As far as I understand, the GA climb gradient is indeed based on one engine inoperative. However, I think the fact that both engines are normally operating during the approach is not really considered in the performance calculations.
My understanding is that all landing climb limits (approach climb and landing climb) are evaluated assuming OEI. For example, in the Overweight landing NNC, the crew is asked to check the approach climb/landing climb limited weights to determine the flap setting, even though both engines are actually operating.
I may be mistaken, but I thought the aircraft must be able to meet the missed approach gradient OEI at the landing weight. Do you happen to have a reference for the statement that the approach could still be performed if that gradient cannot be met?
Thanks
If we speak according to the regulations ,you are correct — the requirements are based on one engine. What I am explaining is that if it cannot be achieved, there must be alternate means related to that procedure, so it can still be conducted.
According to EASA RULE
MISSED APPROACH GRADIENT
(a) Where an aeroplane cannot achieve the missed approach gradient specified in AMC2 CAT.POL.A.225, when operating at or near maximum certificated landing mass and in engine-out conditions, the operator has the opportunity to propose an alternative means of compliance to the competent authority demonstrating that a missed approach can be executed safely taking into account appropriate mitigating measures.
(b) The proposal for an alternative means of compliance may involve the following:
(1) considerations to mass, altitude and temperature limitations and wind for the missed approach;
(2) a proposal to increase the DA/H or MDA/H; and
(3) a contingency procedure ensuring a safe route and avoiding obstacles.