Thank you all.
Vsplat. Quote
The subject of all engine climb has not been covered all that well by manufacturers, regulators, or operators.
Straight in the center of the target.
My opinion is that airplane manufacturers have abandoned the responsibility to operators and operators to pilots. And we pilots are not aware enough on that.
An 8% climb gradient is not a factor for light to medium aircrafts AEO. So that is one reason to be difficult to understand my question. I have always talked about heavy airplanes, more subject on the question.
Please. don't talk about OEI nor EOP.
I say again my question:
How do you know that you comply clearing the obstacles on a SID AEO with the MTOW?
I query other way:
How can you determine your performance TOW for a given obstacle at the SID?
The rwy analysis it is not enough. There are more climb exigencies on some SIDs. LEMD is an example. The minimum gradient taking off to the North is 5,5%. I haven’t found too much in the B757 or A340 OM. Only in the certification performances chapter of the A340. The more close chart to that question is 4.01.40 “Distant obstacles at TO”. That chart covers obstacles up to 5000’ height and up to 46000 meters distant from the end of the rwy. The chart considers only a maximum of 6% climb gradient. As far as I know, certification performances are operative limits. Therefore I am not legally allowed TO from most of those SIDs.
However I have seen B744 and A346 of the main companies accepting those SIDs and those planes are more restrictive than A343 on the 2nd segment because of the high flap setting they use.
On the other hand I know a little about FAR and JAR on EOP for the TO but none on AEO.
Then I am questioning... What have I missed to take into consideration? What procedures are using the most of the companies? Can anybody help me to get out of my error?
Thanks Vsplat for giving me a clue and thanks to all for your help. I agree to all the words you said.
Tailwinds
Last edited by ppppilot; 9th March 2008 at 21:36.