I agree with BOAC, if you stick to the
bold line on the chart then your terrein clearance is assured.
When the RJ was operating under CityFlyer SOPs our noise-abatement technique was different to the BA technique which we use now. Under CityFlyer SOPs we adhered to both the vertical and horizontal noise-abatement profile for departure. A CityFlyer flown RJ would reduce power at 2900'QNH and accelerate at 4400'QNH - following the Swiss Authority's published procedure. An RJ flown to BA SOPs reduces power and accelerates at 2700'QNH(RWY23). As a result we are now taking longer to reach the magical 7000'QNH before being able to turn north. On a hot day with a full pax load and engine air on(due to APU u/s) this is sometimes achieved after GVA 8d/PAS - the point at which you turn right to pick-up the radial to DIPIR.
Whilst the RJ and B737 carry-out the same technique of power reduction and acceleration at 2700'QNH - I guess it's the RJ's lack of power which results in the aircraft being too low to turn at GVA 8d/PAS. BOAC, this would take you off the
bold line. Is this when some of our crews are continuing to FL80 as Guy says before turning?
