Document ID: chunk:federal_register_of_legislation:F2014C01352:body:0:p12
Version: federal_register_of_legislation:F2014C01352
Segment Type: other
Provision Reference: 
Character Range: 28783–31591

and extending for the length of the surveyed area on which the gradient is based, despite the fact that the rate of divergence of the surveyed area may be less than 0.125D and that the length of the inner edge of the surveyed area may be less than 300 feet.
       12.3.2The requirements mentioned in paragraph 12.1 are met for a part of the take‑off area if the gradient of the net flight path in that part is not less than the obstacle-clear take-off gradient.
       12.3.3The obstacle-clear take-off gradient is taken to be zero at the height of the highest obstacle within the take-off area.
       12.4For the purposes of subparagraph 4.1 (c), and subject to paragraph 12.5, the en-route obstacle clearance requirements are met if, in the en-route configuration with the critical engine inoperative the net flight path of an aeroplane under V.M.C. clears by 1 000 feet vertically all obstacles within 5 nautical miles of the aeroplane's track or, under I.M.C., by such greater distance as is determined by the accuracy of the navigation aid(s) used. At the pressure altitude required to achieve this clearance of the critical en-route obstacles the net flight path must have a positive slope.
       12.5If compliance with paragraph 12.4 is not possible, a "drift down" procedure may be planned. For this purpose it must be established that, following failure of the critical engine at any point during climb or cruise, a net flight path from that point to a suitable aerodrome will clear, by 2 000 feet vertically, all obstacles within 5 miles laterally of the aeroplane's track under V.M.C. or, in the case of I.M.C., obstacles within such greater lateral distance from the aeroplane's track as is determined by the accuracy of the navigation aid(s) used.
       12.6The net flight path in the en-route configuration must have a positive slope at 1 500 feet above the aerodrome where a landing is assumed to be made following engine failure. If the aeroplane is to be landed at other than the destination or alternate aerodrome following an engine failure that aerodrome must be specified in the operational flight plan and be suitable for landing.
       12.7The following factors must be taken into account when determining the net flight path in the en-route configuration:
(a) the effect of wind;
(b) temperature (forecast temperature may be used in the determination of en-route net flight paths);
(c) pressure altitude;
(d) fuel and oil consumption;
(e) fuel jettisoning — in accordance with an approved procedure, consistent with reaching an aerodrome;
(f) the effect of ice protection systems when anticipated weather conditions along the route indicate possibility of icing conditions.

12A Alternative take-off area requirements
       12A.2Subject to paragraphs 12A.3, 12A.4 and 12A.5, the