...which is pointless and irrelevant as the missed approach is begun a very significant distance behind the engine failure point.
Why are swung NTOFPs not published in the same way that approaches, MSAs, and so forth are? Why the mystery? If an airport operator can't prove that it's safe to climb out straight ahead, why is it not the responsibility of the airport operator to provide another reliable means of achieving safety?
(Those were rhetorical questions; I know what the answers are, but they are mostly historical and less relevant than they were).
The travelling public are being hazarded (albeit at a very low probability) by the ludicrous fact that every operator has to do these analyses independently. This is an outrageous replication of work...
Last edited by frontlefthamster; 22nd Aug 2008 at 19:40.