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those adopted by some Contracting States for inclusion in their
national performance codes. A very substantial number of civil
transport aeroplanes have been manufactured and are being
operated in accordance with these codes. Those aeroplanes are
powered with reciprocating engines including turbo-compound
design. They embrace twin-engined and four-engined
aeroplanes over a mass range from approximately 4 200 kg to
70 000 kg over a stalling speed range, V,,, from approximately
100 to 175 kmlh (55 to 95 kt) and over a wing loading range
from approximately 120 to 360 kg/m2. Cruising speeds range
over 555 krnlh (300 kt). Those aeroplanes have been used in a
very wide range of altitude, air temperature and humidity
conditions. At a later date, the code was applied with respect
to the evaluation of certification of the so-called "first
generation" of turboprop and turbo-jet aeroplanes.
Although only past experience can warrant the fact that this
example illustrates the level of performance intended by the
Standards and Recommended Practices of Chapter 5, it is
considered to be applicable over a wide range of aeroplane
characteristics and atmospheric conditions. Reservation should
however be made concerning the application of this example
with respect to conditions of high air temperatures. In certain
extreme cases, it has been found desirable to apply additional
temperature and/or humidity accountability, particularly for
the obstacle limited take-off flight path.
instrument error. (As a result of the sea level adiabatic
compressible flow correction to the airspeed instrument
dial, CAS is equal to the true airspeed (TAS) in Standard
Atmosphere at sea level.)
Declared distances.
a) Take-of run available (TORA). The length of runway
declared available and suitable for the ground run of an
aeroplane taking off.
b) Take-of distance available (TODA). The length of the
take-off run available plus the length of the clearway, if
provided.
c) Accelerate-stop distance available (ASDA). The length
of the take-off run available plus the length of the
stopway, if provided.
d) Landing distance available (LDA). The length of
runway which is declared available and suitable for the
ground run of an aeroplane landing.
Note.- The calculation of declared distances is
described in Annex 14, Volume I, Attachment A.
Height. The vertical distance of a level, a point, or an object
considered as a point, measured from a specified datum.
Note.- For the purposes of this example, the point
referred to above is the lowest part of the aeroplane and
the specified datum is the take-of or landing suface,
whichever is applicable.
This example is not intended for appli~ation to aeroplanes Landing surface- That part the surface an
having short take-off and landing (STOL) or vertical take-off which the aerodrome authority has declared available for
and landing (VTOL) capabilities. the normal ground or water run of aircraft landing in a
particular direction.
No detailed study has been made of the applicability of this
example to operations in all-weather conditions. The validity of Take-off surface. That part of the surface of an aerodrome
this example has not therefore been established for operations which the aerodrome authority has declared available for
which may involve low decision heights and be associated with the normal ground or water run of aircraft taking off in a
low minima operating techniques and procedures. particular direction.
1. Definitions
V,, A stalling speed or minimum steady flight speed in the
landing configuration. (Note.- See 2.4.)
CAS (Calibrated airspeed). The calibrated airspeed is equal to &, A stalling speed or minimum steady flight speed. (Note.-
the airspeed indicator reading corrected for position and See 2.5.)
ANNEX 6 - PART I ATT C-1 1/11/01
Annex 6 - Operation of Aircraft Part I
Note.- See Chapter I and Annexes 8 and 14, Volume I, for
other definitions.
2. Stalling speed -
minimum steady flight speed
2.1 For the purpose of this example, the stalling speed is
the speed at which an angle of attack greater than that of
maximum lift is reached, or, if greater, the speed at which a
large amplitude pitching or rolling motion, not immediately
controllable, is encountered, when the manoeuvre described in
2.3 is executed.
Note.- It should be noted that an uncontrollable pitching
motion of small amplitude associated with pre-stall bufeting
does not necessarily indicate that the stalling speed has been
reached.
2.2 The minimum steady flight speed is that obtained while
maintaining the elevator control in the most rearward possible
　
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