{
  "url": "https://openlegislation.uk/air-navigation-general-regulations-2006/schedule-1/paragraph-1",
  "json_url": "https://openlegislation.uk/air-navigation-general-regulations-2006/schedule-1/paragraph-1.json",
  "legislation": "uksi/2006/601",
  "legislation_title": "The Air Navigation (General) Regulations 2006",
  "legislation_url": "https://openlegislation.uk/air-navigation-general-regulations-2006",
  "path": "schedule/1/paragraph/1",
  "kind": "paragraph",
  "number": "1",
  "heading": "Weight and performance of public transport aeroplanes specified as aeroplanes of performance group A or performance group B",
  "text": "(1) For the purposes of article 44(6) an aeroplane registered in the United Kingdom, in respect of which there is in force under article 44(5) a permission specifying the aeroplane as being of performance group A or performance group B, shall not fly for the purpose of public transport unless the weight of the aeroplane at the commencement of the take-off run is such that the requirements of sub-paragraphs (2), (3), (5), (9), (12) , (15), (17), (18) and (19) are met.\n(2) That weight shall not exceed the maximum take-off weight specified for the altitude and the air temperature at the aerodrome at which the take-off is to be made.\n(3) Subject to sub-paragraph (4), the take-off run, take-off distance and the accelerate–stop distance respectively required for take-off, specified as being appropriate to—\n(a) the weight of the aeroplane at the commencement of the take-off run;\n(b) the altitude at the aerodrome;\n(c) the air temperature at the aerodrome;\n(d) the condition of the surface of the runway from which the take-off will be made;\n(e) the slope of the surface of the aerodrome in the direction of take-off over the take-off run available, the take-off distance available and the accelerate–stop distance available, respectively; and\n(f) not more than 50 per cent. of the reported wind component opposite to the direction of take-off or not less than 150 per cent. of the reported wind component in the direction of take-off,\nshall not exceed the take-off run, the take-off distance and the accelerate–stop distance available, respectively, at the aerodrome at which the take-off is to be made.\n(4) In ascertaining the accelerate-stop distance available required pursuant to sub-paragraph (3), the point at which the pilot is assumed to decide to discontinue the take-off shall not be nearer to the start of the take-off run than the point at which, in ascertaining the take-off run required and the take-off distance required, he is assumed to decide to continue the take-off, in the event of power unit failure.\n(5) Subject to sub-paragraphs (6), (7) and (8), the net take-off flight path of the aeroplane with one power unit inoperative, specified as being appropriate to—\n(a) the weight of the aeroplane at the commencement of the take-off run;\n(b) the altitude at the aerodrome;\n(c) the air temperature at the aerodrome;\n(d) not more than 50 per cent. of the reported wind component opposite to the direction of take-off or not less than 150 per cent. of the reported wind component in the direction of take-off,\nwhich is plotted from a point 35 feet above the end of the take-off distance required at the aerodrome at which the take-off is to be made to a height of 1,500 feet above the aerodrome, shall show that the aeroplane will clear any obstacle in its path by a vertical interval of at least 35 feet.\n(6) If it is intended that the aeroplane shall change its direction of flight by more than 15° before reaching 1,500 feet above the aerodrome the net take-off flight path of the aeroplane referred to in sub-paragraph (5) shall—\n(a) be plotted from a point 50 feet above the end of the take-off distance required at the aerodrome at which the take-off is to be made to a height of 1,500 feet above the aerodrome; and\n(b) show that the aeroplane will clear any obstacle in its path by a vertical interval of at least 50 feet during the change of direction.\n(7) For the purpose of sub-paragraphs (5) and (6) an obstacle shall be deemed to be in the path of the aeroplane if the distance from the obstacle to the nearest point on the ground below the intended line of flight of the aeroplane does not exceed—\n(a) a distance of 60 metres plus half the wing span of the aeroplane plus one eighth of the distance from such point to the end of the take-off distance available measured along the intended line of flight of the aeroplane; or\n(b) 900 metres,\nwhichever is least.\n(8) In assessing the ability of the aeroplane to satisfy sub-paragraphs (5) and (6), it shall not be assumed the aeroplane will make a change of direction of a radius less than the specified radius of steady turn.\n(9) Subject to sub-paragraphs (10) and (11), the aeroplane shall —\n(a) in the meteorological conditions expected for the flight;\n(b) in the event of any one power unit becoming inoperative at any point on its route or on any planned diversion from it; and\n(c) with the other power unit or units operating within the specified maximum continuous power conditions,\nbe capable of continuing the flight, clearing obstacles within 10 nautical miles either side of the intended track by a vertical interval of at least 2,000 feet, to an aerodrome at which it can comply with sub-paragraph (19); and on arrival over such aerodrome the gradient of the specified net flight path with one power unit inoperative shall not be less than zero at 1,500 feet above the aerodrome.