1959-HKRS30-8-49_Part03 — Page 38

(e) not more than 50 per cent of the reported wind component opposite to the direction of take-off or not less than 150 per cent of the reported wind com- ponent in the direction of take-off,

does not exceed the take-off run available at the aerodrome at which the take-off is to be made.

(iii) (0) The take-off flight path with one power unit inopera- tive ascertained by reference to the said flight manual as being appropriate 10-

(1) the weight of the aeroplane at the commence- ment of the tak-off run;

(i) the altitude of the aerodrome; and

(iii) the reported head or tail wind componen appropriate to the direction of take-off,

and plotted from a point 50 feet above the end of the minimum effective take-off runway distance re- quired at the acrodrome at which the take-off is to be made shows that the aeroplane will thereafter clear any obstacle in its path by a vertical interval of not less than the greater of 50 feet or 35 feet plus 1/100 of the distance from the point on the ground below the intended line of flight of the aeropland nearest to the obstacle to the end of the take-off distance available, measured along the intended lior of flight of the seroplane, and if it is intended that the aeroplane shall change direction of flight by more than 15 degrees, also shows that the aeroplane while changing its direction will clear any obstacle in its path by a vertical interval of at least 50 feet. (b) For the purpose of sub-paragraph (0) an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point do the ground below the intended line of flight of the aeroplane does not exceed-

() a distance of 200 feet plus half the wing span of the acroplane plus 1/8 of the distance from such point to the end of the take-off distance available measured along the intended line of flight of the aeroplane; or

(G) 5.000 feet.

whichever is the less.

(c) In assessing the ability of the aeroplane to satisfy this condition, insofar as it relates to flight path, it shall not be assumed to make a change of direction of a

7

radius less than the radios of steady turn correspond- ing to an angle of bank of 15*.

(2) (i) (a) Subject to sub-paragraph (b), the weight of the aeroplane at any point on the route or planned diver- sion therefrom, having regard to the fuel and oil expected to be consumed up to that point, shall be such that the aeroplane, with one power unit inopera- tive and the other power unit or units operating within the maximum continuous power conditions specified in the said flight manual, will be capable of a rate of climb of at least K(Vso/100)2 feet per minute at an altitude not less than the minimum altitude for safe light stated in or calculated from the information contained in the operations manual, where Vso is in knots and K has the value of 797-1060/N, N being the number of power units installed.

(8) As an alternative to (a), the aeroplane may be flown at an altitude from which, in the event of failure of one power unit, it is capable of reaching an aerodrome where a landing can be made in accordance with condition (3)(ii) of this regulation relating to an alternate aerodrome. In that case, the weight of the aeroplane shall be such that, with the remaining power unit or units operating within the maximum continuous power conditions specified in the said flight manual, it is capable of maintaining a minimum altitude on the route to such aerodrome of 2,000 feet above all obstacles within five nautical miles on either side of the intended track and

(a) the rate of climb, determined from the flight manual for the appropriate weight and altitude, used in calculating the flight path shall be reduced by an amount equal to K(Vso/100)2 feet per minute:

(bb) the acroplane shall comply with the climb requirements of condition 2(i)(a) at 1.000 feet above the chosen aerodrome:

(cc) account shall be taken of the effect of wind and temperature on the flight path; and

(dd) the weight of the aeroplane may be assumed to be progressively reduced by normal con- sumption of fuel and oil.