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6.3.3 For a take-off from a wet runway:
(a) the take-off weight must not exceed that permitted for take-off from the
runway when dry under the same conditions of ambient temperature and
wind component along the runway; and
(b) either:
(i) if the flight manual or the operations manual allows the take-off
distance available to include clearway — the take-off run required
must not exceed the take-off run available; or
(ii) in any other case — the take-off distance available must not include
clearway.
6.3.4 Subject to paragraph 6.4, for a take-off from a contaminated runway:
(a) the accelerate-stop distance required and the take-off distance required
must be:
(i) the distances set out in the flight manual or the operations manual for
operations conducted on contaminated runways; or
(ii) the distances approved by CASA for operations conducted on
runways covered by slush, snow or a depth of water; and
(b) the take-off weight must not exceed that permitted for take-off from the
runway when wet under the same conditions of ambient temperature and
wind component along the runway; and
SECTION 20.7.1B -6-
Issue 5
Issue 5: 11 June 2005
Amendment No. 227
(c) either:
(i) if the flight manual or the operations manual allows the take-off
distance available to include clearway — the take-off run required
must not exceed the take-off run available; or
(ii) in any other case — the take-off distance available must not include
clearway.
6.4 For subparagraph 4.1 (a), paragraph 6.2.2 and paragraph 6.3.1, an aeroplane
engaged in private operations must be operated so that compliance with the
runway length requirements is demonstrated using data set out in:
(a) the flight manual; or
(b) the manufacturer’s data manual; or
(c) the approved foreign flight manual.
Note The data contained in some manufacturers’ data manuals is unfactored and makes no
allowance for degraded aircraft performance.
6.5 Nothing in paragraph 6.4 affects subsections 7 and 12.
7 TAKE-OFF CLIMB PERFORMANCE
7.1 In the take-off configuration assuming failure of the critical engine so that it is
recognised at V1, an aeroplane must be able to climb without ground effect at
the speed established as the speed at which the aeroplane becomes airborne and
in this configuration, without landing gear retraction, achieve a gross gradient
of climb which is positive for two-engined aeroplanes, 0.3% for three-engined
aeroplanes and 0.5% for four-engined aeroplanes.
7.2 In the take-off configuration that exists with the critical engine inoperative and
the landing gear fully retracted, the aeroplane at speed V2 must be able to
achieve a gross gradient of climb of at least:
(a) if the aeroplane is a commuter type aeroplane — 2%; and
(b) if the aeroplane is not a commuter type aeroplane:
(i) if it has 2 engines — 2.4%; and
(ii) if it has 3 engines — 2.7%; and
(iii) if it has 4 engines — 3%.
7.3.1 An aeroplane may be accelerated in level flight from V2 speed to final take-off
climb speed at a height above the take-off surface that is the greater of:
(a) 400 feet; or
(b) the height necessary to achieve obstacle clearance in accordance with
paragraphs 12.1 and 12.2.
7.3.2 During any such level flight acceleration manoeuvre, an aeroplane with the
critical engine inoperative must have an available gross gradient of climb of at
least:
(a) for a twin-engined aeroplane — 1.2%; or
(b) for a 3-engined aeroplane — 1.4%; or
(c) for a 4-engined aeroplane — 1.5%.
-7- SECTION 20.7.1B
Issue 5
Issue 5: 11 June 2005
Amendment No. 227
7.4.1 In the en-route configuration existing at the end of the level flight acceleration
manoeuvre, an aeroplane must be able to achieve a gross gradient of climb of
at least:
(a) for a twin-engined aeroplane — 1.2%; or
(b) for a 3-engined aeroplane — 1.4%; or
(c) for a 4-engined aeroplane — 1.5%.
7.4.2 The gradient of climb must be achievable at final take-off climb speed with the
critical engine inoperative and the remaining engines at maximum continuous
power or thrust.
7.5 In determining the net flight path of an aeroplane to show compliance with
subsection 12, the gross gradients of climb achieved in paragraphs 7.2 and
7.4.1 must be reduced by 0.8% for twin-engined aeroplanes, 0.9% for
three-engined aeroplanes and 1.0% for four-engined aeroplanes. Similarly the
horizontal distance to accelerate in compliance with paragraph 7.3.1 must be
increased due to the acceleration reduction equivalent to the climb gradient
　
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