aterpster, your list of aircraft are all old generation aircraft,
707-100 and 300.
DC-9-10
727-100 and low-powered -200.
767-200
L-1011 and L-1011-100.
So whilst they had limited performance capabilities, they also had limited computerized takeoff performance from the manufacturers, we operated the 707,727,L1011 and MD90...... our ability to calculate exactly what the aircraft was capable of doing was extremely limited and time consuming.
With new generation aircraft we also got new generation software, including electronic airplane flight manuals. The situations that you have detailed for LAS and RENO, need not exist today.
When we had those fleet aircraft in service, we didnt have FIXED DERATES, they only operated with ASSUMED TEMP/FLEX, this meant that the VMCG speeds were based on the thrust at actual temperature and you could advance the throttle if so desired. However today, we are operating aircraft at 55% of their available takeoff power with a VMCG associated with that THRUST RATING, so any attempt to advance the throttle at lower speeds, could result in an undesired situation.
Another question, if you aircraft was capable of achieving 231 feet/nm and you wished to climb to 1500 feet, why did it take 31 nms? Why not use extended second segment and climb to 1500 feet before accelerating? YOu would make less noise that way
(i.e not hit the mountain.)
Mutt