Every commercial operator must have one EOP for each of the rwy commonly used. They are the rwy analysis charts. Those EOPs provides a safe horizontal path with the minimum climb gradient required at MTOW. If there is not a horizontal path allowing MTOW, or actual ambient conditions do not permit so, then the company procedure will provide you the PTOW for that rwy and specific conditions. PTOW is the maximum TOW allowed by performance limiting factors, such as rwy length, OAT or obstacles on the flight path.
That EOP will protect you up to a point where the SID deviates from the EOP path. Up to that point you should use that company charts to find the max TOW and there is no better way to know the weight or the EOP.
Beyond the EOP/SID deviation point, up to MSA, no one will tell you a word apart from “do not hit a mountain harder than your plane”; therefore you must use your airplane performance charts and the cartography, to maintain your teeth just in place.
As there are no companies SOP or legal regulations, further than to comply with the SID, before the TO, normally you comment with your colleague any possible escape path just in case.
All of the above procedures consider IMC and common rwys.
If you are talking about airports not considered on the rwy analysis charts:
If VMC then I would use the performance charts on the FCOM to check the MTOW limited by rwy length (EO<V1 is included) and SID climb gradient. The EOP should be as easy as a visual circuit.
If IMC and your EO climb gradient does not comply with the SID up to MSA, then do not TO and check with OPS.
Tailwinds
Last edited by ppppilot; 24th Apr 2008 at 08:17.