Canadian Aviation Regulations — 704.47
704.47 (1) Subject to subsection (3), no air operator shall authorize a flight — and no person shall conduct a take-off — in a turbo-jet-powered aeroplane, a large aeroplane that is propeller-driven or a propeller-driven aeroplane that has a passenger seating configuration of 10 or more, if the weight of the aeroplane exceeds the weight specified in the aircraft flight manual as allowing a net take-off flight path that clears all obstacles by at least 10.7 m (35 feet) vertically or at least 60 m (200 feet) horizontally within the aerodrome boundaries, and by at least 91.5 m (300 feet) horizontally outside those boundaries. (2) In the determination of the maximum weight, minimum distances and flight path referred to in subsection (1), (a) corrections shall be made for (i) the runway to be used, (ii) the runway slope in the direction of take-off, (iii) the pressure-altitude at the aerodrome, (iv) the ambient temperature at the aerodrome, and (v) the wind component at the time of take-off, that is not more than 50% of the reported headwind or not less than 150% of the reported tailwind; (b) calculations shall be based on the pilot (i) not banking the aeroplane before reaching an altitude of 15 m (50 feet), (ii) subject to paragraph (c), using no more than 15 degrees of bank at altitudes between 15 m (50 feet) and 122 m (400 feet), and (iii) using no more than 25 degrees of bank at altitudes above 122 m (400 feet), aeroplane speed and configuration permitting; and (c) a bank angle greater than the angle referred to in subparagraph (b)(ii) may be used if it is authorized in an air operator certificate. (3) An air operator may authorize a flight — and a pilot-in-command may conduct a take-off — in an aeroplane referred to in subsection (1) that does not meet the requirements of that subsection if (a) in the case of a large aeroplane that is propeller-driven and for which visual obstacle clearance procedures are used during take-off and climb, (i) the aeroplane has fewer than 10 passengers on board, (ii) the air operator has conducted an obstacle assessment to identify fixed and transient obstacles along the take-off flight path, (iii) the air operator has set out, in the company operations manual, a one-engine-inoperative departure plan that allows the pilot-in-command to rely on visual guidance to manoeuvre the aeroplane in a manner that will allow the net take-off flight path to be clear of all obstacles by at least 10.7 m (35 feet) vertically or at least 60 m (200 feet) horizontally within the aerodrome boundaries, and by at least 91.5 m (300 feet) horizontally outside those boundaries, until the aeroplane has reached the end of the take-off flight path, (iv) the one-engine-inoperative departure plan includes (A) an obstacle assessment to identify fixed and transient obstacles along the take-off flight path, (B) the aeroplane’s approved performance information specified in the aircraft flight manual, and (C) the visual reference points to be used along the take-off flight path, and (v) existing meteorological conditions allow the clearance, through visual guidance, of all obstacles and terrain by the margins specified in subparagraph (iii); or (b) in the case of an aeroplane operated in a non-scheduled air service, (i) the take-off weight of the aeroplane is not limited by any take-off weight limitations specified in the aircraft flight manual, (ii) the aerodrome elevation is at or below 1 220 m (4,000 feet) ASL, and (iii) the ceiling and visibility are at or above the landing and approach minima for the departure aerodrome. SOR/2019-135, s. 4 SOR/2021-152, s. 10(F)