Document ID: chunk:federal_register_of_legislation:F2024C01173:reg:4:p14
Version: federal_register_of_legislation:F2024C01173
Segment Type: reg
Provision Reference: reg 4 (pt 14/18)
Character Range: 178726–181422

safe altitude for the route can be conducted with a navigation specification of RNP 0.2 or better—a maximum of 300 m.
 (4) If the intended flight path requires a track change exceeding 15°—the distance mentioned in paragraph (2A)(a) or (b) is limited to:
 (a) a maximum of 900 m; or
 (b) if the portion of the flight from the departure end of the runway to the lowest safe altitude for the route can be conducted with a navigation specification of RNP 0.2 or better—a maximum of 600 m.
 (5) Until the end of 1 December2025, for the purposes of subsection (2), the distance is that which does not exceed a distance calculated in accordance with subsection 12A of Civil Aviation Order 20.7.1B, as in force immediately before 2 December 2021.

Calculating net take-off flight path
 (6) For the purposes of subsection (1), in calculating the net take-off flight path for the flight, the operator and the pilot in command must:
 (a) take into account the following factors:
 (i) the weight of the aeroplane at the commencement of the take-off run;
 (ii) pressure altitude at the aerodrome;
 (iii) presumed temperature at the aerodrome;
 (iv) either not more than 50% of the headwind component or not less than 150% of the tailwind component; and
 (b) ensure the requirements in subsection (7) are complied with.
 (7) For paragraph (6)(b), the requirements are:
 (a) a track change must not be made before the aeroplane's net take-off flight path has achieved a height equal to the greater of the following:
 (i) 50 ft above the take-off surface;
 (ii) one half of the aeroplane's wingspan; and
 (b) the bank angle may only exceed 15° if the performance data used in accordance with regulation 121.390 of CASR provides for a higher angle of bank; and
 (c) the bank angle must not exceed 25°; and
           (d) it must be assumed that the point on the net take-off flight path where a level flight segment commences is the same horizontal distance from the end of the runway as the point where the gross take-off flight path intersects the height selected for the level flight acceleration manoeuvre; and
 (e) the gross gradient of climb achieved under subsection 9.05(3) and section 9.07 is reduced by:
 (i) if the aeroplane is twin-engines—0.8%; or
 (ii) if the aeroplane has 3 engines—0.9%; or
 (iii) if the aeroplane has 4 engines—1.0%; and
 (f) allowance must be made for:
 (i) the effect of the bank angle on operating speeds and flight path; and
 (ii) distance increments resulting from increased operating speeds; and
 (iii) distance increments resulting from the acceleration reduction equivalent to the climb gradient reductions mentioned in paragraph (f); and
 (iv) retention of stall margin