j_t,
It sounds like you are knowledgeable in this area, but just to keep it simple - are you saying that the gradients in the back of the ERSA aren't a safe way of providing terrain clearance to the end of the splay (usually 15000M/8.1nm)?
We rely on them heavily for engine out departure planning (if we cannot achieve a SID gradient, or where no SID is available). Assuming the net gradient our aircraft can achieve is greater than the OCTG, we consider it usable. We then check the height we can achieve at the end of the splay. Ideally it would be 25nm MSA. If only 10nm MSA achieved, we would then turn at the end of the splay (8.1nm upwind) to remain with 10nm until 25nm MSA is achieved.
In some cases for heavy departures, if 10nm MSA cannot be achieved, we will accept lower. Strictly, in order to just achieve 35' terrain clearance, we can accept 10nm MSA less 965' at the end of the splay. Sometimes, we would consider using the OCTG up to a circling height before turning to climb within circling areas until MSA is achieved.
Is this approach uncommon?
Cheers,
VI
Last edited by Victor India; 20th Aug 2008 at 09:19.