SEP
Take-off
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Screen Height: 50 ft
VR ≥ VS1
V50ft ≥ 1.2 VS1
TODGROSS is the distance from BRP to screen height (from the graph)
Distances:
o No stopway and no clearway: TODR = TODGROSS x 1.25 = TODNET
o With stopway and/or clearway: TODGROSS x 1.0 ≤ TORA
TODGROSS x 1.15 ≤ TODA
TODGROSS x 1.3 ≤ ASDA
Take-off climb
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From 50 ft to 1500 ft AGL
V50ft ≥ 1.2 VS1
CG ≥ 4%
Obstacle clearance
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Minimum obstacle clearance: 50 ft
Wind factorised for GS calculations: 50% headwind, 150% tailwind
En-route
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Performance ceiling: 300 fpm AEO (at max continuous power)
Safety factor after engine failure: +0.5% on descent gradient
Balked landing
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CG ≥ 3.3%
V = VREF ≥ 1.3 VS0
Landing
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Screen height: 50 ft
VREF ≥ 1.3 VS0
Distance:
o LDR = LDNET = LDGROSS 1.43
o MAX(LDGROSS) = 0.7 LDA  70% of LDA
MEP
Take-off
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Screen Height: 50 ft
VR ≥ 1.05 VMC & VR ≥ 1.1 VS1
V50ft ≥ 1.1 VMC & V50ft ≥ 1.2 VS1
TODGROSS is the distance from BRP to screen height (from the graph)
Distances:
o No stopway and no clearway: TODR = TODGROSS x 1.25 = TODNET
o With stopway and/or clearway: TODGROSS x 1.0 ≤ TORA
TODGROSS x 1.15 ≤ TODA
TODGROSS x 1.3 ≤ ASDA
Take-off climb
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From 50 ft to 1500 ft AGL
V50ft ≥ 1.1 VMC & V50ft ≥ 1.2 VS1
Minimum gradients:
o AEO: ≥ 4%
o OEI:
> 0% @ 400 ft (take-off PWR) & ≥ 0.75% @ 1500 ft (max continuous PWR)
AEO below the cloud, OEI in the cloud
Max bank angle: 15° above 50 ft (no banking below 50 ft)
Obstacle clearance
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Minimum obstacle clearance: 50 ft (Obstacle domain described in MRJT later)
Wind factorised for GS calculations: 50% headwind, 150% tailwind
AEO below the cloud with reduced ROC (factor x0.77), OEI in the cloud
En-route
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Performance ceiling: 300 fpm AEO (at max continuous power)
Safety factors after engine failure: +0.5% on descent gradient & - 0.5% on climb gradient
Balked landing
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CG ≥ 2.5% AEO and landing configuration
V = VREF ≥ 1.3 VS0
Discontinued approach
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CG ≥ 0.75% OEI in approach configuration (L/G up, flaps approach)
V ≥ 1.2 VS1
Landing
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Screen height: 50 ft
VREF ≥ 1.3 VS0
Distance:
o LDR = LDNET = LDGROSS 1.43
o MAX(LDGROSS) = 0.7 LDA  70% of LDA
MRJT
Take-off
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V1 ≥ VMCG; V1 ≤ VR; V1 ≤ VMBE
VR ≥ 1.05 VMC
VLOF ≥ 1.1 VMU (AEO); VLOF ≥ 1.05 VMU (OEI)
o geometry limited aeroplanes: VLOF ≥ 1.08 VMU (AEO); VLOF ≥ 1.04 VMU (OEI)
V2 ≥ 1.1 VMC ; V2 ≥ 1.13 VSR (for 2 or 3 turboprops and all jets without provisions for change
in VS after OEI); V2 ≥ 1.08 VSR (for more than 3 turboprops and all jets with provisions etc…)
VMCG ≥ VEF ≥ V1 ≥ VR (and VMBE) ≥ VMU ≥ VLOF ≥ V2
o Screen height: 35 ft dry & 15 ft wet
Distances:
o TODR: greater of TODDRY,AEO x1.15, TODDRY, OEI, TODWET,OEI
 TOD is from BRP to screen height
o TORR: greater of TORDRY,AEO x1.15, TORDRY, OEI, TORWET,OEI
 Without clearway, TORR = TODR
