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performance.
c) The minimum performance at all stages of take-off and
climb shall be sufficient to ensure that under conditions of
operation departing slightly from the idealized conditions
for which data are scheduled (see 2.2.3), the departure from
the scheduled values is not disproportionate.
a) Starting from the approach configuration and with the
critical power-unit inoperative, the aeroplane shall be
ANNEX 8 IIIA-2-1 13/12/07
Annex 8 -Airworthiness of Aircraft Part ZZZA
capable, in the event of a missed approach, of continuing
the flight to a point from which a fresh approach can be
made.
b) Starting from the landing configuration, the aeroplane
shall be capable, in the event of a balked landing, of
making a climb-out, with all power-units operating.
2.2.3 Scheduling of performance
Performance data shall be determined and scheduled in the
flight manual so that their application by means of the
operating rules to which the aeroplane is to be operated in
accordance with 5.2 of Annex 6, Part I, will provide a safe
relationship between the performance of the aeroplane and the
aerodromes and routes on which it is capable of being
operated. Performance data shall be determined and scheduled
for the following stages for the ranges of mass, altitude or
pressure-altitude, wind velocity. gradient of the take-off and
landing surface for landplanes; water surface conditions,
density of water and strength of current for seaplanes; and for
any other operational variables for which the aeroplane is to be
certificated.
2.2.3.1 Take-off: The take-off performance data shall
include the accelerate-stop distance and the take-off path.
2.2.3.1.1 Accelerate-stop distance. The accelerate-stop
distance shall be the distance required to accelerate and stop,
or, for a seaplane to accelerate and come to a satisfactorily low
speed, assuming the critical power-unit to fail suddenly at a
point not nearer to the start of the take-off than that assumed
when determining the take-off path (see 2.2.3.1.2).
2.2.3.1.2 Take-offpath. The take-off path shall comprise
the ground or water run, initial climb and climbout,
assuming the critical power-unit to fail suddenly
during the take-off (see 2.2.3.1.1). The take-off path shall
be scheduled up to a height that the aeroplane can
maintain and at which it can cany out a circuit of the
aerodrome. The climb-out shall be made at a speed not less
than the take-off safety speed as determined in accordance
with 2.3.1.3.
2.2.3.2 En mute. The en-route climb performance shall
be the climb (or descent) performance with the aeroplane in
the en-route configuration with:
a) the critical power-unit inoperative; and
b) the two critical power-units inoperative in the case of
aeroplanes having three or more power-units.
The operating engines shall not exceed maximum continuous
power.
2.2.3.3 Landing. The landing distance shall be the
horizontal distance traversed by the aeroplane from a point on
the approach flight path at a selected height above the landing
surface to the point on the landing surface at which the
aeroplane comes to a complete stop, or, for a seaplane, comes
to a satisfactorily low speed. The selected height above the
landing surface and the approach speed shall be appropriately
related to operating practices. This distance may be supplemented
by such distance margin as may be necessary; if so, the
selected height above the landing surface, the approach speed
and the distance margin shall be appropriately interrelated and
shall make provision for both normal operating practices and
reasonable variations therefrom.
Note.- lfthe landing distance includes the distance margin
specified in this Standard, it is not necessary to allowfir the
expected variations in the approach and landing techniques in
applying 5.2.11 of Annex 6, Part I.
2.3 Flying qualities
The aeroplane shall comply with the Standards of 2.3 at all
altitudes up to the maximum anticipated altitude relevant to
the particular requirement in all temperature conditions
relevant to the altitude in question and for which the aeroplane
is approved.
2.3.1 Controllability
The aeroplane shall be controllable and manoeuvrable under
all anticipated operating conditions, and it shall be possible to
make smooth transitions from one flight condition to another
(e.g. turns, sideslips, changes of engine power, changes of
aeroplane configurations) without requiring exceptional skill,
alertness or strength on the part of the pilot even in the event
of failure of any power-unit. A technique for safely controlling
　
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