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after reaching a height of 120 m (400 ft) and before reaching
a height of 450 m (1 500 ft), the acceleration is assumed to
take place in level flight and to have a value equal to the true
acceleration available diminished by an acceleration equivalent
to a climb gradient equal to that specified in 2.8.1.
2.9.1.4 The net take-off flight path includes transition to
the initial en-route configuration and airspeed. During all
transition stages, the above provisions regarding acceleration
are complied with.
The wing flaps are in the same position (take-off position)
throughout, except:
a) that the flaps may be moved at heights above 120 m
(400 ft), provided that the airspeed specifications of
2.9.1 are met and that the take-off safety speed
applicable to subsequent elements is appropriate to the
new flap position;
b) the wing flaps may be moved before the earliest power
failure point is reached, if this is established as a
satisfactory normal procedure.
2.9.3 Landing gear
2.9.3.1 In establishing the accelerate-stop distance
required and the take-off run required, the landing gear are
extended throughout.
2.9.3.2 In establishing the take-off distance required,
retraction of the landing gear is not initiated until the selected
take-off safety speed has been reached, except that, when the
selected take-off safety speed exceeds the minimum value
prescribed in 2.2 retraction of the landing gear may be initiated
when a speed greater than the minimum value prescribed in
2.2 has been reached.
2.9.3.3 In establishing the net take-off flight path, the
retraction of the landing gear is assumed to have been initiated
not earlier than the point prescribed in 2.9.3.2.
2.9.4 Cooling
For that part of the net take-off flight path before the 120 m
(400 ft) height point, plus any transition element which starts
at the 120 m (400 ft) height point, the cowl flap position is
such that, starting the take-off at the maximum temperatures
permitted for the start of take-off, the relevant maximum
temperature limitations are not exceeded in the maximum
anticipated air temperature conditions. For any subsequent part
of the net take-off flight path, the cowl flap position and
airspeed are such that the appropriate temperature limitations
would not be exceeded in steady flight in the maximum
anticipated air temperatures. The cowl flaps of all power-units
at the start of the take-off are as above, and the cowl flaps of
the inoperative power-unit may be assumed to be closed upon
reaching the end of the take-off distance required.
2.9.5 Power unit conditions
2.9.5.1 From the starting point to the power failure point,
all power-units may operate at maximum take-off power
conditions. The operative power-units do not operate at
maximum take-off power limitations for a period greater than
that for which the use of maximum take-off power is
permitted.
2.9.5.2 After the period for which the take-off power may
be used, maximum continuous power limitations are not
exceeded. The period for which maximum take-off power is
used is assumed to begin at the start of the take-off run.
2.9.6 Propeller conditions
At the starting point, all propellers are set in the condition
recommended for take-off. Propeller feathering or pitch
coarsening is not initiated (unless it is by automatic or autoselective
means) before the end of the take-off distance
required.
2.9.7 Technique
2.9.7.1 In that part of the net take-off flight path prior to
the 120 m (400 ft) height point, no changes of configuration or
power are made which have the effect of reducing the gradient
of climb.
2.9.7.2 The aeroplane is not flown or assumed to be
flown in a manner which would make the gradient of any part
of the net take-off flight path negative.
ATT C-15 1/11/01
Annex 6 - Operation of Aircraft Part I
2.9.7.3 The technique chosen for those elements of the 2.10.3 Take-off distance reqrrired
flight path conducted in steady flight, which are not the subject
of numerical climb specifications, are such that the net Satisfactory corrections for the vertical gradient of wind
gradient of climb is not less than 0.5 per cent. velocity are made.
2.9.7.4 All information which it may be necessary to
furnish to the pilot, if the aeroplane is to be flown in a manner
consistent with the scheduled performance, is obtained and
recorded.
2.9.7.5 The aeroplane is held on, or close to the ground
3. Landing
3.1 General
until the point at whiih it is permissible to initiate landing gear
The landing distance required is
retraction has been reached.
　
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