Nous sommes ravis de vous accueillir sur le forum des pilotes privés.
Vous êtes sur un forum de discussions public, permettant aux pilotes privés, mais aussi à tous les passionnés des choses de l'air, d"échanger leurs idées, leurs expériences, leurs questions.
S'il s'agit de votre premier accès à ce site et que vous n'avez pas créé de pseudonyme, votre accès est restreint. Vous devez obligatoirement vous enregistrer avant de pouvoir accéder à la totalité des rubriques, et apporter vos contributions. L'enregistrement ne prend que quelques secondes.
Pour cela, cliquez sur l'option "M'enregistrer " dans le menu à droite ci-dessus.
Si vous possédez déjà un identifiant, indiquez-le dans la zone de saisie ci-dessous.
Nous vous remercions pour votre compréhension, et vous souhaitons de passer de bons moments sur le Forum des Pilotes Privés.
Les Administrateurs
gma a écrit:En France, demain matin, si vous voulez et pouvez, il est possible pour vous d'acheter un Airbus A 380, de l'exploiter dans le cadre d'une association et de le réserver au transport commercial de... 6 passagers ! C'est tout à fait légal et possible, sans aucun certificat de transporteur public !
Luc Lion a écrit:Quelques détails supplémentaires :
- les 3 types d'avions retenus:
Aerocommander 500 : appelé aussi Rockwell Commander. Bimoteur à piston, requiert la qualification de classe SEP.
JAR 25.107 a écrit:JAR 25.107 Take-off speeds
(a) V1 must be established in relation to VEF as follows:
(1) VEF is the calibrated airspeed at which the critical engine is assumed to fail. VEF must be selected by the applicant, but may not be less than VMCG determined under JAR 25.149 (e).
(2) V1 in terms of calibrated airspeed, is the take-off decision speed selected by the applicant; however, V1 may not be less than VEF plus the speed gained with the critical engine inoperative during the time interval between the instant at which the critical engine is failed, and the instant at which the pilot recognises and reacts to the engine failure, as indicated by the pilot's application of the first retarding means during accelerate-stop tests.
(b) V2min, in terms of calibrated airspeed, may not be less than -
(1) 1·2 VS for -
(i) Two-engined and three-engined turbo propeller powered aeroplanes; and
(ii) Turbo-jet powered aeroplanes without provisions for obtaining a significant reduction in the one-engine-inoperative power-on stalling speed;
(2) 1·15 VS for -
(i) Turbo-propeller powered aeroplanes with more than three engines; and
(ii) Turbo-jet powered aeroplanes with provisions for obtaining a significant reduction in the one-engine-inoperative power-on stalling speed: and
(3) 1·10 times VMC established under JAR 25.149.
(c) V2, in terms of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required by JAR 25.121(b) but may not be less than -
(1) V2min; and
(2) VR plus the speed increment attained (in accordance with JAR 25.111(c)(2)) before reaching a height of 35 ft above the take-off surface.
(d) VMU is the calibrated airspeed at and above which the aeroplane can safely lift off the ground, and continue the take-off. VMU speeds must be selected by the applicant throughout the range of thrust-to-weight ratios to be certificated. These speeds may be established from free air data if these data are verified by ground take-off tests. (See [ ACJ 25.107(d).) ]
(e) VR, in terms of calibrated air speed, must be selected in accordance with the conditions of sub-paragraphs (1) to (4) of this paragraph:
(1) VR may not be less than -
(i) V1;
(ii) 105% of VMC;
(iii) The speed (determined in accordance with JAR 25.111(c)(2)) that allows reaching V2 before reaching a height of 35 ft above the take-off surface; or
(iv) A speed that, if the aeroplane is rotated at its maximum practicable rate, will result in a VLOF of not less than 110% of VMU in the all-engines-operating condition and not less than 105% of VMU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition, except that in the particular case that lift-off is limited by the geometry of the aeroplane, or by elevator power, the above margins may be reduced to 108% in the all-engines-operating case and 104% in the one-engine-inoperative condition. (See ACJ 25.107(e)(1)(iv).)
(2) For any given set of conditions (such as weight, configuration, and temperature), a single value of VR, obtained in accordance with this paragraph, must be used to show compliance with both the one-engine-inoperative and the all-engines-operating take-off provisions.
(3) It must be shown that the one-engine-inoperative take-off distance, using a rotation speed of 5 knots less than VR established in accordance with sub-paragraphs (e)(1) and (2) of this paragraph, does not exceed the corresponding one-engine-inoperative take-off distance using the established VR. The take-off distances must be determined in accordance with JAR 25.113(a)(1). (See ACJ 25.107(e)(3).)
(4) Reasonably expected variations in service from the established take-off procedures for the operation of the aeroplane (such as over-rotation of the aeroplane and out-of-trim conditions) may not result in unsafe flight characteristics or in marked increases in the scheduled take-off distance established in accordance with JAR 25.113(a). (See ACJ No. 1 to JAR 25.107 (e) (4) and ACJ No. 2 to JAR 25.107 (e) (4).)
(f) VLOF is the calibrated airspeed at which the aeroplane first becomes airborne.
Retourner vers En l'air, autour de ce qui vole
Utilisateurs parcourant ce forum: Google [Bot], lbleriot et 417 invités