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15 degrees. The net take-off flight path considered is for the
altitude of the aerodrome and for the ambient temperature and
wind component existing at the time of take-off.
3.1.1 Where the intended track does not include any
change of heading greater than 15 degrees,
a) for operations conducted in VMC by day, or
b) for operations conducted with navigation aids such that
the pilot can maintain the aeroplane on the intended
track with the same precision as for operations specified
in 3.1.1 a),
obstacles at a distance greater than 300 m on either side of the
intended track need not be cleared.
3.1.2 Where the intended track does not include any
change of heading greater than 15 degrees for operations
conducted in IMC, or in VMC by night, except as provided in
3.1.1 b); and where the intended track includes changes of
heading greater than 15 degrees for operations conducted in
VMC by day, obstacles at a distance greater than 600 m on
either side of the intended track need not be cleared.
2.3.1 The take-off run required does not exceed the length
of the runway. 3.1.3 Where the intended track includes changes of
heading greater than 15 degrees for operations conducted in
2.3.2 The accelerate-stO~ distance required IMC, or in VMC by night, obstacles at a distance greater than
exceed the length the plus the length the 900 m on either side of the intended track need not be cleared.
stopway, where present.
4. En-route limitations
2.3.3 The take-off distance required does not exceed the
length of the runway, plus the length of the clearway, where
present, except that the sum of the lengths of the runway and
the clearway is in no case considered as being greater than 1.5
times the length of the runway.
4.1 General
2.4 Credit is not taken for the length of the stopway or the
length of the clearway unless they comply with the relevant At no point along the intended track, is an aeroplane having
specifications in Annex 14, Volume I. three or more engines to be more than 90 minutes at normal
cruising speed away from an aerodrome at which the distance
Note.- In determining the length of the runway available, specifications for alternate aerodromes (see 5.2) are complied
account is taken of the loss, if any, of runway length due to with and where it is expected that a safe landing can be made,
alignment of the aeroplane prior to take-08 unless it complies with 4.3.1.1.
111 1/01 ATT C-18
Attachment C Annex 6 - Operation of Aircraft
Note.- For the authorization of extended range operations
by aeroplanes with two turbine engines, see 4.7 of this Part.
4.2 One engine inoperative
4.2.1 No aeroplane is taken off at a mass in excess of that
which, in accordance with the one-engine-inoperative en-route
net flight path data shown in the flight manual, permits
compliance either with 4.2.1.1 or 4.2.1.2 at all points along the
route. The net flight path has a positive slope at 450 m
(1 500 ft) above the aerodrome where the landing is assumed
to be made after engine failure. The net flight path used is for
the ambient temperatures anticipated along the route. In
meteorological conditions where icing protection systems are
to be operable, the effect of their use on the net flight path data
is taken into account.
4.2.1.1 The slope of the net flight path is positive at an
altitude of at least 300 m (1 000 ft) above all terrain and
obstructions along the route within 9.3 km (5 NM) on either
side of the intended track.
4.2.1.2 The net flight path is such as to permit the
aeroplane to continue flight from the cruising altitude to an
aerodrome where a landing can be made in accordance with
5.2, the net flight path clearing vertically, by at least 600 m
(2 000 ft), all terrain and obstructions along the route within
9.3 km (5 NM) on either side of the intended track. The
provisions of 4.2.1.2.1 to 4.2.1.2.5 inclusive are applied.
4.2.1.2.1 The engine is assumed to fail at the most critical
point along the route, allowance being made for indecision and
navigational error.
4.2.1.2.2 Account is taken of the effects of winds on the
flight path.
4.2.1.2.3 Fuel jettisoning is permitted to an extent
consistent with reaching the aerodrome with satisfactory fuel
reserves, if a safe procedure is used.
4.2.1.2.4 The aerodrome, where the aeroplane is assumed
to land after engine failure, is specified in the operational
flight plan and it meets the appropriate aerodrome operating
minima.
4.2.1.2.5 The consumption of fuel and oil after the engine
becomes inoperative is that which is accounted for in the net
flight path data shown in the flight manual.
　
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