Skip to content

A gradual release of Avioverse begins in October 2026. Request early access →

CAT.POL.A.215 En-route – one-engine-inoperative (OEI)

ANNEX IV (Part-CAT) · Regulation (EU) No 965/2012 · EAR revision 27 Mar 2026

IRImplementing rule

CAT.POL.A.215En-route – one-engine-inoperative (OEI)

(a)The OEI en-route net flight path data shown in the AFM, appropriate to the meteorological conditions expected for the flight, shall allow demonstration of compliance with (b) or (c) at all points along the route. The net flight path shall have a positive gradient at 1 500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path shall be taken into account.

(b)The gradient of the en-route net flight path shall be positive at least 1 000 ft above all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track.

(c)The en-route net flight path shall permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be made in accordance with point CAT.POL.A.230 or CAT.POL.A.235, as appropriate. The en-route net flight path shall clear vertically, by at least 2 000 ft, all terrain and obstructions along the route within 9,3 km (5 NM) on either side of the intended track, taking into account the following elements:

(1)the engine is assumed to fail at the most critical point along the route;

(2)account is taken of the effects of winds on the flight path;

(3)fuel jettisoning is permitted to an extent consistent with reaching the aerodrome where the aeroplane is assumed to land after engine failure with the required fuel reserves in accordance with point CAT.OP.MPA.181, appropriate for an alternate aerodrome, if a safe procedure is used;

(4)the aerodrome, where the aeroplane is assumed to land after engine failure, shall meet the following criteria:

(i)the performance requirements for the expected landing mass are met;

(ii)weather reports or forecasts and runway condition reports indicate that a safe landing can be accomplished at the estimated time of landing;

(5)if the AFM does not contain en-route net flight path data, the gross OEI en-route flight path shall be reduced by a climb gradient of 1,1 % for two-engined aeroplanes, 1,4 % for three-engined aeroplanes, and 1,6 % for four-engined aeroplanes.

(d)The operator shall increase the width margins provided for in points (b) and (c) to 18,5 km (10 NM) if the navigational accuracy does not meet at least navigation specification RNAV 5.

IR · CAT.POL.A.215 — Regulation (EU) No 965/2012 · Regulation (EU) 2023/217 · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMCAcceptable means of compliance

AMC1 CAT.POL.A.215En-route – one-engine-inoperative (OEI)

Show the text

ROUTE ANALYSIS

(a)The high terrain or obstacle analysis required should be carried out by a detailed analysis of the route.

(b)A detailed analysis of the route should be made using contour maps of the high terrain and plotting the highest points within the prescribed corridor’s width along the route. The next step is to determine whether it is possible to maintain level flight with OEI 1 000 ft above the highest point of the crossing. If this is not possible, or if the associated weight penalties are unacceptable, a drift down procedure should be worked out, based on engine failure at the most critical point and clearing critical obstacles during the drift down by at least 2 000 ft. The minimum cruise altitude is determined by the intersection of the two drift down paths, taking into account allowances for decision making (see Figure 1). This method is time-consuming and requires the availability of detailed terrain maps.

(c)Alternatively, the published minimum flight altitudes (MEA or minimum off-route altitude (MORA)) should be used for determining whether OEI level flight is feasible at the minimum flight altitude, or if it is necessary to use the published minimum flight altitudes as the basis for the drift down construction (see Figure 1). This procedure avoids a detailed high terrain contour analysis, but could be more penalising than taking the actual terrain profile into account as in (b).

(d)In order to comply with CAT.POL.A.215 (c), one means of compliance is the use of MORA and, with CAT.POL.A.215 (d), MEA provided that the aeroplane meets the navigational equipment standard assumed in the definition of MEA. Figure 1 Intersection of the two drift down paths [Figure or form omitted from this preview — available in the Avioverse workspace library.]

Note: MEA or MORA normally provide the required 2 000 ft obstacle clearance for drift down. However, at and below 6 000 ft altitude, MEA and MORA cannot be used directly as only 1 000 ft clearance is ensured.

AMC · AMC1 CAT.POL.A.215 — Regulation (EU) No 965/2012 · ED Decision 2021/005/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

All rules in SUBPART C: AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS

Consolidated from the EASA Easy Access Rules (revision 27 Mar 2026, extracted 17 Aug 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.

Ask Metis about CAT.POL.A.215 →

Metis opens with Avioverse in October 2026 · request early access.