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a) for the following conditions:
2.9.7.6 No attempt is made to leave the ground until a
speed has been reached which is at least: 1) sea level;
15 per cent above the minimum possible unstick speed with 2) aeroplane mass equal to the maximum landing mass
all power-units operating; at sea level:
7 per cent above the minimum possible unstick speed with 3) level, smooth, dry and hard landing surfaces
the critical power-unit inoperative; (landplanes);
except that these unstick speed margins may be reduced to
10 per cent and 5 per cent, respectively, when the limitation is
due to landing gear geometry and not to ground stalling
characteristics.
Note.- Compliance with this specijication is determined by
attempting to Ieave the ground at progressively lower speeds
(by normal use of the controls except that up-elevator is
applied earlier and more coarsely than is normal) until it has
been shown to be possible to Ieave the ground at a speed
which complies with these specifications, and to complete the
take-off It is recognized that during the test manoeuvre, the
usual margin of control associated with normal operating
techniques and sched~~lpeedr formance information will not be
available.
4) smooth water of declared density (seaplanes);
b) over selected ranges of the following variables:
1) atmospheric conditions, namely: altitude, or
pressure-altitude and temperature;
2) aeroplane mass;
3) steady wind velocity parallel to the direction of
landing;
4) uniform landing surface slope (landplanes);
5) nature of landing surface (landplanes);
6) water surface condition (seaplanes);
2.10 Methods of derivation 7) density of water (seaplanes);
2.10.1 General 8) strength of current (seaplanes).
The take-off field lengths required are determined from
measurements of actual take-offs and ground runs. The net
take-off flight path is determined by calculating each section
separately on the basis of performance data obtained in steady
flight.
2.10.2 Net rake-offflight path
Credit is not taken for any change in configuration until that
change is complete, unless more accurate data are available to
substantiate a less conservative assumption; ground effect is
ignored.
3.2 Landing distance required
The landing distance required is the measured 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 9 km/h (5 kt) and that point on the
landing surface which the aeroplane cleared by 15.2 m (50 ft)
multiplied by a factor of 110.7.
Note.- Some States have found it necessary to use a factbr
of 1/0.6 instead of 110.7.
111 1/01 ATT C-16
Attachment C Annex 6 - Operation of Aircrafl
3.3 Landing technique
3.3.1 In determining the measured 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 at least 1.3Vso ;
Note.- See Example I for definition of %.
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 power is not reduced in such a way that the power
used for establishing compliance with the balked
landing climb requirement would not be obtained within
5 seconds if selected at any point down to touch down;
d) reverse pitch or reverse thrust are not used when
establishing the landing distance using this method and
field length factor. Ground fine pitch is used if the
effective draglweight ratio in the airborne part of the
landing distance is not less satisfactory than that of
conventional piston-engined aeroplane;
Note.- This does not mean that reverse pitch or
reverse YhrusY, or use of ground fine pitch, are to be
discouraged.
e) 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 airspeeds
above 0.9Vs,. 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 acceptable;
f) 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 other undesirable
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;
g) wheel brakes are not used in a manner such as to
　
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