Eng out accel height?
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We use 1500ft as default, but some airports with specific geografical issues may require something higher. Like Quito for example. We use the 400ft number as a triggerpoint to perform recall items etc. Below that all the attention goes into flying the aircraft. B744.
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400ft seems scaringly low. It is not necessarily a level acc height but in most heavy transports the height at which you reduce rate of clb in order to accelerate & clean up. Do that, in a 777 with terrain around, you would probably hit something. Thread opener Toung, pop into your Fleet Office & get them to re-look. Might save a few bent airframes.
.) Sometimes higher if terrain requires it.Slowjet, the job of the airline’s performance department or contractor is to ensure that accelerating at the acceleration height doesn’t result in ground impact.
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Do that, in a 777 with terrain around, you would probably hit something.
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Absolutely for Part 121, terrain and other obstacles. And, because of terrain at some locations, the acceleration height may be different than what a particular airline typically uses.
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In accordance with aero data or other tailored performance provider acceleration and flap retract from V2 is no less then 1000' then climb at VFTO. If a complex special departure procedure requires it a turn can be made at 400' but accel remains no less then 1000'. This is a U.S. CRJ/ERJ.
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Eng Out Accel Height as dictated by originally BCARs in the UK and FAA rules in the States was set at between 400’ and 1500’ as standard. Companies can choose where they wish to place it, most seem to settle on either 1000 or 1500 aal. Some airfields dictate something different and the Perf A Calc takes all this into account.
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Absolutely for Part 121, terrain and other obstacles. And, because of terrain at some locations, the acceleration height may be different than what a particular airline typically uses.
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Was looking at this the other day, does any body know if the standard 2.5% climb gradient includes a level off for accel?
For example if the missed gradient is %7 all the way to the missed approach alt, do you have to stay at vref+5 and not clean up until reaching the missed approach alt? or does that %7 include a level off at 400/800/1000ft?
For example if the missed gradient is %7 all the way to the missed approach alt, do you have to stay at vref+5 and not clean up until reaching the missed approach alt? or does that %7 include a level off at 400/800/1000ft?
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ejet3
You raise an interesting point. Missed approach climb does not include an acceleration segment. EO performance is focussed on the take-off phase. If commencing an approach EO and a missed approach is required, there are many different ideas among the pilot community as to what is a reasonable flight path to follow. But AFAIK very limited official guidance is available.
As in your example we can maintain Vref + ? ( V2 ) to the MSA however what if this exceeds the max thrust time limit? Be interested in other airlines methods of dealing with this? ( official policy, not just what everyone commonly briefs!)
You raise an interesting point. Missed approach climb does not include an acceleration segment. EO performance is focussed on the take-off phase. If commencing an approach EO and a missed approach is required, there are many different ideas among the pilot community as to what is a reasonable flight path to follow. But AFAIK very limited official guidance is available.
As in your example we can maintain Vref + ? ( V2 ) to the MSA however what if this exceeds the max thrust time limit? Be interested in other airlines methods of dealing with this? ( official policy, not just what everyone commonly briefs!)
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ejet3
You raise an interesting point. Missed approach climb does not include an acceleration segment. EO performance is focussed on the take-off phase. If commencing an approach EO and a missed approach is required, there are many different ideas among the pilot community as to what is a reasonable flight path to follow. But AFAIK very limited official guidance is available.
As in your example we can maintain Vref + ? ( V2 ) to the MSA however what if this exceeds the max thrust time limit? Be interested in other airlines methods of dealing with this? ( official policy, not just what everyone commonly briefs!)
You raise an interesting point. Missed approach climb does not include an acceleration segment. EO performance is focussed on the take-off phase. If commencing an approach EO and a missed approach is required, there are many different ideas among the pilot community as to what is a reasonable flight path to follow. But AFAIK very limited official guidance is available.
As in your example we can maintain Vref + ? ( V2 ) to the MSA however what if this exceeds the max thrust time limit? Be interested in other airlines methods of dealing with this? ( official policy, not just what everyone commonly briefs!)