Eng out accel height?
Join Date: Jun 2006
Location: CASEY STATION
Posts: 191
Likes: 0
Received 0 Likes
on
0 Posts
I don't disagree. However this question results in "normally" and "presumably" being included in almost all answers. I fly to many airports that don't have the standard 2.5% missed approach gradient. The charts also include the statement " MDA / DA based on 2.5% gradient not provided". Would should also say "hopefully" will not have to consider this situation for real!!
Moderator
If you have a difficult runway approach, so far as the miss is concerned, then the ops engineers need to have a look at in a manner similar to the takeoff situation.
On another point, for takeoff, where terrain dictates, one can schedule a turn from runway head and 50ft.
On another point, for takeoff, where terrain dictates, one can schedule a turn from runway head and 50ft.
Join Date: Apr 2008
Location: nowhere
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
If you have a difficult runway approach, so far as the miss is concerned, then the ops engineers need to have a look at in a manner similar to the takeoff situation.
On another point, for takeoff, where terrain dictates, one can schedule a turn from runway head and 50ft.
On another point, for takeoff, where terrain dictates, one can schedule a turn from runway head and 50ft.
Join Date: Aug 2010
Location: Sydney
Posts: 47
Likes: 0
Received 0 Likes
on
0 Posts
Normally, you would be at, or below, max landing weight. Plus, you presumably begin the OEI missed approach at, or above DA. So, you are in better shape than OEI just above V1 on takeoff. If you are doing a OEI overweight landing, you might want to avoid using an IAP that doesn't have a 2.5% clear missed approach procedure.
I think the safest option would be to fly the jepp missed approach and clean up at the accel altitude that's in OTP (Boeing) or the 1 inop procedure (CDP)? if your below the MDA/DA or can't met the missed approach gradients fly the 1 inop take off procedure (CDP) and clean up at that accel altitude.
Thoughts? goes for both 1 and 2 engine!
Guest
Join Date: Apr 2009
Location: On the Beach
Posts: 3,336
Likes: 0
Received 0 Likes
on
0 Posts
True, we used to have a couple of airports with engine-out procedures that started at 50 feet with a 15 degree bank through 180 degrees of turn to avoid close-in high terrain. I believe the company makes the choice of what altitude they want(or is it the manufacturer?).
The operator then has to assure compliance with 121.189, or its equivalent. Many today now use the Part 25 takeoff path applied to AC 120-91, rather than the impossibly narrow lateral limits specified in 121.189.
AC 120-91:
https://tinyurl.com/ydd9e7zp
Large operators have their own planning and performance departments. Smaller operators often use contract planning and performance companies.
Guest
Join Date: Apr 2009
Location: On the Beach
Posts: 3,336
Likes: 0
Received 0 Likes
on
0 Posts