Council Regulation (EEC) No 3922/91Show full title

[F1 OPS 1.495 Take-off obstacle clearance U.K.

(a)

An operator shall ensure that the net take-off flight path clears all obstacles by a vertical distance of at least 35 ft or by a horizontal distance of at least 90 m plus 0,125 × D, where D is the horizontal distance the aeroplane has travelled from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled before the end of the take-off distance available. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0,125 × D may be used.

(b)

When showing compliance with subparagraph (a) above, an operator must take account of the following:

(1)

The mass of the aeroplane at the commencement of the take-off run;

(2)

The pressure altitude at the aerodrome;

(3)

The ambient temperature at the aerodrome; and

(4)

Not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component.

(c)

When showing compliance with subparagraph (a) above:

(1)

Track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the take-off run available. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled;

(2)

Any part of the net take-off flight path in which the aeroplane is banked by more than 15° must clear all obstacles within the horizontal distances specified in subparagraphs (a), (d) and (e) of this paragraph by a vertical distance of at least 50 ft; and

(3)

An operator must use special procedures, subject to the approval of the Authority, to apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft (See Appendix 1 to OPS 1.495 (c) (3)).

(4)

Adequate allowance must be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds.

(d)

When showing compliance with subparagraph (a) above for those cases where the intended flight path does not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:

(1)

300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

(2)

600 m, for flights under all other conditions.

(e)

When showing compliance with subparagraph (a) above for those cases where the intended flight path does require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than:

(1)

600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or

(2)

900 m for flights under all other conditions.

(f)

An operator shall establish contingency procedures to satisfy the requirements of OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of OPS 1.500, or land at either the aerodrome of departure or at a take-off alternate aerodrome.]

Textual Amendments

F1 Substituted by Commission Regulation (EC) No 8/2008 of 11 December 2007 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane (Text with EEA relevance).