What decides if additional GA thrust required
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Allehluya Mr Tullmarine,
You understand me and the issue i have with my airline.
Now i forwarded them with all the info i could find and ...work still in progress months down the road...while aircraft still going there on 24k where only an empty aircraft could make the gradient....the birds on NOTAMS just adding to the issue.
[quoteDoes your airline pay any attention to corporate risk management ?][/quote]
They pay real well
but this issue comes from unclear FAA rules/advisories i believe..
They are an#l about safety and yet this issue is still floating on the desk of some top level bureaucrats..maybe forever in the bin ....
You understand me and the issue i have with my airline.
Now i forwarded them with all the info i could find and ...work still in progress months down the road...while aircraft still going there on 24k where only an empty aircraft could make the gradient....the birds on NOTAMS just adding to the issue.
[quoteDoes your airline pay any attention to corporate risk management ?][/quote]
They pay real well
but this issue comes from unclear FAA rules/advisories i believe..They are an#l about safety and yet this issue is still floating on the desk of some top level bureaucrats..maybe forever in the bin ....
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this issue comes from unclear FAA rules/advisories i believe.. They are an#l about safety
Then, for God's sake man, get in there and ask the boss what is going to be his corporate flight standards answer to the inevitable question at the Inquiry into the crash.
Someone is going to the slammer and, depending on jurisdiction, it is likely to be either/and both the boss and the commander (although the latter may not have any interest in the Inquiry, of course).
The rules are clear -
(a) don't crash
(b) see (a)
The advisories are just suggested ways to meet the rules. What REALLY counts is not what the FAA says but what the judge at the Inquiry says and what penalties are imposed after the fact.
The cited management attitude is directly analogous to taking off on the basis of the AEO TODR case only .. don't need ASDA or TODR1 as we aren't going to have a failure ...
Then, for God's sake man, get in there and ask the boss what is going to be his corporate flight standards answer to the inevitable question at the Inquiry into the crash.
Someone is going to the slammer and, depending on jurisdiction, it is likely to be either/and both the boss and the commander (although the latter may not have any interest in the Inquiry, of course).
The rules are clear -
(a) don't crash
(b) see (a)
The advisories are just suggested ways to meet the rules. What REALLY counts is not what the FAA says but what the judge at the Inquiry says and what penalties are imposed after the fact.
The cited management attitude is directly analogous to taking off on the basis of the AEO TODR case only .. don't need ASDA or TODR1 as we aren't going to have a failure ...
Join Date: Oct 2009
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Hi de facto.
I have read the same somewhere else (but I can't find the reference at the moment), and the same is true for us operating into OPO on the southerly runway (4.9%).
One argument is that we do far fewer GAs than take offs, therefore the chance of having an engine failure on the GA is more remote. The practical solution is to look at the engine out procedure for the take off case. If you suffer an engine failure on the GA (unlucky day) then advise ATC that you're unable to comply with the standard missed approach and follow your EFTO procedure.
Now my perf people tell me the one engine toga aint a regulation that the climb gradient is for all engine so i could use the lower DA.
One argument is that we do far fewer GAs than take offs, therefore the chance of having an engine failure on the GA is more remote. The practical solution is to look at the engine out procedure for the take off case. If you suffer an engine failure on the GA (unlucky day) then advise ATC that you're unable to comply with the standard missed approach and follow your EFTO procedure.
Last edited by rudderrudderrat; 15th Jan 2012 at 18:45. Reason: typo
