(b)
The unfactored take-off distance, specified in the AFM, shall not exceed:
(1)
when multiplied by a factor of 1.25, the take-off run available (TORA); or
(2)
when stop way and/or clearway is available, the following:
(i)
the TORA;
(ii)
when multiplied by a factor of 1.15, the take-off distance available (TODA); or
(iii) when multiplied by a factor of 1.3, the ASDA.
(c)
When showing compliance with (b), the following shall be taken into account:
(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;
(4)
the runway surface condition and the type of runway surface;
(5)
the runway slope in the direction of take-off; and
(6)
not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component.
CAT.POL.A.310 Take-off obstacle clearance — multi-engined aeroplanes
(a)
The take-off flight path of aeroplanes with two or more engines shall be determined in such a way that the aeroplane clears all obstacles by a vertical distance of at least 50 ft, or by a horizontal distance of at least 90 m plus 0.125 × D, where D is the horizontal distance travelled by the aeroplane from the end of the TODA or the end of the take-off distance if a turn is scheduled before the end of the TODA, except as provided in (b) and (c). 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. It shall be assumed that:
(1)
the take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required by CAT.POL.A.305 (b) and ends at a height of 1 500 ft above the surface;
(2)
the aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface, and thereafter the angle of bank does not exceed 15°;
(3)
failure of the critical engine occurs at the point on the all engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost;
(4)
the gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all-engines gradient during climb and transition to the en-route configuration, multiplied by a factor of 0.77; and
(5)
the gradient of the take-off flight path from the height reached in accordance with (a)(4) to the end of the take-off flight path is equal to the OEI en-route climb gradient shown in the AFM.
(b)
For cases where the intended flight path does not require track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:
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本文链接地址：Annexes to the draft Commission Regulation on ‘Air Operations - OPS’(102)
