Segment 3 performance - 20.7.1b
Fleet Manager
Joined: Apr 2001
Aviation Qualifications: ATPL
Posts: 7,448
Likes: 310
From: various places .....
I'm not familar either with location or Type so my comments are general -
.. the company publishes .. with the analysis for the GA when to follow ..
providing that the company's directives are based on rational analysis and not finger in the wind guesswork then it sounds like you are with a good crowd.
Analysis has been made using MLW
appropriately conservative
I was gonna compare to the way the others do it and there's no better way to it but to ask for alternative opinion here
sounds like a plan. Caveat - some opinions ventured in PPRuNe are neither expert nor authoritative.
.. the company publishes .. with the analysis for the GA when to follow ..
providing that the company's directives are based on rational analysis and not finger in the wind guesswork then it sounds like you are with a good crowd.
Analysis has been made using MLW
appropriately conservative
I was gonna compare to the way the others do it and there's no better way to it but to ask for alternative opinion here
sounds like a plan. Caveat - some opinions ventured in PPRuNe are neither expert nor authoritative.
Joined: Jun 1999
Posts: 362
Likes: 0
From: Australasia
I can always revert to the EO SID????
Joined: Oct 2006
Posts: 165
Likes: 0
From: Europe
It is very simple really.
On take off you need to comply with a certain climb gradient. You get that climb gradient because you have an excess of thrust over drag.
If you level off to accelerate you will convert this excess of trust into acceleration.
What the regulation states is nothing else than that you may not use the gross acceleration but you have to use the nett acceleration.
If you level off to accelerate you will convert this excess of trust into acceleration.
What the regulation states is nothing else than that you may not use the gross acceleration but you have to use the nett acceleration.
