You appear to have forgotten about DISTANT OBSTACLES? If you look at the AFM you will find a close-in and distant obstacle chart.
The tough bit is getting hold of the obstacle information and making sure that database is correct - ie have notam'd cranes and tethered balloons and the like been accounted for. Generally, obstacles are under the SID gradient so you just don't care about them because you're going to be above them anyway.
Nope, for us, this part is easy....... we use the actual data rather than the SID.
By the way, have you found the bit in your G4 manual that says "you cannot retract the flaps below 400 feet because you cannot and you just cannot and don't ask why, you just aren't allowed" yet?
Which part of our previous statements that the AFM was based on FAR/JAR (etc) requirements didnt you understand?
Thus I have a way to comply with an engine failure at any stage. Before V1, V1 and above up to V2, V2 up to V2+20, and V2+20 and beyond.
OK, but Mr Gulfstream has this to say......
WARNING
TWO-ENGINE SID CLIMB CRITERIA CAN BE EMPLOYED AT THE
OPERATOR’S DISCRETION. IF TWO-ENGINE SID CLIMB CRITERIA IS
EMPLOYED TO DETERMINE SID-LIMITED TAKEOFF WEIGHT AND AN
ENGINE FAILURE OCCURS EARLY IN THE DEPARTURE CLIMB,
CONTINUATION OF THE SID CLIMB ON ONE ENGINE SHOULD NOT BE
ATTEMPTED. INSTEAD, THE PILOT SHOULD DECLARE AN
EMERGENCY AND EITHER LAND OR ENTER A HOLDING PATTERN TO
GAIN SUFFICIENT ALTITUDE TO CLEAR OBSTACLES AND HIGH
TERRAIN. TWO-ENGINE SID CLIMBS SHOULD ONLY BE USED IN VMC
CONDITIONS WHERE OBSTACLES CAN BE VISUALLY ACQUIRED AND
AVOIDED.
So are you basing your weights on single or dual engines? What about the part about two engine SID's should only be used in VMC?
Mutt