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the take-off safety speed, it is demonstrated that, in the event
of sudden failure of the critical power-unit at all speeds down 15.2 m (50 ft), for aeroplanes with four power-units,
to the lowest speed corresponding with the power failure point,
the aeroplane is controllable satisfactorily and that the take-off above the take-off surface, with the critical power-unit failing
can be continued safely, using normal piloting skill, without: at the power failure point.
a) reducing the thrust of the remaining power-units; and 2.7.2 The heights mentioned above are those which can
be just cleared by the aeroplane when following the relevant
b) encountering characteristics which would result in flight path in an unbanked attitude with the landing gear
unsatisfactory controllability on wet runways. extended.
2.4.2 If the critical power-unit varies with the configur- Note.- Paragraph 2.8 and the corresponding operating
ation, and this variation has a substantial effect on perform- requirements, by defining the point at which the net take-off
ance, either the critical power-ilnit is considered separately for flight path starts as the 10.7 m (358) height point, ensure that
each element concerned, or it is shown that the established the appropriate net clearances are achieved.
performance provides for each possibility of single power-unit
failure.
2.4.3 The power failure point is selected for each take-off 2.8 Net take-off flight path
distance required and take-off run required, and for each
accelerate-stop distance required. The pilot is provided with a 2.8.1 The net take-off flight path is the one-power-unitready
and reliable means of determining when the applicable inoperative flight path which starts at a height of 10.7 m (35 ft)
power failure point has been reached. at the end of the take-off distance required and extends to a
height of at least 450 m (1 500 ft) calculated in accordance
with the conditions of 2.9, the expected gradient of climb
2.5 Accelerate-stop distance required
2.5.1 The accelerate-stop distance required is the distance
being diminished at each point by a gradient equal to:
0.5 per cent, for aeroplanes with two power-units,
required to reach the power failure point from a standing start 0.8 per cent, for aeroplanes with four power-units.
and, assuming- the critical power-unit to fail suddenly at this
point, to stop if a landplane, or to bring the aeroplane to a 2.8.2 The expected performance with which the aeroplane
speed of approximately 9 km/h (5 kt) if a seaplane. is credited in the take-off wing flap, take-off power condition,
is available at the selected take-off safety speed and is
2.5.2 Use of braking means in addition to, or in lieu of,
substantially available at 9 km/h (5 kt) below this speed.
wheel brakes is permitted in determining this distance,
provided that they are reliable and that the manner of their 2.8.3 In addition the effect of significant turns is
employment is such that consistent results can be expected scheduled as follows:
under normal conditions of operation, and provided that
exceptional skill is not required to control the aeroplane. Radius. The radius of a steady Rate 1 (180 degrees per
minute) turn in still air at the various true airspeeds
corresponding to the take-off safety speeds for each wing-flap
2.6 Take-off run required setting used in establishing the net take-off flight path below
the 450 m (1 500 ft) height point, is scheduled.
The take-off run required is the greater of the following:
Performance change. The approximate reduction in
1.15 times the distance required with all power-units performance due to the above turns is scheduled and
operating to accelerate from a standing start to take- corresponds to a change in gradient of
off safety speed;
1.0 times the distance required to accelerate from a
standing start to take-off safety speed assuming the
critical power-unit to fail at the power failure point.
*; where V is the true airspeed
1°.5(&)j ~n km/h; and
Y11/01 ATT C-14
Attachment C Annex 6 - Operation of Aircrafl
% where V is the true airspeed
[0.5(&j)j in knots.
2.9 Conditions
2.9.1 Air speed
2.9.1.1 In determining the take-off distance required, the
selected take-off safety speed is attained before the end of the
take-off distance required is reached.
2.9.1.2 In determining the net take-off flight path below a
height of 120 m (400 ft), the selected take-off safety speed is
maintained, i.e. no credit is taken for acceleration before this
height is reached.
2.9.1.3 In determining the net take-off flight path above a
height of 120 m (400 ft), the airspeed is not less than the
selected take-off safety speed. If the aeroplane is accelerated
　
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