CAT.POL.A.405 Take-off obstacle clearance

• Regulation (EU) No 379/2014 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.405 Take-off obstacle clearance Regulation (EU) No 379/2014 (a) The take-off flight path with OEI shall be determined such that the aeroplane clears all obstacles by a vertical distance of at least 50 ft plus 0,01 × D, 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 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) The take-off flight path shall begin at a height of 50 ft above the surface at the end of the take-off distance required by [CAT.POL.A.400(b) or (c)](#_DxCrossRefBm318086445), as applicable, and end at a height of 1500 ft above the surface. (c) When showing compliance with (a), 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; and (4) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (d) Track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. 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. 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. (e) For cases that do not require track changes of more than 15°, the operator does not need to consider those obstacles that 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. (f) For cases that do require track changes of more than 15°, the operator does not need to consider those obstacles that 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. (g) The operator shall establish contingency procedures to satisfy (a) to (f) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of [CAT.POL.A.410](#_DxCrossRefBm318086451), or land at either the aerodrome of departure or at a take-off alternate aerodrome. CAT.POL.A.405 Take-off obstacle clearance Regulation (EU) No 379/2014 (a) The take-off flight path with OEI shall be determined such that the aeroplane clears all obstacles by a vertical distance of at least 50 ft plus 0,01 × D, 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 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) The take-off flight path shall begin at a height of 50 ft above the surface at the end of the take-off distance required by [CAT.POL.A.400(b) or (c)](#_DxCrossRefBm927678825), as applicable, and end at a height of 1500 ft above the surface. (c) When showing compliance with (a), 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; and (4) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (d) Track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. 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. 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. (e) For cases that do not require track changes of more than 15°, the operator does not need to consider those obstacles that 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. (f) For cases that do require track changes of more than 15°, the operator does not need to consider those obstacles that 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. (g) The operator shall establish contingency procedures to satisfy (a) to (f) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of [CAT.POL.A.410](#_DxCrossRefBm927678831), or land at either the aerodrome of departure or at a take-off alternate aerodrome. #### CAT.POL.A.405 Take-off obstacle clearance *Regulation (EU) No 379/2014* (a) The take-off flight path with OEI shall be determined such that the aeroplane clears all obstacles by a vertical distance of at least 50 ft plus 0,01 × D, 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 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) The take-off flight path shall begin at a height of 50 ft above the surface at the end of the take-off distance required by [CAT.POL.A.400(b) or (c)](#_DxCrossRefBm523088381), as applicable, and end at a height of 1500 ft above the surface. (c) When showing compliance with (a), 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; and (4) not more than 50 % of the reported headwind component or not less than 150 % of the reported tailwind component. (d) Track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. 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. 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. (e) For cases that do not require track changes of more than 15°, the operator does not need to consider those obstacles that 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. (f) For cases that do require track changes of more than 15°, the operator does not need to consider those obstacles that 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. (g) The operator shall establish contingency procedures to satisfy (a) to (f) and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of [CAT.POL.A.410](#_DxCrossRefBm523088387), or land at either the aerodrome of departure or at a take-off alternate aerodrome.