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state can affect directional and
braking ability, and has been
discussed already. Meanwhile, for
dry short grass (under 5”), the
TODR will increase by 20%, a
factor of 1.2. When it's wet, 25%—a
factor of 1.25. For dry, long grass (5-
10 inches), TODR will increase by
25%, and 30% when wet (it's not
recommended that you operate
when grass is over 10 inches high).
For dry short grass (under 5 inches),
the LDR will increase by 20%, a
factor of 1.2. When it's wet, 30%—a
factor of 1.3. For dry, long grass (5-
10 inches), LDR will increase by
30%, and 40% when wet. For other
soft ground or snow, the increase
will be in the order of 25% or more
for take-off and landing,
Obstacles
Takeoff requirements also need to
consider obstacles further along the
take-off path which cannot be
avoided visually. The area concerned
is a funnel extending up to 1500 feet
above the airfield elevation from the
end of the TODR within 75m either
side of track (with all engines
operating). The Net Flight Path is
Operational Procedures 141
made up of segments covering
various stages of flight (such as
when undercarriage or flaps are
raised) and is so called because NET
(i.e. factored) performance data is
used to assess it. The NFP
commences from 50’ above the end
of the TODR, the imaginary screen
the aircraft must clear.
If an obstacle (including a frangible
one) intrudes on the Net Flight Path,
then take-off weight must be
reduced until it's cleared by a margin
of 35 (or whatever) feet, so this may
be a determining one in calculating
Restricted Takeoff Weight (see also
Loading). You can make gentle turns
to avoid obstacles, and not have to
fiddle with take-off weights, and
there will be graphs in the Flight
Manual allowing you to calculate
radii and procedures for it. However,
you will need to be visual as well, so
a minimum cloudbase is necessary.
If an engine fails in the climb out,
normal practice would be to return
to the point of departure, but if you
can't (maybe the weather) the NFP
and MSA must be examined at the
flight planning stage. It may even be
necessary to climb overhead to get
the height required before going for
your return alternate.
You must use the one-engine inoperative
net flight path data from the point at
which full instrument flying
commences, or is expected to.
Balked Approach Flight Path
This is similar to Net Flight Path,
and commences at DH above the
upwind end of the LDR. However,
you may not be able to complete a
balked landing or go around once
you have entered a low-energy
landing configuration, without
touching the ground, because your
flaps and gear would be set for
landing, you would be below about
50 feet, in descent, with the throttle
in the idle range and with decreasing
airspeed. Balked landings or go-arounds
should be initiated before this point is
reached – if you put your aircraft in
this state, the subsequent board of
inquiry would only assume you
thought it was safe to do so. As
there will be no performance figures
in the charts to cover it, this is a high
risk experiment – in fact, you are
very likely to stall if you climb before
your engines have spooled up.
Diversions
You must be capable of continuing
the flight from any point of engine
failure at or above MSA to 1500 feet
above a suitable airfield (within
WAT and runway limits), where you
must be able to maintain a positive
rate of climb. Consideration must
therefore be given to height loss, and
the likely drift down rate with
engine(s) out is established from the
Flight Manual. The charts will
indicate how quickly you can expect
to descend, based on aircraft weight,
temperature, altitude, etc.
If the MOCA is quite high (say over
the Alps or the Rockies at 14,000
feet), you're obviously going to be
pushed to get there in some aircraft
with two engines, let alone one. If
you have to go that way and suspect
you may have performance
problems, you could always work
out your Drift Down with the help
of an emergency turn, information
about which will also be found in the
Flight Manual. What you do is
establish a point one side of which
performance is OK and the other
side of which, if you have an engine
142 Operational Flying
failure, you make an emergency turn
to get yourself away from the area
　
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