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position when the manoeuvre described in 2.3 is executed. This
speed would not apply when the stalling speed defined in 2.1
occurs before the elevator control reaches its stops.
2.3 Determination of stalling speed -
Minimum steady flight speed
2.3.1 The aeroplane is trimmed for a speed of approximately
1.4Vs1 . From a value sufficiently above the stalling
speed to ensure that a steady rate of decrease is obtainable, the
speed is reduced in straight flight at a rate not exceeding
0.5 m/s2 (1 ktls) until the stalling speed or the minimum steady
flight speed, defined in 2.1 and 2.2, is reached.
2.3.2 For the purpose of measuring stalling speed and
minimum steady flight speed, the instrumentation is such that
the probable error of measurement is known.
Vso denotes the stalling speed if obtained in flight tests
conducted in accordance with 2.3, or the minimum steady
flight speed, CAS, as defined in 2.2, with:
a) engines at not more than sufficient power for zero thrust
at a speed not greater than 110 per cent of the stalling
speed;
b) propeller pitch controls in the position recommended for
normal use during take-off;
c) landing gear extended;
d) wing flaps in the landing position;
e) cowl flaps and radiator shutters closed or nearly closed;
f) centre of gravity in that position within the permissible
landing range which gives the maximum value of
stalling speed or of minimum steady flight speed;
g) aeroplane mass equal to the mass involved in the
specification under consideration.
Vsl denotes the stalling speed if obtained in flight tests
conducted in accordance with 2.3, or the minimum steady
flight speed, CAS, as defined in 2.2, with:
a) engines at not more than sufficient power for zero thrust
at a speed not greater than 110 per cent of the stalling
speed;
b) propeller pitch controls in the position recommended for
normal use during take-off;
c) aeroplane in the configuration in all other respects and
at the mass prescribed in the specification under
consideration.
3.1 Mass
The mass of the aeroplane at take-off is not to exceed the
maximum take-off mass specified in the flight manual for the
altitude at which the take-off is to be made.
3.2 Performance
The performance of the aeroplane as determined from the
information contained in the flight manual is such that:
a) the accelerate-stop distance required does not exceed the
accelerate-stop distance available;
b) the take-off distance required does not exceed the takeoff
distance available;
c) the take-off path provides a vertical clearance of not less
than 15.2 m up to D = 500 m (50 ft up to D = 1 500 ft)
and 15.2 + 0.01 [D - 5001 m (50 + 0.01 [D - 1 5001 ft)
thereafter, above all obstacles lying within 60 m plus
half the wing span of the aeroplane plus 0.125D on
either side of the flight path, except that obstacles lying
beyond 1 500 m on either side of the flight path need not
be cleared.
The distance D is the horizontal distance that the aeroplane
has travelled from the end of the take-off distance available.
1/11/01 ATT C-2
Attachment C Annex 6 - Operation of Aircrafi
Note.- This need not be carried beyond the point at which
the aeroplane would be able, withoutfurther gaining in height,
to commence a landing procedure at the aerodrome of takeo
f or, alternatively, has attained the minimum safe altitude for
commencing flight to another aerodrome.
However, the lateral obstacle clearance is liable to be
reduced (below the values stated above) when, and to the
extent that, this is warranted by special provisions or
conditions which assist the pilot to avoid inadvertent lateral
deviations from the intended flight path. For example,
particularly in poor weather conditions, a precise radio aid
may assist the pilot to maintain the intended flight path. Also,
when the take-off is made in sufficiently good visibility
conditions, it may, in some cases, be possible to avoid
obstacles which are clearly visible but may be within the
lateral limits noted in 3.2 c).
Note I.- The procedures used in defining the acceleratestop
distance required, the take-off distance required and the
take-offlight path are described in the Appendix to this
example.
Note 2.- In some national codes similar to this example,
the specification for "performance" at take-of is such that no
credit can be taken for any increase in length of acceleratestop
distance available and take-of distance available beyond
the length specified in Section I for take-of run available.
Those codes specify a vertical clearance of not less than
　
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