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conditions to maintain engine temperatures within appropriate
limits.
2.1.3 For seaplanes appropriate interpretations of the term
landing gear, etc., are made to provide for the operation of
retractable floats, if employed.
2.2 Take-off safety speed
2.2.1 The take-off safety speed is an airspeed (CAS) so
selected that it is not less than:
a) 1.20Vs1 , for aeroplanes with two power-units;
b) 1.1 5Vs1 , for aeroplanes having more than two powerunits;
c) 1.10 times the minimum control speed, VMc established
as prescribed in 2.3;
where Vsl is appropriate to the configuration, as described in
2.3.1 b), c) and d).
2.3 Minimum control speed
2.3.1 The minimum control speed, VMc, is determined
not to exceed a speed equal to 1.2Vs, , where V,, corresponds
with the maximum certificated take-off mass wlth:
a) maximum take-off power on all power-units;
b) landing gear retracted;
c) wing flaps in take-off position;
d) cowl flaps and radiator shutters in the position
recommended for normal use during take-off;
e) aeroplane trimmed for take-off;
f) aeroplane airborne and ground effect negligible.
2.3.2 The minimum control speed is such that, when any
one power-unit is made inoperative at that speed, it is possible
to recover control of the aeroplane with the one power-unit
still inoperative and to maintain the aeroplane in straight flight
at that speed either with zero yaw or with a bank not in excess
of 5 degrees.
2.3.3 From the time at which the power-unit is made
inoperative to the time at which recovery is complete,
exceptional skill, alertness, or strength on the part of the pilot
is not required to prevent any loss of altitude other than that
implicit in the loss of performance or any change of heading
in excess of 20 degrees, nor does the aeroplane assume any
dangerous attitude.
2.3.4 It is demonstrated that to maintain the aeroplane in
steady straight flight at this speed after recovery and before
retrimming does not require a rudder control force exceeding
800 N and does not make it necessary for the flight crew to
reduce the power of the remaining power-units.
2.4 Critical point
2.4.1 The critical point is a selected point at which, for
the purpose of determining the accelerate-stop distance and the
take-off path, failure of the critical power-unit is assumed to
occur. The pilot is provided with a ready and reliable means of
determining when the critical point has been reached.
2.4.2 If the critical point is located so that the airspeed at
that point is less than the take-off safety speed, it is demonstrated
that, in the event of sudden failure of the critical powerunit
at all speeds down to the lowest speed corresponding with
the critical point, the aeroplane is controllable satisfactorily and
that the take-off can be continued safely, using normal piloting
skill, without reducing the thrust of the remaining power-units.
2.5 Accelerate-stop distance required
2.5.1 The accelerate-stop distance required is the distance
required to reach the critical point from a standing start and,
assuming the critical power-unit to fail suddenly at this point,
to stop if a landplane, or to bring the aeroplane to a speed of
approximately 6 krnlh (3 kt) if a seaplane.
2.5.2 Use of braking means in addition to, or in lieu of,
wheel brakes is permitted in determining this distance,
provided that they are reliable and that the manner of their
employment is such that consistent results can be expected
under normal conditions of operation, and provided that
exceptional skill is not required to control the aeroplane.
2.5.3 The landing gear remains extended throughout this
distance.
2.6 Take-off path
2.6.1 General
2.6.1.1 The take-off path is determined either by the
method of elements, 2.6.2, or by the continuous method, 2.6.3,
or by any acceptable combination of the two.
111 1/01 ATT C-6
Attachment C Annex 6 - Operation of Aircraft
2.6.1.2 Adjustment of the provisions of 2.6.2.1 c) 1) and
2.6.3.1 c) is permitted when the take-off path would be
affected by the use of an automatic pitch changing device,
provided that a level of performance safety exemplified by 2.6
is demonstrated.
2.6.2 Method of elements
2.6.2.1 In order to define the take-off path, the following
elements are determined:
a) The distance required to accelerate the aeroplane from a
standing start to the point at which the take-off safety
speed is first attained, subject to the following
provisions:
1) the critical power-unit is made inoperative at the
critical point;
　
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