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or in the comprehensive and detailed code of performance in
accordance with which the aeroplane is being operated.
5.2.7 Mass limitations
a) The mass of the aeroplane at the start of take-off shall
not exceed the mass at which 5.2.8 is complied with, nor
the mass at which 5.2.9, 5.2.10 and 5.2.11 are complied
with, allowing for expected reductions in mass as the
flight proceeds, and for such fuel jettisoning as is
envisaged in applying 5.2.9 and 5.2.10 and, in respect of
alternate aerodromes, 5.2.7 c) and 5.2.11.
b) In no case shall the mass at the start of take-off exceed
the maximum take-off mass specified in the flight
manual for the pressure-altitude appropriate to the
elevation of the aerodrome, and, if used as a parameter
to determine the maximum take-off mass, any other
local atmospheric condition.
c) In no case shall the estimated mass for the expected time
of landing at the aerodrome of intended lanGg and at
any destination alternate aerodrome, exceed the
maximum landing mass specified in the flight manual
for the pressure-altitude appropriate to the elevation of
those aerodromes, and if used as a parameter to
determine the maximum landing mass, any other local
atmospheric condition.
d) In no case shall the mass at the start of take-off, or at the
expected time of landing at the aerodrome of intended
landing and at any destination alternate aerodrome,
exceed the relevant maximum masses at which compliance
has been demonstrated with the applicable noise
cedfication Standards in Annex 16, Volume I, unless
otherwise authorized in exceptional circumstances for a
ANNEX 6 - PART I 24/1Y05
No. 29
Annex 6 - Operation of Aircrafl
certain aerodrome or a runway where there is no noise
disturbance problem, by the competent authority of the
State in which the aerodrome is situated.
5.2.8 Take-ofi The aeroplane shall be able, in the event
of a critical power-unit failing at any point in the take-off,
either to discontinue the takeoff and stop within the
accelerate-stop distance available, or to continue the take-off
and clear all obstacles along the flight path by an adequate
margin until the aeroplane is in a position to comply with
5.2.9.
Note.- "An adequate margin" referred to in this provision
is illustrated by the appropriate examples included in
Attachment C.
5.2.8.1 In determining the length of the runway available,
account shall be taken of the loss, if any, of runway length due
to alignment of the aeroplane prior to take-off.
5.2.9 En route - one power-unit inoperative. The
aeroplane shall be able, in the event of the critical power-umt
becoming inoperative at any point along the route or planned
diversions therefrom, to continue the flight to an aerodrome at
which the Standard of 5.2.11 can be met, without flying below
the minimum flight altitude at any point.
5.2.10 En route - two power-units inoperative. In the
case of aeroplanes having three or more power-units, on any
part of a route where the location of en-route alternate
aerodromes and the total duration of the flight are such that the
probability of a second power-unit becoming inoperative must
be allowed for if the general level of safety implied by the
Standards of this chapter is to be maintained, the aeroplane
shall be able, in the event of any two power-units becoming
inoperative, to continue the flight to an en-route alternate
aerodrome and land.
5.2.1 1 Landing. The aeroplane shall, at the aerodrome of
intended landing and at any alternate aerodrome, after clearing
all obstacles in the approach path by a safe margin, be able to
land, with assurance that it can come to a stop or, for a
seaplane, to a satisfactorily low speed, within the landing
distance available. Allowance shall be made for expected
variations in the approach and landing techniques, if such
allowance has not been made in the scheduling of performance
data.
53 Obstacle data
5.3.1 Obstacle data shall be provided to enable the
operator to develop procedures to comply with 5.2.8.
Note.- See Annex 4 and Annex I5 for methods of
presentation of certain obstacle &ta.
5.3.2 The operator shall take account of charting accuracy
when assessing compliance with 5.2.8.
5.4 Additional requirements for operations
of singleengine turbine-powered
aeroplanes at night andlor in
Instrument Meteorological Conditions (IMC)
5.4.1 In approving operations by single-engine
turbine-powered aeroplanes at night and/or in IMC, the State
of the Operator shall ensure that the airworthiness certification
　
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