UAM.POL.VCA.120 Take-off

TAKE-OFF PROCEDURE

(a)The procedure used for take-off should be compatible with the certified performance for take-off obtained during the type certification of the VCA.

(b)The certified take-off performance of a VCA should allow for conventional take-offs (ConvTO) and/or vertical take-offs (VTO) and/or elevated conventional take-offs (eConvTO), as described in MOC VTOL.2115 Take-off performance (see Figure 1 below). [Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 1: Possible take-off paths

APPLICATION OF TODRV The selected height at which safe obstacle clearance and a positive climb gradient are achieved, following a CFP recognised before or at the TDP, should be determined with the use of AFM data, and be at least 10.7 m (35 ft) above:

(a)the take-off surface; or

(b)as an alternative, a level height defined by the highest obstacle in the TODRV.

OBSTACLE CLEARANCE IN THE BACKUP AREA

(a)For ConvTO and eConvTO using a backup or a lateral transition procedure in accordance with point UAM.POL.VCA.120(d), the PIC should take into account the following factors:

(1)in the backup: the PIC has few visual cues and should rely upon the altimeter and sight picture through the front or floor window (if flight path guidance is not provided) to achieve an accurate rearward flight path;

(2)in the rejected take-off (RTO): the PIC should be able to manage the descent against a varying forward speed whilst still ensuring adequate clearance from obstacles until the VCA gets in close proximity for landing on the FATO;

(3)in the continued take-off (CTO): the PIC should be able to accelerate to VTOSS whilst ensuring adequate clearance from obstacles.

(b)Point UAM.POL.VCA.120(d) may be complied with by establishing that:

(1)in the backup area no obstacles are located within the safety zone below the rearward flight path when described in the AFM (see Figure 2); in the absence of such data in the AFM, the operator should contact the manufacturer in order to define a safety zone; or

(2)during the backup, the RTO and the CTO manoeuvres, as well as obstacle clearance, are demonstrated to the competent authority.

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 2: Rearward flight path

(c)An obstacle in the backup area is considered if its lateral distance from the nearest point on the surface below the intended flight path is not farther than:

(1)0.75 × D; plus

(2)0.25 × D or 3 m, whichever is greater; plus

(3)0.10 × DR for VFR day; DR is in this case the distance travelled from the back of the FATO (see Figure 3).

[Figure or form omitted from this preview — available in the Avioverse workspace library.] Figure 3: Obstacle accountability

TAKE-OFF PROCEDURES

(a)The take-off procedures define take-off profiles and scheduled data for various environmental conditions and masses. Associated with such profiles and conditions are the minimum operating surfaces, take-off distances and climb performance distances; these are provided (usually in graphic form) with the take-off mass and the take-off decision point (TDP).

(b)The minimum dimensions of the take-off surface should be compatible with the chosen take-off procedure. For example, for a vertical take-off (VTO) procedure, the minimum FATO dimensions should be 1.5 D, while for a forward take-off procedure, the minimum FATO dimensions should be the length of the rejected take-off distance required (RTODRV).

(c)The landing surface and the height of the TDP are directly related to the ability of the VCA to reject the take-off and land on the surface, following a CFP event before or at TDP. Following a CFP event at or after the TDP, a CMP should exist to perform a continued take-off (CTO) which provides obstacle clearance and distance to reach a point from where climb performance in the first and subsequent segments is assured. The operator should be aware that if the TDP is lower than the top of the vertical segment, it is possible that the rejected take-off (RTO) cannot be performed safely from a given height upwards while meeting the CMP following a CFP. If the RTO is not a foreseen option, then the TDP may be set at the bottom of the vertical segment. Where the TDP is shifted upwards, it will not affect the shape of the continued take-off profile but will shift the min-dip upwards by the same amount that the revised TDP has been increased — with respect to the basic TDP. Such assertions are concerned only with the vertical or the backup procedures and can be regarded as achievable under the following circumstances: when the take-off procedure is flown, it is based upon a profile contained in the AFM — with the exception of the necessity to perform an RTO; the TDP, if shifted upwards (or upwards and backward in the backup procedure), will be the height at which performance is available to perform CTO following a CFP; and if obstacles are permitted in the backup area, they should continue to be permitted with a revised TDP.

APPLICATION OF TODRV The TODRV provides safe obstacle clearance following a CFP being recognised at TDP. It is the projected horizontal distance from the start of a take-off procedure to:

(a)the point where the VCA reaches 10,7 m (35 ft) above the take-off surface with the minimum climb gradient of 4.5 %, for a conventional take-off (ConvTO);

(b)the point where, after the dropdown segment, the VCA reaches 10,7 m (35 ft) above the take-off surface with the minimum climb gradient of 4.5 %, for an elevated conventional take-off (eConvTO);

(c)the point where the VCA reaches 10,7 m (35 ft) above the high hover height (h2) established in the AFM with the minimum climb gradient of 4.5 %, for a vertical take-off (VTO).