separation between the obstacle clearance surface (OCS)
and the required climb gradient of 200 ft/NM. The ROC
value is zero at the DER elevation and increases along the
departure route until the ROC value appropriate for en route
flight is achieved. The appropriate ROC value for en route
operations is typically achieved about 25 NM for 1,000 feet
of ROC in non-mountainous areas, and 46 NM for 2,000 feet
of ROC in mountainous areas.
If taking off from a runway using a diverse departure
(a runway without a published ODP), beyond these
distances the pilot is responsible for obstacle clearance if
not operating on a published route, and if below the MEA
or MOCA of a published route, or below an ATC-assigned
altitude. [Figure 1-15]
Recent changes in TERPS criteria make the OCS lower and
more restrictive. [Figure 1-16] However, there are many
departures today that were evaluated under the old criteria
that allowed some obstacle surfaces to be as high as 35 feet
at the DER. [Figure 1-14] Since there is no way for the pilot
to determine whether the departure was evaluated using
the previous or current criteria, and until all departures
have been evaluated using the current criteria, pilots need
to be very familiar with the departure environment and
associated obstacles, especially if crossing the DER at less
than 35 feet.
All departure procedures are initially assessed for obstacle
clearance based on a 40:1 Obstacle Clearance Surface (OCS).
If no obstacles penetrate this 40:1 OCS, the standard 200
ft/NM climb gradient provides a minimum of 48 ft/NM of
clearance above objects that do not penetrate the slope.
The departure design must also include the acquisition
of positive course guidance (PCG), typically within 5 to 10
NM of the DER for straight departures. Even when aircraft
performance greatly exceeds the minimum climb gradient,
the published departure routing must always be flown.
Airports publish the declared distances in the A/FD section
of the CS. These include takeoff runway available (TORA),
takeoff distance available (TODA), accelerate-stop distance
available (ASDA), and landing distance available (LDA). These
distances are calculated by adding to the full length of paved
runway any applicable clearway or stop-way and subtracting
from that sum the sections of the runway unsuitable for
satisfying the required takeoff run, takeoff, accelerate/stop,
or landing distance as shown in Figure 1-16.
Optimally, the 40 to 1 slope would work for every departure
design; however, due to terrain and manmade obstacles,
it is often necessary to use alternative requirements to
accomplish a safe, obstacle-free departure design. In
such cases, the design of the departure may incorporate a
climb gradient greater than 200 ft/NM, an increase in the
standard takeoff minimums to allow the aircraft to “see and
avoid” the obstacles, a standard climb of 200 ft/NM with a
specified reduced takeoff length, or a combination of these
options and a specific departure route.
If a departure route is specified, it must be flown in
conjunction with the other options.
The obstacle environment may require a climb gradient
greater than 200 ft/NM. In these cases, the ROC provided
above obstacles is equivalent to 24 percent of the
published climb gradient. The required climb gradient,
for obstacle purposes on ODPs and SIDs, is obtained by
using the formulas:
Standard Formula DoD Option*
CG = O – E CG = (48D + O) – E
0.76 D D
O = obstacle mean sea level (MSL) elevation
E = climb gradient starting MSL elevation
D = distance (NM) from DER to the obstacle
Examples:
2049 – 1221 (48 × 3.1 + 2049) – 1221
= 351.44 = 315.100.76 × 3.1 3.1
Round to 352 ft/NM Round to 316 ft/NM
*Military only
These formulas are published in FAA Order 8260.3 for
calculating the required climb gradient to clear obstacles.
The following formula is used for calculating SID climb
gradients for other than obstacles (i.e., ATC requirements):
CG = A – E
A = “climb to” altitude
E = climb gradient starting MSL elevation
D = distance (NM) from the beginning of the climb
Example:
3000 – 1221 = 355.8 round to 356 ft/NM5
Note: The climb gradient must be equal to or greater than
the gradient required for obstacles along the route of flight.
The published climb gradient, obstacle or otherwise, is
SAMPLE NOT FOR ACTUAL USE
Ground speed is 180 knots.
Required climb gradient of 297 ft/NM.
Given the parameters, you would need to climb at a rate
of 892 fpm to maintain the required climb gradient.
Figure 1-17. Rate of climb table.
treated as a plane which must not be penetrated from
above until reaching the stated height or has reached
the en route environment (e.g., above the MEA, MOCA).
Departure design, including climb gradients, does not
take into consideration the performance of the aircraft; it
only considers obstacle protection for all aircraft. TERPS
criteria assume the aircraft is operating with all available
engines and systems fully functioning. Development of
contingency procedures, required to cover the case of
an engine failure, engine out procedures (EOPs) or other
emergency in flight that may occur after liftoff, is the
responsibility of the operator. When a climb gradient is
required for a specific departure, it is vital that pilots fully
understand the performance of their aircraft and determine
if it can comply with the required climb. The standard
climb of 200 ft/NM is not an issue for most aircraft. When
an increased climb gradient is specified due to obstacle
issues, it is important to calculate aircraft performance,
particularly when flying out of airports at higher altitudes
on warm days. To aid in the calculations, the front matter
of every TPP booklet contains a rate of climb table that
relates specific climb gradients and typical groundspeeds.