\n(10) In assessing the ability of the aeroplane to satisfy sub-paragraph (9) it shall not be assumed to be capable of flying at an altitude exceeding the specified maximum permissible altitude for power unit restarting.\n(11) If the operator of the aeroplane is satisfied, taking into account the navigation aids which can be made use of by the aeroplane on the route, that the commander of the aeroplane will be able to maintain his intended track on that route within a margin of 5 nautical miles, sub-paragraph (9) shall have effect as if 5 nautical miles were substituted for 10 nautical miles.\n(12) Subject to sub-paragraphs (13) and (14), if the aeroplane has three or more power units, it shall—\n(a) in the meteorological conditions expected for the flight; and\n(b) in the event of any two power units becoming inoperative at any point:\n(i) along the route ; or\n(ii) on any planned diversion from the route which is more than 90 minutes flying time in still air, at the all power units operating economical cruise speed, from the nearest aerodrome at which it can comply with sub-paragraph (19),\nbe capable of continuing the flight with all other power units operating within the specified maximum continuous power conditions, clearing by a vertical interval of at least 2,000 feet obstacles within 10 nautical miles either side of the intended track to such an aerodrome; and on arrival over such an aerodrome the gradient of the specified net flight path with two power units inoperative shall not be less than zero at 1,500 feet above the aerodrome.\n(13) In assessing the ability of the aeroplane to satisfy sub-paragraph (12) it shall not be assumed to be capable of flying at an altitude exceeding the specified maximum permissible altitude for power unit restarting.\n(14) If the operator of the aeroplane is satisfied, taking into account the navigation aids which can be made use of by the aeroplane on the route, that the commander of the aeroplane will be able to maintain his intended track on that route within a margin of 5 nautical miles, sub-paragraph (12) shall have effect as if 5 nautical miles were substituted for 10 nautical miles.\n(15) Subject to sub-paragraph (16), if the aeroplane—\n(a) has two power units and a maximum total weight authorised which exceeds 5,700 kg; and\n(b) is not limited by its certificate of airworthiness to the carriage of less than 20 passengers,\nit shall, in the meteorological conditions expected for the flight, be not more than 60 minutes flying time, at the normal one engine inoperative cruise speed in still air, from the nearest aerodrome at which it can comply with sub-paragraph (19) at any point along the route or any planned diversion from it.\n(16) Sub-paragraph (15) shall not apply to an aeroplane flying under, and in accordance with, the terms of a written permission granted by the CAA to the operator under this sub-paragraph.\n(17) If the aeroplane has—\n(a) two power units and a maximum total weight authorised of 5,700kg or less; or\n(b) two power units and a maximum total weight authorised of more than 5,700kg but is limited by its certificate of airworthiness to the carriage of less than 20 passengers,\nit shall, in the meteorological conditions expected for the flight, be not more than 90 minutes flying time in still air, at the all power units operating economical cruise speed, from the nearest aerodrome at which it can comply with sub-paragraph (19).\n(18) The landing weight of the aeroplane shall not exceed the maximum landing weight specified for the altitude and the expected air temperature for the estimated time of landing at the aerodrome of intended destination and at any alternate aerodrome.\n(19) Subject to sub-paragraphs (20) and (21), the landing distances required for an aeroplane powered by turbine-jet, turbine propeller or piston engines, respectively specified as being appropriate to—\n(a) the aerodrome of intended destination; and\n(b) any alternate aerodrome,\nshall not exceed the landing distance available on the most suitable runway for a landing in still air conditions and the landing distance available on the runway that may be required for landing because of the forecast wind conditions at the aerodrome of intended destination or any alternate aerodrome.\n(20) If an alternate aerodrome is designated in the flight plan, the specified landing distance required may be that appropriate to that alternate aerodrome when assessing the ability of the aeroplane to satisfy sub-paragraph (19) at the aerodrome of intended destination.\n(21) For the purposes of sub-paragraphs (19) and (20) the specified landing distance required shall be that specified as being appropriate to—\n(a) the landing weight;\n(b) the altitude of the aerodrome;\n(c) the temperature in the specified international standard atmosphere appropriate to the altitude at the aerodrome;\n(d) a level surface in the case of runways usable in both direction; or the average slope of the runway in the case of runways usable in only one direction; and\n(e) still air conditions in the case of the most suitable runway for a landing in still air conditions and not more than 50 per cent. of the forecast wind component opposite to the direction of landing or not less than 150 per cent. of the forecast wind component in the direction of landing in the case of the runway that may be required for landing because of the forecast wind conditions.",
  "extent": null,
  "status": null,
  "version": "current",
  "annotations": [],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/uksi/2006/601/schedule/1/paragraph/1",
    "retrieved_at": "2026-10-29T04:35:35.245903+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}