"...prior to level acceleration."
Guest
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I hear what you're saying. Unfortunately, this isn't what I'm hearing from Jeppesen and the local authorities.
In this particular case, this is a terrain clearance criteria. Secondly, this procedure is designed to take into account the requirement of certain types of aircraft to accelerate in level flight after the initial climb. To accomodate this requirement, an acceleration portion of 6 nm in length is identified. The horizontal portion is followed by a climbing portion with a 1 percent gradient representing the enroute climb until an altitude at which other prescribed obstacle clearances become effective. These 2 portions are constructed so that a minimum clearance of 295 ft above all obstacles in the primary area exists. The minimum acceleration height is not less than 820 ft. The procedure is usually then noted as mentioned: Climb to...(blah blah).
The bottom line is then; if you ignore the given altitude we are discussing, make sure that your company performance section have established that your performance exceeds the limits given above. Further, do not forget that this will usually be covered as a company policy, AND an engine out flight path needs to be established as an alternative means of escape should the DREADED occur.
Take Care
In this particular case, this is a terrain clearance criteria. Secondly, this procedure is designed to take into account the requirement of certain types of aircraft to accelerate in level flight after the initial climb. To accomodate this requirement, an acceleration portion of 6 nm in length is identified. The horizontal portion is followed by a climbing portion with a 1 percent gradient representing the enroute climb until an altitude at which other prescribed obstacle clearances become effective. These 2 portions are constructed so that a minimum clearance of 295 ft above all obstacles in the primary area exists. The minimum acceleration height is not less than 820 ft. The procedure is usually then noted as mentioned: Climb to...(blah blah).
The bottom line is then; if you ignore the given altitude we are discussing, make sure that your company performance section have established that your performance exceeds the limits given above. Further, do not forget that this will usually be covered as a company policy, AND an engine out flight path needs to be established as an alternative means of escape should the DREADED occur.
Take Care
Guest
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Yes Rusty all true and consistent with what I said about the design. I opted not to bother with the detail about MOC and minimum height above the aerodrome.
The way in which your company complies with any requirement on any instrument procedure, should be covered in company documents. I'm assuming, of course, that you work for an international airline. And, of course, they would only need to make reference to it in Emergency Procedures documentation, unless the specific procedure requires performance that your aircraft cannot sustain in normal operations.
None of the Pans Ops criteria takes account of depleted performance due to inflight emergency (ie engine failure). This is why your company should have specific procedures in place, in the Emergency Procedures section of your manuals, or wherever your state of registry requires the information to be kept.
I daresay that the aviation regulator in your state of registry would even insist that your company provides that sort of information to its' crews. And, just as an aside, if a procedure is developed strictly for noise abatement purposes, the state issuing the procedure really should make this clear. If there is no such statement, it is reasonable to conclude that the procedure is related strictly to terrain clearance which, of course, is far more important than rattling a few windows.
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Once a king, always a king.
But once a nite's barely adequate!
The way in which your company complies with any requirement on any instrument procedure, should be covered in company documents. I'm assuming, of course, that you work for an international airline. And, of course, they would only need to make reference to it in Emergency Procedures documentation, unless the specific procedure requires performance that your aircraft cannot sustain in normal operations.
None of the Pans Ops criteria takes account of depleted performance due to inflight emergency (ie engine failure). This is why your company should have specific procedures in place, in the Emergency Procedures section of your manuals, or wherever your state of registry requires the information to be kept.
I daresay that the aviation regulator in your state of registry would even insist that your company provides that sort of information to its' crews. And, just as an aside, if a procedure is developed strictly for noise abatement purposes, the state issuing the procedure really should make this clear. If there is no such statement, it is reasonable to conclude that the procedure is related strictly to terrain clearance which, of course, is far more important than rattling a few windows.
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Once a king, always a king.
But once a nite's barely adequate!
Guest
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ABSOLUTELY. However, we now are operating in accordance with the JAR-OPS. Also, we have since established that this term ALWAYS refers to terrain clearance. And, the (so called) emergency procedure to which I refer is; the engine inop flight path usually published by the Company in the Performance Manual.
Later
Later
