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15.2 m (50 ft) above all obstacles lying within 60 m on either
side of the flight path while still within the confines of the
aerodrome, and 90 m on either side of the flight path when
outside those confines. It is to be observed that those codes are
such that they do not provide for an alternative to the method
of elements (see the Appendix to this example) in the
determination of the take-of path. It is considered that those
codes are compatible with the general intent of this example.
3.3 Conditions
For the purpose of 3.1 and 3.2, the performance is that
corresponding to:
a) the mass of the aeroplane at the start of take-off;
b) an altitude equal to the elevation of the aerodrome;
and for the purpose of 3.2:
c) the ambient temperature at the time of take-off for 3.2 a)
and b) only;
d)the runway slope in the direction of take-off
(landplanes);
e) not more than 50 per cent of the reported wind
component opposite to the direction of take-off, and not
less than 150 per cent of the reported wind component
in the direction of take-off. In certain cases of operation
of seaplanes, it has been found necessary to take account
of the reported wind component normal to the direction
of take-off.
3.4 Critical point
In applying 3.2 the critical point chosen for establishing
compliance with 3.2 a) is not nearer to the starting point than
that used for establishing compliance with 3.2 b) and 3.2 c).
3.5 Turns
In case the flight path includes a turn with bank greater than
15 degrees, the clearances specified in 3.2 c) are increased by
an adequate amount during the turn, and the distance D is
measured along the intended track.
4. En route
4.1 One power-unit inoperative
4.1.1 At all points along the route or planned diversion
therefrom, the aeroplane is capable, at the minimum flight
altitudes en route, of a steady rate of climb with one powerunit
inoperative, as determined from the flight manual, of at
least
1) K (1A85.2 )d' s , vs o being expressed in kdh;
2
2) K (2) d s , vs0 being expressed in kt;
2
3) K (2) fVmin. vs being expressed in kt;
0
and K having the following value:
5.40 . K = 4.04 - - In the case of 1) and 2); and
N
K = 797 - -060 in the case of 3)
N
where N is the number of power-units installed.
ATT C-3
Annex 6 - Operation of Aircraft
It should be noted that minimum flight altitudes are usually
considered to be not less than 300 m (1 000 ft) above terrain
along and adjacent to the flight path.
4.1.2 As an alternative to 4.1.1 the aeroplane is operated
at an all power-unit operating altitude such that, in the event
of a power-unit failure, it is possible to continue the flight to
an aerodrome where a landing can be made in accordance with
5.3, the flight path clearing all terrain and obstructions along
the route within 8 km (4.3 NM) on either side of the intended
track by at least 600 m (2 000 ft). In addition, if such a
procedure is utilized, the following provisions are complied
with:
a) the rate of climb, as determined from the flight manual
for the appropriate mass and altitude, used in calculating
the flight path is diminished by an amount equal to
1 K ( I 2 s v being expressed in kmh;
185.2 So
2
2) K ($1 mh. vso being expressed in kt;
2
3) K ($1 fVmin. vs being expressed in kt;
0
and K having the following value:
5.40 .
K = 4.04 - - In the case of 1) and 2); and
N
K = 797 - -060 in the case of 3)
N
4.2 Two power-units inoperative
(applicable only to aeroplanes
with four power-units)
The possibility of two power-units becoming inoperative when
the aeroplane is more than 90 minutes at all power-units
operating cruising speed from an en-route alternate aerodrome
is catered for. This is done by verifying that at whatever such
point such a double failure may occur, the aeroplane in the
configuration and with the engine power specified in the flight
manual can thereafter reach the alternate aerodrome without
coming below the minimum flight altitude. It is customary to
assume such fuel jettisoning as is consistent with reaching the
aerodrome in question.
5. Landing
5.1 Mass
The calculated mass for the expected time of landing at the
aerodrome of intended landing or any destination alternate
aerodrome is not to exceed the maximum specified in the
flight manual for the elevation of that aerodrome.
5.2 Landing distance
5.2.1 Aerodrome of intended landing
The landing distance at the aerodrome of the intended landing,
　
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