NADP Germany

[Citation2]

It says in Lido General . For aircrafts certified in accordance with chapter 3 , thrust reduction 1500 AGL , acceleration 1500 AGL

For aircrafts certified in accordance with chapter 2 :reduction 1500 , acceleration 3000

The aircraft I fly is certified in accordance with chapter 4 , and no NADP instruction is written for that in Germany. Shall I consider chapter 4 as an extension of chapter 3 , and apply NADP corresponding to chapter 3 ?

Second question:Some SID in Germany require specifc gradient or altitude constraints. Like In EDDK , NOR 8 F has an altitude constraint of "at or above" 4000 ft at DK133 which is just 4.8 NM from KBO VOR

Now if I apply NADP corresponding to chapter 3 ,"1500/1500" the constraint "at or above 4000 ft will be missed. So I have to change the acceleration altitude to meet the constraint.

Which one has priority the SID or NADP country rule?

[dusk2dawn]

To the best of my knowledge Chapter 4 is only applicable / required at a handful of noise sensitive airports.
I suggest that when chapter 4 is not required you operate to next lower certification.

When certified to chapter 2 you must follow the specified chapter 2 procedure.

When certified to chapter 3 you may follow the specified chapter 3 procedure but nobody will complain if you use the chapter 2 procedure.

You can be sure that non-compliance with a SID will be noticed as it is closely tracked by radar.

Non-compliance with a NADP takes a lot more to prove.

[Citation2]

Thanks . But when you have a look at NOR 8F constraints it is not compatible with "chapter 3" NADP. Let's assume my aircraft is certified in accordance with chapter 3 , so If I accelerate at 1500 ft , the constraint "at or above 4000" will be missed.
I have to continue climbing in order to meet the close-in "at or above constraint".



So the best thing is disregard chapter 3 , apply " chapter 2 " 1500/3000 in order to comply with altitude constraints as mentioned in the SID.

[Denti]

Or file the alternative SID. There is a note explaining that the climb constraint is due to airspace structure and which other SID to file if one is unable to comply with the climb gradient.

By the way, the mentioned acceleration/thrust reduction heights are not set in stone, both lufthansa and air berlin use 1000/1000ft on german airports.