CAT.POL.A.210 Take-off obstacle clearance

• Regulation (EU) No 965/2012 found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Sep 2023)

CAT.POL.A.210 Take-off obstacle clearance Regulation (EU) No 965/2012 (a) The net take-off flight path shall be determined in such a way that the aeroplane 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 (TODA) or the end of the take-off distance if a turn is scheduled before the end of the TODA. 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 (a): (1) The following items shall be taken into account: (i) the mass of the aeroplane at the commencement of the take-off run; (ii) the pressure altitude at the aerodrome; (iii) the ambient temperature at the aerodrome; and (iv) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (2) 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 TORA. 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. (3) Any part of the net take-off flight path in which the aeroplane is banked by more than 15° shall clear all obstacles within the horizontal distances specified in (a), (b)(6) and (b)(7) by a vertical distance of at least 50 ft. (4) Operations that apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft, shall be carried out in accordance with [CAT.POL.A.240](#_DxCrossRefBm318086351). (5) Adequate allowance shall be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. (6) 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: (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](#_DxCrossRefBm318086350), or land at either the aerodrome of departure or at a take-off alternate aerodrome. CAT.POL.A.210 Take-off obstacle clearance Regulation (EU) No 965/2012 (a) The net take-off flight path shall be determined in such a way that the aeroplane 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 (TODA) or the end of the take-off distance if a turn is scheduled before the end of the TODA. 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 (a): (1) The following items shall be taken into account: (i) the mass of the aeroplane at the commencement of the take-off run; (ii) the pressure altitude at the aerodrome; (iii) the ambient temperature at the aerodrome; and (iv) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (2) 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 TORA. 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. (3) Any part of the net take-off flight path in which the aeroplane is banked by more than 15° shall clear all obstacles within the horizontal distances specified in (a), (b)(6) and (b)(7) by a vertical distance of at least 50 ft. (4) Operations that apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft, shall be carried out in accordance with [CAT.POL.A.240](#_DxCrossRefBm927678731). (5) Adequate allowance shall be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. (6) 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: (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](#_DxCrossRefBm927678730), or land at either the aerodrome of departure or at a take-off alternate aerodrome. #### CAT.POL.A.210 Take-off obstacle clearance *Regulation (EU) No 965/2012* (a) The net take-off flight path shall be determined in such a way that the aeroplane 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 (TODA) or the end of the take-off distance if a turn is scheduled before the end of the TODA. 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 (a): (1) The following items shall be taken into account: (i) the mass of the aeroplane at the commencement of the take-off run; (ii) the pressure altitude at the aerodrome; (iii) the ambient temperature at the aerodrome; and (iv) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (2) 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 TORA. 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. (3) Any part of the net take-off flight path in which the aeroplane is banked by more than 15° shall clear all obstacles within the horizontal distances specified in (a), (b)(6) and (b)(7) by a vertical distance of at least 50 ft. (4) Operations that apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft, shall be carried out in accordance with [CAT.POL.A.240](#_DxCrossRefBm523088287). (5) Adequate allowance shall be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. (6) 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: (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](#_DxCrossRefBm523088286), or land at either the aerodrome of departure or at a take-off alternate aerodrome.