An operator shall treat two-engine aeroplanes which do not meet the climb requirements of Appendix 1 to OPS 1.525(b) as single-engine aeroplanes.

(a) Take-off climb

1. All engines operating

(i) The steady gradient of climb after take-off must be at least 4 % with:

(A) take-off power on each engine;

(B) the landing gear extended except that if the landing gear can be retracted in not more than 7 seconds, it may be assumed to be retracted;

(C) the wing flaps in the take-off position(s); and

(D) a climb speed not less than the greater of 1,1 V_MC and 1,2 V_S1.

2. One engine inoperative

(i) The steady gradient of climb at an altitude of 400 ft above the take-off surface must be measurably positive with:

(A) the critical engine inoperative and its propeller in the minimum drag position;

(B) the remaining engine at take-off power;

(C) the landing gear retracted;

(D) the wing flaps in the take-off position(s); and

(E) a climb speed equal to that achieved at 50 ft.

(ii) The steady gradient of climb must be not less than 0,75 % at an altitude of 1 500 ft above the take-off surface with:

(A) the critical engine inoperative and its propeller in the minimum drag position;

(B) the remaining engine at not more than maximum continuous power;

(C) the landing gear retracted;

(D) the wing flaps retracted; and

(E) a climb speed not less than 1,2 V_S1.

(b) Landing climb

1. All engines operating

(i) The steady gradient of climb must be at least 2,5 % with:

(A) not more than the power or thrust that is available eight seconds after initiation of movement of the power controls from the minimum flight idle position;

(B) the landing gear extended;

(C) the wing flaps in the landing position; and

(D) a climb speed equal to V_REF.

2. One engine inoperative

(i) The steady gradient of climb must be not less than 0,75 % at an altitude of 1 500 ft above the landing surface with:

(A) the critical engine inoperative and its propeller in the minimum drag position;

(B) the remaining engine at not more than maximum continuous power;

(C) the landing gear retracted;

(D) the wing flaps retracted; and

(E) a climb speed not less than 1,2 V_S1.

(a) An operator shall ensure that the take-off flight path of aeroplanes with two or more engines, determined in accordance with this subparagraph, clears all obstacles by a vertical margin of at least 50 ft, or by a horizontal distance of at least 90 m plus 0,125 x D, where D is the horizontal distance travelled by the aeroplane 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 except as provided in subparagraphs (b) and (c) below. 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 x D may be used. When showing compliance with this subparagraph it must 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 OPS 1.530 (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 that 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 allengine 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 subparagraph 4 above to the end of the take-off flight path is equal to the one engine inoperative en-route climb gradient shown in the Aeroplane Flight Manual.

(b) 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 flight is conducted under conditions allowing visual course guidance navigation, or if navigational aids are available enabling the pilot to maintain the intended flight path with the same accuracy (see Appendix 1 to OPS 1.535 (b)1. and (c)1.); or

2. 600 m, for flights under all other conditions.

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

1. 600 m for flights under conditions allowing visual course guidance navigation (see Appendix 1 to OPS 1.535 (b)1 and (c)1);

2. 900 m for flights under all other conditions.

(d) When showing compliance with subparagraphs (a), (b) and (c) 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 tail-wind component.

In order to allow visual course guidance navigation, an operator must ensure that the weather conditions prevailing at the time of operation, including ceiling and visibility, are such that the obstacle and/or ground reference points can be seen and identified. The Operations Manual must specify, for the aerodrome(s) concerned, the minimum weather conditions which enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows:

(a) the procedure must be well defined with respect to ground reference points so that the track to be flown can be analysed for obstacle clearance requirements;

(b) the procedure must be within the capabilities of the aeroplane with respect to forward speed, bank angle and wind effects;

(c) a written and/or pictorial description of the procedure must be provided for crew use; and

(d) the limiting environmental conditions must be specified (e.g. wind, cloud, visibility, day/night, ambient lighting, obstruction lighting).

An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) does not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.

