CDP vs. TDP
More info on the subject:
New 14 CFR 29.55 Takeoff Decision Point: Category A
Notice 90-1 proposed to add this new section to redefine the takeoff critical decision point (CDP) previously contained in Sec. 29.53; it further proposed to remove the requirement to identify the CDP by height and airspeed, since height alone or other factors may be more appropriate. A commenter suggests that the section title and other references to ``critical decision point'' be changed to ``takeoff decision point (TDP).'' The commenter notes that TDP is compatible with the term ``landing decision point (LDP)'' already in other regulatory parts. The FAA agrees; accordingly, ``critical decision point'' is changed to ``takeoff decision point.''
Additionally, a commenter to Sec. 29.59 states that engine failure and the TDP do not occur at the same time because of necessary pilot- recognition time. The FAA agrees that a time interval for pilot recognition of the engine failure must be included when establishing the TDP. Calculating a pilot-recognition time interval when determining the TDP is a natural part of the TDP-determining process. Current industry practice already adequately considers this pilot-recognition time interval in determining the TDP. Therefore, to explicitly state this requirement in the regulations imposes no additional economic burden on manufacturers. Also, to harmonize Title 14 and the Joint Aviation Requirements (JAR's), the certification requirements for the Joint Aviation Authorities (JAA) of Europe, an explicit adoption of the pilot-recognition time interval is necessary. Therefore, since a pilot- recognition time interval is currently being used by manufacturers, and the FAA and the manufacturers are interested in harmonizing Title 14 and the JAR's, a new paragraph (c) has been added to Sec. 29.55 to require that a pilot-recognition time interval be included in the TDP determination.
Last edited by rotordude; 9th November 2007 at 15:10.
Reason: More copy and paste