 With clearway: TORDRY,AEO is from BRP to point equidistant between lift-off
and screen height;
TORWET,OEI is from BRP to 15 ft screen height
o ASDR: greater of ASDDRY,AEO, ASDDRY,OEI, ASDRWET,AEO and ASDWET,OEI
 ASD is from BRP to V1 and from V1 to full stop, plus the equivalent of 2
seconds at V1 with OEI
Take-off Climb
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First segment from screen height to landing gear up at V2, OEI at TOGA or reduced take-off
thrust
o Twin-engine: CG% ≥ 0%
o Three-engined: CG% ≥ 0.3%
o Four-engined: CG% ≥ 0.5%
Second segment until reaching 400 ft AGL (minimum net acceleration height) at V 2 at TOGA
or reduced take-off thrust
o Twin-engine: CG% ≥ 2.4%
o Three-engined: CG% ≥ 2.7%
o Four-engined: CG% ≥ 3.0%
Third segment acceleration and flaps retraction until clean configuration is reached, at TOGA
or reduced take-off thrust (up to maximum 5 minutes from start of take-off)
o Twin-engine: CG% ≥ 1.2%
o Three-engined: CG% ≥ 1.5%
o Four-engined: CG% ≥ 1.7%
Fourth segment at VFTO, OEI, until reaching 1500 ft AGL at Max Continuous Thrust
o Twin-engine: CG% ≥ 1.2%
o Three-engined: CG% ≥ 1.5%
o Four-engined: CG% ≥ 1.7%
Max bank angle:
o 0° below 50 ft (or half of the wingspan, whichever is more restrictive)
o 15° below 400 ft (or 20° if special approval is given by authorities)
o 25° above 400 ft (or 30° if special approval is given by authorities)
Obstacle Clearance
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Minimum clearance with straight flight path (≤ 15° bank angle): 35 ft
Minimum clearance with non-straight flight path (> 15° bank angle): 50 ft
Obstacle height calculated from the lowest point on the runway (consider the slope)
Net CG% reduction for obstacle clearance:
o Twin-engine: CGGROSS% -0.8%
o Three-engined: CGGROSS% -0.9%
o Four-engined: CGGROSS% -1.0%
Obstacle domain (valid for MEP class B as well) semi-width:
o Wingspan ≥ 60 m: starts at 90 m, develops by 90 m + D/8 (D = distance from end of
TODR).
o Wingspan < 60 m: starts at 60 m + half of wingspan, develops by 60 m + half of
wingspan + D/8 (D = distance from end of TODR).
Straight flight path
(≤ 15° track change)
Non-straight flight path
(> 15° track change)
Visibility/Nav. accuracy
No Visibility/No nav. accuracy
300 m
600 m
600 m
900 m
En-route
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Following OEI at the worst point en-route (normally high terrain):
o Minimum 1000 ft clearance when levelled-off or
o Minimum 2000 ft clearance during the drift-down
o Additionally, it is not allowed to drift down into an alternate airport, CG% > 0% at
1500 ft AGL on destination.
Net level off altitude obtained from gross level off altitude by decreasing climb capability
(CG%) by 1.1%.
Balked landing
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CG ≥ 3.2% AEO and landing configuration
V = VREF ≥ 1.23 VSR0 & V ≥ VMCL
Discontinued approach
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CG ≥ 2.1% (twin-engine), 2.4% (3-engined), 2.7% (4-engined) OEI in approach configuration
(L/G up, flaps approach).
CG% ≥ 2.5% (twin-engine) for instrument approach with decision height below 200 ft
Vapproach ≤ 1.4 VSR
VS,APPROACH FLAPS ≤ 1.1 VS,LANDING FLAPS
Landing
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Screen height: 50 ft (unless steep approach, minimum 35 ft)
VREF ≥ 1.23 VSR0
Distance:
o MAX(LDGROSS),TURBOPROP = 0.7 LDA  70% of LDA (safety factor 1.43)
o MAX(LDGROSS),JET = 0.6 LDA  60% of LDA (safety factor 1.67)
o Wet runway: extra 15% landing distance (factor 1.15)