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of operation departing slightly from the idealized conditions
for which data are scheduled (see B.2.7), the departure
from the scheduled values is not disproportionate.
ANNEX 8 V-B-1 13/12/07
Annex 8 - Airworthiness of Aircraft
B.2.6 Landing
a) For aeroplanes with more than one power-unit that are
turbine-powered or have a maximum certificated takeoff
mass of over 2 721 kg, starting from the approach
configuration and with the critical power-unit inoperative,
the aeroplane shall be capable, in the event of a
missed approach, of continuing the flight to a point from
which another 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.
B.2.7 Scheduling of performance
Performance data shall be determined and scheduled in the
flight manual in order to 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.
a) Take-ofJ: The take-off performance data shall include the
distance required to take-off and climb to a selected
height above the take-off surface. It must be determined
for each mass, altitude and temperature within the operational
limits established for take-off with:
- take-off power on each engine;
- wing flaps in the take-off position(s); and,
- landing gear extended.
b) En route. For aeroplanes with more than one power-unit,
the en-route climb performance shall be the climb (or
descent) performance with the aeroplane in the en-route
configuration with the critical power-unit inoperative.
The operating power-unit(s) shall not exceed maximum
continuous power or thrust.
c) 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.
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 rnanoeuvrable
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.
Note.- This Standard is intended, among other things, to
relate to operation in conditions of no appreciable atmospheric
turbulence and also to ensure that there is no undue
deterioration of the flying qualities in turbulent air.
B.3.2.2 Controllability on the ground (or water). The
aeroplane shall be controllable on the ground (or on the water)
during taxiing, take-off and landing under the anticipated operating
conditions.
B.3.2.3 Controllability during take-of/: The aeroplane
shall be controllable in the event of sudden failure of the critical
power-unit at any point in the take-off.
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
　
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