Hi folks, I have done some research again and don’t really know if this tread is still interesting for you? It’s very interesting for me though, since I have two licenses JAR OPS and FAA. I remember somebody mentioned above that it would be nice to have uniform SID (approved by authorities and complied by operators) for particular airdrome and RWY for clearance avoidance, so the folks in the States seem to be a step ahead. This is an extraction from FAR’s and the link
http://www.faa.gov/ATpubs/AIM/Chap5/aim0502.html 5-2-6. Instrument Departure Procedures (DP) - Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID)
Instrument departure procedures are preplanned instrument flight rule (IFR) procedures which provide obstruction clearance from the terminal area to the appropriate en route structure. There are two types of DPs, Obstacle Departure Procedures (ODPs), printed either textually or graphically, and Standard Instrument Departures (SIDs), always printed graphically. All DPs, either textual or graphic may be designed using either conventional or RNAV criteria. RNAV procedures will have RNAV printed in the title, e.g., SHEAD TWO DEPARTURE (RNAV). ODPs provide obstruction clearance via the least onerous route from the terminal area to the appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown without ATC clearance unless an alternate departure procedure (SID or radar vector) has been specifically assigned by ATC. Graphic ODPs will have (OBSTACLE) printed in the procedure title, e.g., GEYSR THREE DEPARTURE (OBSTACLE), or, CROWN ONE DEPARTURE (RNAV)(OBSTACLE). Standard Instrument Departures are air traffic control (ATC) procedures printed for pilot/controller use in graphic form to provide obstruction clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement and to reduce pilot/controller workload. ATC clearance must be received prior to flying a SID. All DPs provide the pilot with a way to depart the airport and transition to the en route structure safely. Pilots operating under 14 CFR Part 91 are strongly encouraged to file and fly a DP at night, during marginal Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC), when one is available. The following paragraphs will provide an overview of the DP program, why DPs are developed, what criteria are used, where to find them, how they are to be flown, and finally pilot and ATC responsibilities.
This is not complete document just an extraction. To see the complete DOC see
http://www.faa.gov/ATpubs/AIM/Chap5/aim0502.html J. Tullamarine as you can see the law maker reverts to the rate of climb. However in my previous company we used to be stage 2 and PLC concept with 2 laptops. The computer program used for take off performance calculation was giving you all the necessary data like gradient in second and third segments. SO you will be able to see your climb performance with FLEX and TOGA for particular RWY a/c weight and conditions as well as any performance degradation due to MEL items.
Hope that was interesting somehow, sorry for getting to long.
Cheers.