Go around climb gradient
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Go around climb gradient
Hi can some body Tell. Me what are requrements regarding go around minima to choose regardit gradient. I am asking regarding twin jet. Which minima should. I choose
If in doubt, use the highest published minima (typically based on, if I remember correctly, a 2.5% approach climb gradient, one engine inoperative). If you can ascertain better than standard (missed) approach climb gradient to the required altitude including gradient loss for any required turns, then use the corresponding lower approach minima.
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PANS-OPS state a nominal climb gradient of 2.5%. It can be higher than that for obstacle clearance or airspace structure. Which to pick? Whatever your performance calculations say.
On our Boeing OPT we can select what MACG to base the calculation on when more than one is published. If we don't make it, we take the higher minina.
EDIT
I don't recall PANS-OPS 2,5% MACG considering the engine out scenario. Too many variables, and like for engine failure procedures after take off, operators have to verify their performance capabilities and establish contingency procedures.
On our Boeing OPT we can select what MACG to base the calculation on when more than one is published. If we don't make it, we take the higher minina.
EDIT
I don't recall PANS-OPS 2,5% MACG considering the engine out scenario. Too many variables, and like for engine failure procedures after take off, operators have to verify their performance capabilities and establish contingency procedures.
Last edited by Banana Joe; 9th Oct 2020 at 23:20.
2.5% is standard minima (other options might be available and you might need more than 2.5% eg INN). It must be satisfied until reaching a specifically published acceleration altitude or 1500ft which is the standard ACCEL ALT.
It's calculated OEI, Go-Around flap config, L/G Up and one engine at TOGA.
It's calculated OEI, Go-Around flap config, L/G Up and one engine at TOGA.
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6.1.7.3 Special conditions. It is emphasized that a missed approach procedure which is based on the nominal
climb gradient of 2.5 per cent cannot be used by all aeroplanes when operating at or near maximum certificated gross
mass and engine-out conditions. The operation of aeroplanes under these conditions needs special consideration at
aerodromes which are critical due to obstacles on the missed approach area. This may result in a special procedure
being established with a possible increase in the DA/H or MDA/H.
climb gradient of 2.5 per cent cannot be used by all aeroplanes when operating at or near maximum certificated gross
mass and engine-out conditions. The operation of aeroplanes under these conditions needs special consideration at
aerodromes which are critical due to obstacles on the missed approach area. This may result in a special procedure
being established with a possible increase in the DA/H or MDA/H.
Last edited by FlyingStone; 10th Oct 2020 at 08:45.