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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.
a) Take-ofl The take-off performance data shall include the
accelerate-stop distance and the take-off path.
b) 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 B.2.7 c)). For landplanes, the distance shall be
based on operations with all the wheel brake assemblies
at the fully worn limit of their allowable wear range.
C) Take-off path. The take-off path shall comprise the
ground or water run, initial climb and climb-out,
assuming the critical power-unit to fail suddenly during
the take-off (see B.2.7 b)). The take-off path shall be
scheduled up to a height from which the aeroplane can
continue safe flight and landing. The climb-out shall be
made at a speed not less than the take-off safety speed
as determined in accordance with B.3.2.4.
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.
For landplanes, this distance shall be based on operations
with all the wheel brake assemblies at the fully
worn limit of their allowable wear range.
Note.- I f the landing distance includes the distance
margin specified in this Standard, it is not necessary to
allow for the expected variations in the approach and
landing techniques in applying 5.2.11 of Annex 6, Part I.
B.3 Flying qualities
B.3.1 The aeroplane shall comply with the Standards of
B.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.
B.3.2 Controllability
B.3.2.1 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 or thrust, 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 the aeroplane shall be established
for all stages of flight and aeroplane configurations for which
performance is scheduled.
d) En route. The en-route climb performance shall be the
climb (or descent) performanciwith the aeroplane in the
en-route configuration with: Note.- This Standard is intended, among other things, to
relate to operation in conditions of no appreciable atmos-
1) the critical power-unit inoperative; and
pheric turbulence and also to ensure that-there is no undue
deteriorarion of the flying qualities in turbulent ail:
2) the two critical power-units inoperative in the case of
aeroplanes having three or more power-units. B.3.2.2 Controllability on the ground (or water). The
aeroplane shall be controllable on the ground (or on the water)
The operating engines shall not exceed maximum continuous during taxiing, take-off and landing under the anticipated
power or thrust. operating conditions.
Sub-part B Annex 8 -Airworthiness of Aircraft
B.3.2.3 Controllability during take-08 The aeroplane
shall be controllable in the event of sudden failure of the
critical power-unit at any point in the take-off, when the aeroplane
is handled in the manner associated with the scheduling
of take-off paths and accelerate-stop distances.
B.3.2.4 Take-off safety speed. The take-off safety speeds
assumed when the performance of the aeroplane (after leaving
the ground or water) during the take-off is determined shall
provide an adequate margin above the stall and above the minimum
speed at which the aeroplane remains controllable after
sudden failure of the critical power-unit.
B.3.3 Trim
The aeroplane shall have such trim and other characteristics as
to ensure that the demands made on the pilot's attention and
　
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