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or aerial work, operations must be operated so that compliance with the
landing 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.
11.5 This subsection does not apply in the case of an emergency.
12 OBSTACLE CLEARANCE REQUIREMENTS
12.1 For the purposes of subparagraph 4.1 (ba), the take-off obstacle clearance
requirements are met if the net flight path of the aeroplane, following failure of
the critical engine so that it is recognised at V1 appropriate to a dry runway,
would clear by at least 35 feet vertically all obstacles in the take-off area. For
the purpose of meeting this requirement, the planned departure procedure may
include a change of heading but, in that event, the planned angle of bank must
not exceed 15°, the change of heading must not be initiated prior to a point
where the net flight path clears all obstacles by at least 50 feet and, for the
duration of the turn, the net flight path must clear by at least 50 feet vertically
all obstacles in the take-off area.
Note If an engine failure is recognised at or after V1 (wet) during take-off from a wet or
contaminated runway, the net flight path may clear obstacles by less than 35 feet, or, during a
turn, by less than 50 feet.
12.1A In paragraph 12.1, take-off area means the area calculated by the operator in
accordance with paragraph 12.1.1 or subsection 12A, at the operator’s
discretion.
12.1B However, the operator is not required to calculate the area beyond the point on
the planned flight path at which the net flight path complies with paragraph
12.4.
12.1.1 Unless determined in accordance with subsection 12A, the take-off area is:
(a) in the case of V.M.C. operations by aeroplanes below 22 700 kg
maximum take-off weight — the area on either side of the planned flight
path within a lateral distance of 150 feet plus 0.125D where D is distance
SECTION 20.7.1B -10-
Issue 5
Issue 5: 11 June 2005
Amendment No. 227
measured horizontally along the planned flight path and commencing at
the end of the take-off distance available. Despite this requirement, the
area more than 1 000 feet either side of the planned flight path need not be
considered unless the planned flight path involves a change of heading in
excess of 15o. In this latter event the lateral area will continue to expand
throughout the turn and the limiting lateral distance shall become the
greater of 1 000 feet or the distance represented by 150 feet plus 0.125D
where D is measured to the point of completion of the turn;
(b) in the case of V.M.C. operations by aeroplanes at or above 22 700 kg
maximum take-off weight and all I.M.C. operations — the area on either
side of the planned flight path within a lateral distance of 250 feet plus
0.125D where D is distance measured horizontally along the planned
flight path and commencing at the end of the take-off distance available.
The lateral expansion of the take-off area may be discontinued when the
take-off area intersects the area of probability of a radio navigation aid and
the aid is available for use by the pilot of the aeroplane. However, for an
RNP-capable aeroplane engaged in an approved RNP operation, the lateral
expansion of the take-off area may be discontinued when the take-off area
intersects the RNP containment specified in the approval as appropriate
for the RNP type that is:
(i) selected in the FMS by the flight crew; and
(ii) within the RNP capability specified in the flight manual for an
operation of that kind.
12.2 In the application of paragraph 12.1, it is to be assumed that the point on the
net flight path where a horizontal flight segment commences is the same
horizontal distance from the end of the runway as the point where the gross
flight path intersects the height selected for the level flight acceleration
manoeuvre.
Note This paragraph requires the height selected by the operator for the level flight
acceleration manoeuvre to be more than 35 feet higher than the height of the highest obstacle
in the take-off area.
12.3.1 For paragraph 12.1, an obstacle-clear take-off gradient, for a runway and a
direction, published in Aeronautical Information Publications, may be used for
the part of the take-off area commencing at the end of the take-off distance
available and extending for the length of the surveyed area on which the
gradient is based, despite the fact that the rate of divergence of the surveyed
　
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