Hullaballoo,
As has been discovered, manufacturers are willing to provide scheduled data when it comes to selling new helicopters but have little interest for helicopters that are out of production. This is entirely logical because scheduling data requires a helicopter which has been instrumented for the task.
Manufacturers have provided continued development of sophisticated procedures such as: the extended TDP CAT A Procedures; back-up procedures with obstacles in the back-up path; and offshore procedures. Some of these procedures have resulted in scheduled data and others, in accordance with operational requirements, have been provided on the basis of modelled data (the offshore HAPS procedures, extensively used in the North Sea and elsewhere, are examples).
Some States have been willing to accept flight trial data from non-manufacturing organisations in support of operator defined procedures - the CAT A back-up procedure for the BO105 comes to mind (these are scheduled procedures).
One of the issues that has been problematical is the provision of data for PC2 and PC3; in ICAO Annex 6, PC2 and 3 take-off procedures are conducted AEO. This has never been a problem for helicopters certificated under BCARs (UK CAA) because there is a requirement for the provision of scheduled data to show the AEO distance to clear 50ft at a defined speed. This stemmed from ICAO Annex 8 Standard and is reproduced below:
Part IVA
2.2.3.1.4 Take-off distance required. (For performance Classes 2 and 3 helicopters only.) The take-off distance required shall be the horizontal distance required from the start of take-off to the point where the best rate of climb speed (Vy) or the best angle of climb speed (Vx) or a selected intermediate speed (provided this speed does not involve flight within the avoid areas of the height-velocity diagrams) and a selected height above the take-off surface are achieved, all engines operating at approved take-off power.
This is never an issue for Part 29 helicopters as it is covered by Part 29.63:
Sec. 29.63
Takeoff: Category B.
The horizontal distance required to take off and climb over a 50-foot obstacle must be established with the most unfavorable center of gravity. The takeoff may be begun in any manner if:
(a) The takeoff surface is defined;
(b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and
(c) A landing can be made safely at any point along the flight path if an engine fails.
However, if you look at Appendix C of Part 27, this rule is not called up. The result is that, unless a helicopter has been certificated to BCARs, it is unlikely that the data will be in the Flight Manual.
In order to show obstacle clearance in the take-off phase of Performance Class 2, this data is required. Further, unless this distance is known, early entry into IFR cannot be established.
There is a further complication in that in Annex 14 - Heliports, there is necessity to provide this distance in order that the surface for a safe-forced-landing can be provided by the heliport designers. There is a table in ICAO Doc 9621 that gives estimated data but, without the appropriate graphs in the Flight Manual, compliance cannot be shown.
Most of these points are esoteric to most helicopter pilots but you did ask.
By the way, none of this has anything to do with the original subject which was about establishing compliance with the rest of the rules in ACJ OPS 3.480(a)(1) and (2).
Jim