Approach and Landing Climb requirements
The basic ethos prevails in my opinion...A.N.C. The Acceleration Altitude is part of "A".The Missed Approach Altitude is part of "N" and so we might wish to consider prioritizing performance over navigation.This calls for TOGA to 1500ft AAL then accelerate and climb to the first limiting Missed Approach Altitude.For turboprops,due to 2nd segment climb limit a lower acceleration altitude would be used like 800ft for all engines and possibly as low as 400ft for OEI I a worst WAT limiting scenario.
The Approach and Landing requirements as per FAR 25.119 and JAR 25.119 contains the requirements for the all-engines oprating case.These state that,in the landing configuration,the steady climb gradient must not be less than 3.2%,with the engines at the thrust,power,that can be attained after moving the throttles from Minimum Flight Idle to Take Off power,within 8 seconds.
FAR 25.121 and JAR 25.121(d) gives the Discontinued Approach requirements.These state that,for a configuration where. Vs is no greater than 110% of Vs for the related all-engines landing configuration,yje steady climb gradients must not be less than 2.1% for twins,2.4% for Tri-jets,and 2.7% for four-engined aircraft. The associated conditions are:
1) Critical engine out,and the remainder at the available takeoff power or thrust
2)Maximum Landing Weight
3)A normal established speed for landing,not less than 1.5Vs
4)Undercarriage UP.
Discontinued Approach for aircraft certified to use a DH of less than 200ft must have a gross gradient of climb not less than 2.5% with the following conditions:
Last edited by Trackdiamond; 25th Dec 2013 at 06:48.