At least one of our Douglas aircraft has an "AUTO" setting for Anti-ice. Takeoff weights are therefore produced with Anti-ice ON for temps below 8°C.
BOAC, we operate in an environment where summer temperature inversions of +15°C are common. We actually plan the takeoff weight at the inversion temperature, beancounters be damned....
J_T.
If, however, the two are different, then it is necessary to consider failures at all relevant points along the normal flight path until a safe height has been achieved .
Is that really feasible? Boeing has only just produced the BCOP program for all engine departures. Prior to this and with other aircraft, a task such as the one you described would have to be done manually. We design engine failure procedures when we want to increase takeoff weight, normally this would involve turning away from a limiting obstacle, while the SID may bring the aircraft straight for that obstacle. If we were to start accounting for the worst case scenario for that SID, we would have to consider it limiting and ignore the benefits of the engine failure procedure.
Mutt.
Off to the land of Guinness, so advance apologies if i dont get to post on this topic again.