(i)
300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
(ii)
600 m, for flights under all other conditions.
(7)
For cases where the intended flight path requires track changes of more than 15°, the operator does not need to consider those obstacles that have a lateral distance greater than:
(i)
600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle accountability area; or
(ii)
900 m, for flights under all other conditions.
(c)
The operator shall establish contingency procedures to satisfy the requirements in (a) and (b) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of CAT.POL.A.215, or land at either the aerodrome of departure or at a take-off alternate aerodrome.
CAT.POL.A.215 En-route — one-engine-inoperative (OEI)
(a)
The OEI en-route net flight path data shown in the AFM, appropriate to the meteorological conditions expected for the flight, shall allow demonstration of compliance with (b) or (c) at all points along the route. The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path shall be taken into account.
(b)
The gradient of the net flight path shall be positive at least 1 000 ft above all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended track.
(c)
The net flight path shall permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with CAT.POL.A.225 or CAT.POL.A.230, as appropriate. The net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9.3 km (5 NM) on either side of the intended track in accordance with the following:
(1)
the engine is assumed to fail at the most critical point along the route;
(2)
account is taken of the effects of winds on the flight path;
(3)
fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used; and
(4)
the aerodrome where the aeroplane is assumed to land after engine failure shall meet the following criteria:
(i)
the performance requirements at the expected landing mass are met; and
(ii)
weather reports and/or forecasts and field condition reports indicate that a safe landing can be accomplished at the estimated time of landing.
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本文链接地址：Annexes to the draft Commission Regulation on ‘Air Operations - OPS’(97)
