--- title: "NCC.POL.125 Take-off – aeroplanes — Part-NCC · Avioverse" description: "When determining the maximum take-off mass, the pilot-in-command shall take the following into account:" url: "https://avioverse.aero/regulations/easa/air-ops/part-ncc/subpart-c/ncc-pol-125" --- # NCC.POL.125 Take-off – aeroplanes ANNEX VI (Part-NCC) · Regulation (EU) No 965/2012 · EAR revision 27 Mar 2026 IR Implementing rule ## NCC.POL.125 Take-off – aeroplanes (a) When determining the maximum [take-off mass](https://avioverse.aero/glossary/easa/take-off-mass), the pilot-in-command shall take the following into account: (1) the calculated take-off distance shall not exceed the take-off distance available with a [clearway](https://avioverse.aero/glossary/easa/clearway) distance not exceeding half of the take-off run available; (2) the calculated take-off run shall not exceed the take-off run available; (3) a single value of [V1](https://avioverse.aero/glossary/easa/v1) shall be used for the rejected and continued take-off, where a V1 is specified in the AFM; and (4) on a wet or [contaminated runway](https://avioverse.aero/glossary/easa/contaminated-runway), the take-off mass shall not exceed that permitted for a take-off on a [dry runway](https://avioverse.aero/glossary/easa/dry-runway) under the same conditions. (b) Except for an [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) equipped with turboprop engines and a maximum take-off mass at or below 5 700 kg, in the event of an engine failure during take-off, the pilot-in-command shall ensure that the aeroplane is able: (1) to discontinue the take-off and stop within the accelerate-stop distance available or the runway available; or (2) to continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with NCC.POL.130. IR · NCC.POL.125 — Regulation (EU) No 965/2012 · Regulation (EU) No 379/2014 · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC1 NCC.POL.125 Take-off — aeroplanes [TAKE-OFF MASS](https://avioverse.aero/glossary/easa/take-off-mass) The following should be considered for determining the maximum take-off mass: (a) the pressure altitude at the aerodrome; (b) the ambient temperature at the aerodrome; (c) the runway surface condition and the type of runway surface; (d) the runway slope in the direction of take-off; (e) not more than 50 % of the reported head-wind component or not less than 150 % of the reported tailwind component; and (f) the loss, if any, of runway length due to alignment of the [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) prior to take-off. AMC · AMC1 NCC.POL.125 — Regulation (EU) No 965/2012 · ED Decision 2013/021/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC2 NCC.POL.125 Take-off – aeroplanes [CONTAMINATED RUNWAY](https://avioverse.aero/glossary/easa/contaminated-runway) PERFORMANCE DATA Wet and contaminated runway performance data, if made available by the manufacturer, should be taken into account. If such data is not made available, the operator should account for wet and contaminated runway conditions by using the best information available. AMC · AMC2 NCC.POL.125 — Regulation (EU) No 965/2012 · ED Decision 2013/021/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC3 NCC.POL.125 Take-off – aeroplanes ADEQUATE MARGIN The adequate margin should be defined in the operations manual. AMC · AMC3 NCC.POL.125 — Regulation (EU) No 965/2012 · ED Decision 2013/021/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM1 NCC.POL.125 Take-off – aeroplanes RUNWAY SURFACE CONDITION Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag and therefore to the achievable performance and control of the [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) during take-off or landing, since the actual conditions may not completely match the assumptions on which the performance information is based. In the case of a [contaminated runway](https://avioverse.aero/glossary/easa/contaminated-runway), the first option for the pilot-in-command is to wait until the runway is cleared. If this is impracticable, he or she may consider a take-off or landing, provided that he or she has applied the applicable performance adjustments, and any further safety measures he or she considers justified under the prevailing conditions. The excess runway length available including the criticality of the overrun area should also be considered. The determination of take-off performance data for wet and contaminated runways should be based on the reported runway surface condition in terms of contaminant and depth. GM · GM1 NCC.POL.125 — Regulation (EU) No 965/2012 · ED Decision 2021/005/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM2 NCC.POL.125 Take-off – aeroplanes ADEQUATE MARGIN ‘An adequate margin’ is illustrated by the appropriate examples included in Attachment C to ICAO Annex 6, Part I. GM · GM2 NCC.POL.125 — Regulation (EU) No 965/2012 · ED Decision 2013/021/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 [All rules in SUBPART C: AIRCRAFT PERFORMANCE AND OPERATING LIMITATIONS](https://avioverse.aero/regulations/easa/air-ops/part-ncc/subpart-c) Consolidated from the EASA Easy Access Rules (revision 27 Mar 2026, extracted 13 Oct 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.