An operator shall ensure that the mass of the aeroplane:

1. at the start of the take-off; or, in the event of in-flight re-planning;

2. at the point from which the revised operational flight plan applies, is not greater than the mass at which the requirements of the appropriate Subpart can be complied with for the flight to be undertaken, allowing for expected reductions in mass as the flight proceeds, and for such fuel jettisoning as is provided for in the particular requirement.

(a) An operator shall ensure that the landing mass of the aeroplane determined in accordance with OPS 1.475 (a) for the estimated time of landing allows a full stop landing from 50 ft above the threshold within 70 % of the landing distance available at the destination aerodrome and at any alternate aerodrome.

1. The Authority may approve the use of landing distance data factored in accordance with this paragraph based on a screen height of less than 50 ft, but not less than 35 ft (see Appendix 1 to OPS 1.550 (a)).

2. The Authority may approve short landing operations, in accordance with the criteria in Appendix 2 to OPS 1.550 (a).

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

1. the altitude at the aerodrome;

2. not more than 50 % of the head-wind component or not less than 150 % of the tail-wind component.

3. the runway surface condition and the type of runway surface; and

4. the runway slope in the direction of landing;

(c) For despatching an aeroplane in accordance with subparagraph (a) above, it must be assumed that:

1. the aeroplane will land on the most favourable runway, in still air; and

2. the aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.

(d) If an operator is unable to comply with subparagraph (c)2 above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance with subparagraphs (a), (b) and (c) above.

The length of the runway which is declared available by the appropriate Authority and suitable for the ground run of an aeroplane landing.

An operator shall ensure that, prior to being assigned as commander or as pilot to whom the conduct of the flight may be delegated by the commander, the pilot has obtained adequate knowledge of the route to be flown and of the aerodromes (including alternates), facilities and procedures to be used.

(a) The Authority may approve the application of steep approach procedures using glide slope angles of 4,5° or more, and with screen heights of less than 50 ft but not less than 35 ft, provided that the following criteria are met:

1. the Aeroplane Flight Manual must state the maximum approved glide slope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria;

2. a suitable glide path reference system, comprising at least a visual glide path indicating system, must be available at each aerodrome at which steep approach procedures are to be conducted; and

3. weather minima must be specified and approved for each runway to be used with a steep approach. Consideration must be given to the following:

(i) the obstacle situation;

(ii) the type of glide path reference and runway guidance such as visual aids, MLS, 3D–NAV, ILS, LLZ, VOR, NDB;

(iii) the minimum visual reference to be required at DH and MDA;

(iv) available airborne equipment;

(v) pilot qualification and special aerodrome familiarisation;

(vi) Aeroplane Flight Manual limitations and procedures; and

(vii) missed approach criteria.

(a) For the purpose of OPS 1.550 (a)2., the distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared landing distance available. The Authority may approve such operations in accordance with the following criteria:

1. the use of the declared safe area must be approved by the aerodrome Authority;

2. the declared safe area must be clear of obstructions or depressions which would endanger an aeroplane undershooting the runway, and no mobile object shall be permitted on the declared safe area while the runway is being used for short landing operations;

3. the slope of the declared safe area must not exceed 5 % upward slope nor 2 % downward slope in the direction of landing;

4. the usable length of the declared safe area under the provisions of this Appendix shall not exceed 90 metres;

5. the width of the declared safe area shall not be less than twice the runway width, centred on the extended runway centreline;

6. it is assumed that the crossing height over the beginning of the usable length of the declared safe area shall not be less than 50 ft;

7. for the purpose of this operation, the bearing strength requirement of OPS 1.480 (a)5. need not apply to the declared safe area;

8. weather minima must be specified and approved for each runway to be used and shall not be less than the greater of VFR or non precision approach minima;

9. pilot requirements must be specified (OPS 1.975 (a) refers);

10. the Authority may impose such additional conditions as are necessary for safe operation taking into account the aeroplane type characteristics, approach aids and missed approach/baulked landing considerations.