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Airman2000
1st Nov 2009, 16:09
Quite a simple question today for you guys: at what altitude do you accelerate after taking off from Heathrow?

ratarsedagain
1st Nov 2009, 17:23
On most fleets in our airline, standard Aa is 1000'agl.
On the B744, noise abatement dictates that at 1000'agl the a/c is accelerated to F10 speed then climb to 4000' before continuing the acceleration.

mrdeux
1st Nov 2009, 18:06
Out of London, thrust reduction at 1000' and acceleration at 4000' (744). The 380 is listed as 1500' for both, but I think you'll need to delay the acceleration to ensure the SID steps are reached.

Airman2000
2nd Nov 2009, 12:43
Thank you gentlemen.

We are using 1000ft for thrust reduction and 4000ft for acceleration in the 777. Sometimes I get the impression that the controllers get a bit upset with that because we hold slow speed for quite a while. Do you think it is too conservative to a twin? Or is it ok?

NG_Kaptain
2nd Nov 2009, 13:29
We used 1000 for both thrust reduction and acceleration on the A340 300 in my previous company as there is no VNAP in LHR. As a matter of choice on a 27 departure with a east departure some guys would accelerate at 3000 AGL to keep the turn radius smaller when doing the initial maneuvering. The trainers in my present company are under the impression that all departures in Europe and UK are VNAP and teach it so even though the official company policy is for 1000" and 1000'. There are climb gradients to maintain and at 250 kts in a twin and a quad the crossing restrictions can be easily met.

kijangnim
2nd Nov 2009, 13:31
Greetings, since SIDs are Noise routes why climbing to 3000ft to retract your flaps? unless a non standard departure such as Radar Vector, rwy heading is given, then, in order to avoid beeing recorded I would climb to 3000 ft.
Or am I wrong?

parabellum
2nd Nov 2009, 22:30
In SIA, (some years ago!), on the B744 we would go for auto pilot at 400', to ensure very accurate tracking past the noise monitors, thrust reduction at 1000 and acceration at 4000. Several variations were tried but this was the one that didn't ring so many bells.

NO LAND 3
3rd Nov 2009, 04:48
For noise abatement we have no requirement for the old ICAO A or NADP (er... is it 1 or 2?) procedure and can comply with gradients using an accel height of 1000'. Last time I looked in the CRAR text I could find no requirements for the UK.
However our company sop says to maintain max of flap 5 speed till 3000' to achieve SID turn radius to avoid inadvertently triggering the noise monitoring stations. In practice I have noticed this often results in too small a radius on the DVR Dep off LGW 26.

deeceethree
4th Nov 2009, 12:37
LHR-based 777 operator (:ok:) uses 1000' above airfield for power reduction and acceleration for clean up. Same method is used everywhere else unless local noise or performance requirements dictate otherwise (pretty rare).

BITE System
5th Nov 2009, 16:27
The only info on the Jeppesen chart is

“Jet ACFT maintain a minimum climb gradient of 243' per NM (4%) to at least 4000”

so as long as you have a min 4% climb gradient/minimum vertical speed of 810 feet per minute at 200 kts then you will meet the noise abatement requirements.

Also you are required to cross appropriate Noise Monitoring Terminal at or above 1090'.

Some of the SIDs require a greater climb gradients.

Airman2000
5th Nov 2009, 19:14
That sheds a lot of light on the matter. Nice to know how LHR-based 777 operators do. Thanks a lot guys.:ok:

NG_Kaptain
5th Nov 2009, 19:31
Thanks..Now tell Etihad training department.