Originally Posted by
vilas
Geneva has standard GA gradient only thing is the missed approach altitude is high. What happens mostly is you climb at gradient much steeper than the required. So you may get sufficiently distanced from the obstacle clearance plane. In that case it may be possible to accelerate, clean up and resume climb at MCT without penetrating the plane. But that needs to be studied by the operator. More restrictive are high GA gradient go arounds like hongkong which is 7%plane.
Depends which minimum you use. CAT III/II and the lowest CAT I minimum require a climb gradient of 3,4% up to 4.500ft, 3,7% to 4.500ft to remain inside controlled airspace (good idea, there is a lot of VFR traffic around). On an A320 that is not limiting, on an A319 it can be, but choosing a higher minimum can assure the minimum required climb gradient, but will not keep the aircraft in controlled airspace which means that pilots might not even get traffic information, let alone separation and might have to deviate from the published missed approach to avoid unpowered VFR traffic, not ideal in an OEI situation close to terrain.
At least flysmart lets us check the OEI G/A climb gradient up to a given altitude, and that can sometimes be surprising at an otherwise benign airport like FRA where a climb gradient of at least 5% (up to 2.000ft) has to be met on 25R, which meant we could nearly never use that runway with an A319 and rarely with an A321, but nearly always with an A320. All subject to the power rating the airline buys/uses.