Here is an online doc that uses BCOP to analyze the performance climbs for Westjet. http://www.smartcockpit.com/data/pdf...Operations.pdf
This climb out perf is all engine. Note how many variants, depending on temperature and altitude, have a climb rate below 2% All engine. When you look at BCOP and the performance, hot places like Australia, many variants have EO climb gradients on the order of 1%. This offer no protection from the terrain and obstacle assessments, thus a custom terrain/obstacle clearance is needed, or the weights will be severely restricted. http://operationsbasednavigation.com.../climbperf.jpg You've dug yourselves into a hole if you want the world to believe that you can fly jets without having single engine performance that meets the departure and MAP profile. thats rather humorous, you telling Terpster he needs to understand how aircraft are certified. :ok: |
Seriously, theficklefinger, you do seem to delight in publicly parading around showing that you would be out of your depth in a puddle.
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This isn't a debate...if you can't determine you single engine performance as it relates to the departure or MAP that you have to fly, then your either incompetent or lazy, or both.
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if you can't determine you single engine performance as it relates to the departure or MAP that you have to fly You've dug yourselves into a hole if you want the world to believe that you can fly jets without having single engine performance that meets the departure and MAP profile. incompetent...no doubt you are very familiar with this term. Does your grandmother know you are using her computer? := |
Agreed the Ficklefinger then, one question, how do you determine OEI flight path clearance for "close-in" obstacles? Those in the ICA or what used to be termed Zone 1.
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In the end when I talk single engine performance, you guys have no clue as to what I am talking about......
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No argument there, after all why should performance engineers and check airman know anything on the subject.
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He sounds like another MSFS troll who has gotten loose on the forum.
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FAA AC120-91 is required reading for anyone who actually wants to understand this issue:
http://rgl.faa.gov/Regulatory_and_Gu...E/AC120-91.pdf |
Aterp - I read it...your point?
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theficklefinger:
Aterp - I read it...your point? FAA AC120-91 is required reading for anyone who actually wants to understand this issue. End of discussion. |
Your blowing smoke, if you had a point you would have made it...
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Fickle, if you are a pilot (which I highly doubt) I would be surprised if you are able to stay employed anywhere with the attitude that you have. Aterpster is right, but that is beside the point now, you don't belong in any sort of aviation, including simulated.
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Hi ficklefing,
you guys have no clue as to what I am talking about...... |
You guys are idiots...no offense, but if you can't figure single engine performance...forget being a pilot, you shouldn't be on a technical aviation forum.
I suspect that we can survive without this poster's erudition - JT |
Hi ficklefing,
You guys are idiots...no offense but if you can't figure single engine performance... |
I suspect that we can survive without this poster's erudition - JT I suspect JT is correct. But I appreciated the opportunity presented to review AC 120-91 again aterpster. :) This is probably the single most misunderstood and misapplied operational requirement I've encountered in my experience as a part 135 pilot. The very few pilots who do seem to grasp the concept are grossly outnumbered! Anyway, it's been a treat! |
westhawk:
But I appreciated the opportunity presented to review AC 120-91 again aterpster. http://images.ibsrv.net/ibsrv/res/sr...lies/smile.gif This is probably the single most misunderstood and misapplied operational requirement I've encountered in my experience as a part 135 pilot. The very few pilots who do seem to grasp the concept are grossly outnumbered! Anyway, it's been a treat! |
For routine performance work, the work is relatively straighforward and the ops engineer doesn't need a great deal of anything other than
(a) a good understanding of what he/she is endeavouring to achieve (b) good housekeeping and general attention to detail. What is a problem is the (generally) pilot who views the work as being a lot more simplistic than it is. Perhaps this sort of view develops as a consequence of using the typically very simply presented RTOW tables in routine line operations ? |
a pilot should be required to spend time in Operations with the people doing the loading plans..
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