Net Take Off-off Flight Path
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Out of Control
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Net Take Off-off Flight Path
Can't find the def. of this. Can anyone sum it up for me.
Say again, your coming in stupid
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Out of Control
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The distance required to climb to 1500 ft after an engine failure on the runway. Required for Large arplanes, sFAR 41 airplanes and Commuter Category airplanes.
The average pilot, despite the somewhat swaggering exterior, is very much capable of such feelings as love, affection, intimacy and caring.
These feelings just don't involve anyone else.
These feelings just don't involve anyone else.
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Out of Control
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Boundary Layer
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Net Take Off
My understanding that it is the horizontal distance required to climb to 1500' AAE, and is corrected for Pilot Error (8% or something).
Cut from our COM:
Under visual rules, or if obstacle clearance is not a factor, the aircraft must still be able to meet or exceed jet aircraft certification climb performance. In other words, a two engine aircraft must be able to meet, with one engine inoperative, a minimum required gross gradient of 2.4%. This is the required gradient. The “Takeoff Weight Limitations as permitted by 2nd segment climb requirements” chart determines the maximum weight at which these requirements will be met. Be sure to address the correct chart based on flap setting and anti-ice status.
If obstacle clearance is a factor:
Visual obstacle separation may be used, but there are several considerations:
a) All relevant parts of the obstacle must be clearly discernable. At night, obstacles and any relevant supporting structures (guywires, etc) must be sufficiently lit.
b) Visual contact with the obstacle must be established and maintained continuously from the start of the takeoff roll until it is no longer a factor;
c) The pilot must be able to maintain visual contact with the obstacle at the deck angle anticipated during an all-engines climb;
d) The crew must be able to maintain visual contact at anticipated bank angles during departure (This permits assessment of the effectiveness of the turn with respect to the obstacle and winds); and
e) Where a group of obstacles exist, visual turns to avoid one obstacle may not lead toward another (any turn must be away from all obstacles).
If the flight is to be conducted in IMC, both the gradient required for the departure and the aircraft single engine climb gradient must be determined.
Aerodromes that have an instrument approach procedure published in CAP also have a procedure referred to as an IFR departure procedure. IFR departure procedures are expressed in the form of “Takeoff Minima” on the aerodrome chart, and meet obstacle and terrain clearance requirements. These procedures are based on the premise that on departure an aircraft will:
a) cross at least 35 feet above the departure end of the runway;
b) climb straight ahead to 400 feet AAE before commencing any turns; and
c) maintain a climb gradient of at least 200 feet per NM throughout the climb to a minimum IFR altitude for en route operations.
Climb gradients greater than 200 feet per NM may be published. In this case, the aircraft is expected to achieve and maintain the published gradient to the specified altitude or fix, then continue climbing at a minimum of 200 feet per NM until reaching a minimum IFR altitude for en route operations.
200 feet per NM translates into a 3.3% gradient (200 ft / 6076 ft/NM). Since most departure plates describe the required gradient in terms of feet/NM, the pilot must make the conversion to a percent gradient.
When a departure procedure is not established for the runway, the pilot must determine if the aircraft can clear an obstacle that lies within the departure corridor if an engine should fail.
The required climb gradient is calculated by determining the rise in altitude from a reference point above the end of a runway to the top of the obstacle. The regulations require that 704 operators clear the obstacle by 35 feet.
Under visual rules, or if obstacle clearance is not a factor, the aircraft must still be able to meet or exceed jet aircraft certification climb performance. In other words, a two engine aircraft must be able to meet, with one engine inoperative, a minimum required gross gradient of 2.4%. This is the required gradient. The “Takeoff Weight Limitations as permitted by 2nd segment climb requirements” chart determines the maximum weight at which these requirements will be met. Be sure to address the correct chart based on flap setting and anti-ice status.
If obstacle clearance is a factor:
Visual obstacle separation may be used, but there are several considerations:
a) All relevant parts of the obstacle must be clearly discernable. At night, obstacles and any relevant supporting structures (guywires, etc) must be sufficiently lit.
b) Visual contact with the obstacle must be established and maintained continuously from the start of the takeoff roll until it is no longer a factor;
c) The pilot must be able to maintain visual contact with the obstacle at the deck angle anticipated during an all-engines climb;
d) The crew must be able to maintain visual contact at anticipated bank angles during departure (This permits assessment of the effectiveness of the turn with respect to the obstacle and winds); and
e) Where a group of obstacles exist, visual turns to avoid one obstacle may not lead toward another (any turn must be away from all obstacles).
If the flight is to be conducted in IMC, both the gradient required for the departure and the aircraft single engine climb gradient must be determined.
Aerodromes that have an instrument approach procedure published in CAP also have a procedure referred to as an IFR departure procedure. IFR departure procedures are expressed in the form of “Takeoff Minima” on the aerodrome chart, and meet obstacle and terrain clearance requirements. These procedures are based on the premise that on departure an aircraft will:
a) cross at least 35 feet above the departure end of the runway;
b) climb straight ahead to 400 feet AAE before commencing any turns; and
c) maintain a climb gradient of at least 200 feet per NM throughout the climb to a minimum IFR altitude for en route operations.
Climb gradients greater than 200 feet per NM may be published. In this case, the aircraft is expected to achieve and maintain the published gradient to the specified altitude or fix, then continue climbing at a minimum of 200 feet per NM until reaching a minimum IFR altitude for en route operations.
200 feet per NM translates into a 3.3% gradient (200 ft / 6076 ft/NM). Since most departure plates describe the required gradient in terms of feet/NM, the pilot must make the conversion to a percent gradient.
When a departure procedure is not established for the runway, the pilot must determine if the aircraft can clear an obstacle that lies within the departure corridor if an engine should fail.
The required climb gradient is calculated by determining the rise in altitude from a reference point above the end of a runway to the top of the obstacle. The regulations require that 704 operators clear the obstacle by 35 feet.
