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the take-off surface.
2.8 Temperature accountability
Operating correction factors for take-off mass and take-off
distance are determined to account for temperature above and
below those of the Standard Atmosphere. These factors are
obtained as follows:
a) For any specific aeroplane type the average full
temperature accountability is computed for the range of
mass and altitudes above sea level, and for ambient
temperatures expected in operation. Account is taken of
the temperature effect both on the aerodynamic
characteristics of the aeroplane and on the engine power.
The full temperature accountability is expressed per
degree of temperature in terms of a mass correction, a
take-off distance correction and a change, if any, in the
position of the critical point.
b) Where 2.6.2 is used to determine the take-off path, the
operating correction factors for the aeroplane mass and
take-off distance are at least one half of the full
accountability values. Where 2.6.3 is used to determine
the take-off path, the operating correction factors for the
aeroplane mass and take-off distance are equal to the
full accountability values. With both methods, the
position of the critical point is further corrected by the
average amount necessary to assure that the aeroplane
can stop within the runway length at the ambient
temperature, except that the speed at the critical point is
not less than a minimum at which the aeroplane can be
controlled with the critical power-unit inoperative.
3. Landing
3.1 General
The landing performance is determined:
a) for the following conditions:
1/11/01
1) atmospheric conditions, namely: altitude and also
pressure-altitude and temperature;
2) aeroplane mass;
3) steady wind velocity parallel to the direction of
landing;
4) uniform landing-surface slope (landplanes);
5) type of landing surface (landplanes);
6) water surface condition (seaplanes);
7) density of water (seaplanes);
8) strength of current (seaplanes).
3.2 Landing distance
3.2.1 The landing distance is the horizontal distance
between that point on the landing surface at which the aeroplane
is brought to a complete stop or, for seaplanes, to a
speed of approximately 6 krnlh (3 kt) and that point on the
landing surface which the aeroplane cleared by 152 m (50 ft).
3.3 Landing technique
3.3.1 In determining the landing distance:
a) immediately before reaching the 15.2 m (50 ft) height, a
steady approach is maintained, landing gear fully
extended, with an airspeed of not less than 1.3Vso ;
b) the nose of the aeroplane is not depressed in flight nor
the forward thrust increased by application of engine
power after reaching the 15.2 m (50 ft) height;
c) the wing flap control is set in the landing position, and
remains constant during the final approach, flare out and
touch down, and on the landing surface at air speeds
above 0.9Vso. When the aeroplane is on the landing
surface and the airspeed has fallen to less than 0.9Vso,
change of the wing-flap-control setting is permitted;
ATT C-8
Attachment C Annex 6 - Operation of Aircraft
d) the landing is made in a manner such that there is no
excessive vertical acceleration, no excessive tendency to
bounce, and no display of any uncontrollable or
otherwise undesirable ground (water) handling characteristics,
and such that its repetition does not require
either an exceptional degree of skill on the part of the
pilot, or exceptionally favourable conditions;
e) wheel brakes are not used in a manner such as to
produce excessive wear of brakes or tires, and the
operating pressures on the braking system are not in
excess of those approved.
3.3.2 In addition to, or in lieu of, wheel brakes, other
reliable braking means are permitted to be used in determining
the landing distance, provided that the manner of their
employment is such that consistent results can be expected
under normal conditions of operation and that exceptional skill
is not required to control the aeroplane.
3.3.3 The gradient of the steady approach and the details
of the technique used in determining the landing distance,
together with such variations in the technique as are
recommended for landing with the critical power-units
inoperative, and any appreciable variation in landing distance
resulting therefrom, are entered in the flight manual.
Example 2
Purpose and scope
The purpose of the following example is to illustrate the level
of performance intended by the provisions of Chapter 5 as
applicable to the types of aeroplanes described below.
　
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