TAKEOFF FLIGHT

PATH PERORMANCE
Obstacle Clearance Requirements
Takeoff Flight Path
• The takeoff flight path is considered to begin when
the airplane has reached a height of 35’ above the
surface and continues to the higher of 1500’ above
the surface, or the point the single engine en-route
climb speed is reached.
• Large aircraft have numerous takeoff configurations
which affect departure path profiles.
• Each time a flap or slat selection is to be retracted an
acceleration is required.
• An acceleration during climb with one engine
inoperative results in a period of level flight.
Climb Gradients
In an aircraft with multiple takeoff configurations and flap retraction schedules a
climb gradient must be calculated taking into account each period of
acceleration.
• Climb Gradient: the ratio of the change in height during a portion of a climb,
to the horizontal distance traversed in the same time interval.
• The climb gradient required is predicated on one-engine inoperative
performance and is expressed as a percentage.
• Alt. gained in feet/horizontal distance in feet×100=climb gradient
• Net Climb Gradient: the aircrafts actual one engine inoperative climb gradient
reduced by 0.8%.
• This 0.8% reduction in actual climb gradient provides an additional safety
margin for obstacle clearance.
• The aircrafts net climb gradient must meet the required climb gradient of the
departure procedure and clear all obstacles by 200’ horizontally or 35’ vertically
within the aerodrome boundary and 300’ horizontally outside the aerodrome
boundary.
• A standard ½ departure procedure would require a single engine net climb
gradient of 200ft/nm or (200/6076)×100=3.3%
Climb Segments
• The takeoff flight path is divided into segments, which relate to
aircraft configuration. A typical segmented profile is as follows:
• First Segment: from the end of the takeoff distance to the
point the landing gear is fully retracted. (V2)
• Second Segment: the point the landing gear is retracted to
an altitude of at least 400’ (obstacle dependant). (V2)
• Third (Transition) Segment: the horizontal distance
required to accelerate at a constant altitude to facilitate
flap/slat retraction and acceleration to final climb speed.
• Final Segment: end of third segment to at least 1500’
(obstacle dependant) with flaps/slats retracted, max.
continuous power, and final climb speed.
The minimum climb gradients required for certification by the CARS for two engine
transport aircraft are:
First Segment: positive
Second Segment: 2.4%
Final Segment: 1.2%
Minimum Certification Performance
• For the aircraft certification process minimum
performance requirements are specified in the CARS
for each segment of climb.
• The aircraft must be capable of obtaining this
minimum performance for all certified weight, altitude,
temperature combinations.
• Only at the most adverse combinations of weight,
altitude, and temperature will aircraft performance
represent these minimums.
• Any conditions more favorable to performance will
result in climb gradients better than the minimum.
Company Assessed Departures
• The standard ½ mile departure gradient is a generic obstacle
clearance departure profile which works for most general
aviation operations at most airports.
• Larger aircraft operating with higher takeoff weights and more
stringent governing regulations commonly do not meet the
required net gradient.
• Most operators hire companies who specialize in assessing
airports for obstacle clearance requirements, to set up aircraft
specific departure procedures which allow for less restrictive
climb gradients.
• These departure procedures can be quite complex, involving a
number of required gradients at different stages of the
procedure, track changes, and aircraft bank restrictions.
Noise Abatement Procedures
• Noise abatement procedures have been developed for
turbo-jet aircraft in the interest of avoiding
disturbance to noise sensitive areas.
• The CAP will include procedures specific to the airport.
• There are two established procedures: A and B
• Procedure A results in noise relief during the latter
part of the procedure.
• Procedure B results in noise relief close to the airport.
AIM RAC 7.6.3
Procedure A
(a) Takeoff to 1 500 feet AAE:
(i) takeoff power,
(ii) takeoff flap, and
(iii) climb at V2 + 10 to 20 KT (or as limited by body angle).

(b) At 1 500 feet AAE:

(i) reduce thrust to not less than climb power.

(c) From 1 500 to 3 000 feet AAE:

(i) climb at V2 + 10 to 20KT.

(d) At 3 000 feet AAE:

(i) accelerate smoothly to enroute climb speed with flap retraction on
schedule.
Procedure B
(a) Takeoff to 1 000 feet AAE:
(i) takeoff power
(ii) takeoff flap, and
(iii) climb at V2 + 10 to 20 KT.

(b) At 1 000 feet AAE:

(i) maintaining a positive rate of climb, accelerate to zero flap minimum safe
manœuvring speed (VZF) retracting flap on schedule, then
(ii) reduce thrust consistent with the following:
(A) for high by-pass ratio engines, reduce to normal climb power;
(B) for low by-pass ratio engines, reduce power if practicable to
below normal climb power but not less than that necessary to
maintain the final takeoff engine-out climb gradient; and
(C) for aeroplanes with slow flap retracting, reduce power at an
intermediate flap setting.

(c) From 1 000 feet AAE to 3 000 feet AAE:

(i) continue climb at not greater than VZF + 20 KT.

(d) At 3 000 feet AAE:

(i) accelerate smoothly to en route climb speed using normal climb power.

NOTE: Aeroplanes such as supersonic aeroplanes not using wing flaps for takeoff
should reduce thrust before attaining 1 000 feet AAE but not lower than
500 feet AAE.