safety_worker,
I disagree quite strongly.
Either you address the whole takeoff .. or why bother worrying about any of it ? And the task need not be terribly difficult. We don't want to have a multiplicity of departures. All that is needed is for the ops eng guys to check if the normal path is ok with a failure anywhere along it. If not, then ALL takeoffs can be routed via the V1 OEI escape path.
It is most definitely inappropriate to assign this task to the pilot on the day .. he doesn't have the data and never has the time.
Max Angle,
The Type A data is fine, but of limited use ...
(a) it doesn't go far enough ... 1500 ft can be 40-plus miles out for a twin..
(b) many operators schedule turning flight paths for the very reason that the Type A path is too commercially restrictive because of the rocky bits ...
The 35 foot clearance is above the NFP so the expected clearance to the aircraft's GFP will be substantially in excess of this, and increasing, once you are on your way ...
Again, I would commend people to question their ops eng support people to find out what is and is not included in the specific runway analyses. And this can vary quite significantly from one organisation to another ..
Chimbu chuckles,
For most runways, there will be a multiplicity of potential escape paths.. the task of the ops engineer is to find that which gives the maximum RTOW while keeping the procedure itself reasonably reasonable for the poor guy trying to fly it. Of course, for some runways, there will, indeed, only be the one usable escape.
NorthernSky
I am afraid, dear colleague, that some of your views are the stuff of wishful thinking and fairytales...
For many runways, it is totally unreasonable to expect the pilots to have any reasonable way of addressing the NFP clearance requirements... it is the job of the ops engineers (or backroom pilots who know the ropes) who have the performance data .. and should have the best likelihood of sourcing obstacle data .. and it is this latter task which is the hard bit .. doing the sums is, by comparison, child's play.... (sorry, Mutt, monkey's play)
Where do you get the obstacle data ..? .. from wherever you can.. including throwing a theodolite over the shoulder and going bush if necessary .. the advent of satellite imagery data becoming commercially available makes the task a lot, lot easier .....
Guys and gals .... from the viewpoint of an old (conservative) performance (amongst other strange interests) engineer, airline pilot, and instructor pilot ... the underlying attitudes, wishful thinking, and unfortunate ignorance displayed in this thread is quite terrifyingly alarming.
The task is not easy in most cases .... but, please .... quiz your ops eng support people so that you KNOW what the story is .. then work out where you are intending to go after the concrete bit ends .... it is NOT a case of just going straight ahead .. or following this SID or that ... or any other far fetched idea .... if you don't know .. then you are playing Russian roulette with your aeroplane .....
.. and the simplest trick to give you a reasonable chance if you are not ABSOLUTELY sure that the terrain is benign, and you know that your ops eng people haven't looked at it ? ..... decline the SID and follow the V1 escape procedure for ALL departures, setting course once you are above the sector minima. This might be the stuff of ruffling feathers ... but the alternative is the old ostrich head in the sand approach .....