annex 6 — Operation of Aircraft Part I 1/11/01 ATT C-20 5.1.1.1 The runway slope is assumed to be zero, unless the runway is usable in only one direction. 5.1.1.2 A runway condition (wet or dry) not more favourable than that expected is taken into account. Note.— National authorities will need to develop suitable methods for dealing with accountability for wet and dry runways. 5.1.1.3 It is assumed that the aeroplane is landed on the most favourable runway and in the most favourable direction in still air. 5.1.1.4 It is assumed that the aeroplane is landed on the runway which is the most suitable for the wind conditions anticipated at the aerodrome at the time of landing, taking due account of the probable wind speed and direction, of the ground handling characteristics of the aeroplane, and of other conditions (i.e. landing aids, terrain, etc.). 5.1.1.5 If full compliance with 5.1.1.4 is not shown, the aeroplane may be taken off if a destination alternate aerodrome is designated which permits compliance with 5.2. 5.2 Destination alternate aerodrome No aerodrome is designated as a destination alternate aerodrome unless the aeroplane, at the mass anticipated at the time of arrival at such aerodrome, can comply with 5.1, in accordance with the landing distance required as shown in the flight manual for the altitude of the alternate aerodrome and in accordance with other applicable operating requirements for the alternate aerodrome. 2007/70/II. szám ANNEX 6 — PART I ATT D-1 1/11/01 ATTACHMENT D. FLIGHT RECORDERS Supplementary to Chapter 6, 6.3 Introduction The material in this Attachment concerns flight recorders intended for installation in aeroplanes engaged in international air navigation. Flight recorders comprise two systems — a flight data recorder and a cockpit voice recorder. Flight data recorders are classified as Type I, Type II and Type IIA depending upon the number of parameters to be recorded and the duration required for retention of the recorded information. 1. Flight data recorder (FDR) 1.1 General requirements 1.1.1 The FDR is to record continuously during flight time. 1.1.2 The FDR container is to:

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