[Figure 1-17].
Low, Close-In Obstacles
Obstacles that are located within 1 NM of the DER and
penetrate the 40:1 OCS are referred to as “low, close-in
obstacles” and are also included in the TPP . These obstacles
YUBBAINTbefore proceeding oncourse.
NOTE: Rwy 7, trees beginning 1117' from DER, 504'
right of centerline, up to 40' AGL/1708' MSL. Pole 1365'
from DER, 600' right of centerline, 59' AGL/1679' MSL.
Tree 3791' from DER, 700' right of centerline, 40' AGL/
1639' MSL. Rwy 25, tree 37' from DER, 479' left of
centerline, 40' AGL/1528' MSL. Tree 86' from DER, 461'
right of centerline, 40' AGL/1532' MSL. Fence 301' from
DER, 244' right of centerline, 8' AGL/1508' MSL. Trees
beginning 660' from DER, 249' right of centerline, up to
40'AGL/1559'MSL.
proceedingon course.Rwy 12,climbingleftturnvia
VORTAC before proceeding on course.Rwy30,
R-250 to ECA VORTAC before proceeding on course.
NOTE: Rwy5,bush17'fromdepartureend ofrunway,67'
right ofcenterline,6'AGL/52' MSL.Rwy 12,multiple
trees and bush beginning 240' from departure endof
runway, 286' right of centerline, up to 39' AGL/76' MSL.
Rwy 30,multiple poles, building, andterrain beginning
66'fromdepartureendofrunway,228'leftof
up to 65' MSL.
AUBURN MUNI (AUN)
AMDT 1 10098 (FAA)
TAKE-OFF MINIMUMS:Rwy 7,300-1 w/ min. climbof
385' per NM to 2300, or 1100-3 for climb in visual
conditions.
DEPARTURE PROCEDURE:Rwy7,climbing left turn
MYV VOR/DME, then via MYV VOR/DME R-263to
YUBBA INT before proceeding on course, or for climb
in visual conditions: cross Auburn Muni airport ator
MYV VOR/DME R-094 to MYV VOR/DME, then via
MYV VOR/DME R-263 to YUBBA INT before
proceeding on course.Rwy 25,climbing right turnto
MYV VOR/DME, then via MYV VOR/DME R-263to
YUBBAINTbefore proceeding oncourse.
NOTE: Rwy 7, trees beginning 1117' from DER, 504'
right of centerline, up to 40' AGL/1708' MSL. Pole 1365'
from DER, 600' right of centerline, 59' AGL/1679' MSL.
Tree 3791' from DER, 700' right of centerline, 40' AGL/
1639' MSL. Rwy 25, tree 37' from DER, 479' left of
centerline, 40' AGL/1528' MSL. Tree 86' from DER, 461'
SIERRA L
TAKE-OFFMINIMUMS:Rwys7,12,16,NA.Rwys25,
30,34, 4000-2 orstd. with amin.climbof 350'per NMto
9000.
DEPARTURE PROCEDURE:Rwys 25,30,turnright.
Rwy34, turnleft,climbnorthwestboundto13000viaBIH
R-322 to NIKOL Int.
BYRON,CA
BYRON
TAKE-OFFMINIMUMS: Rwy23, NA-obstacles.
Rwy 30,200-1 or std. with a min. climb of 240' per NM to
300. Alternatively,withstandardtake-offminimumsanda
normal 200'/NM climb gradient, take-off must occurno
laterthan2000'priortodepartureendofrunway.
DEPARTURE PROCEDURE: Rwy 5,climbing right turn
proceedingon course.Rwy 12,climbingleftturnvia
VORTAC before proceeding on course.Rwy30,
R-250 to ECA VORTAC before proceeding on course.
NOTE: Rwy5,bush17'fromdepartureend ofrunway,67'
BEALE AFB (KBAB)
MARYSVILLE, CA. . . . . . . . . .ORIG, 09155
DEPARTURE PROCEDURE: Rwy 15, Climb on a
Rwy33,
DER.
TAKE-OFF OBSTACLES: Rwy 33,
BECKWOURTH,CA
NERVINO
TAKE-OFF MINIMUMS: Rwys 7, 25, 3500-3 for climb in
visual conditions.
DEPARTURE PROCEDURE: Rwys 7, 25, for climb in
visual conditions: cross Nervino Airport at or above
8300before proceeding oncourse.
NOTE: Rwy 7,road58' from departure end of runway,
469' right of centerline, 15' AGL/4920' MSL. Pole 310'
from departure end ofrunway,522'rightof centerline,
49' AGL/4925' MSL. Pole 528' from departure end f
centerline,
AGL/225' Multiple poles beginning 949'
from departure end of runway, 28' right of centerline, up
to 42' AGL/103' MSL.
CHICO, CA
CHICO MUNI
DEPARTURE PROCEDURE: Rwys 13L/R, climbing
right turn. Rwys 31L/R,climbing left turn. All aircraft,
climb via CIC R-205 to JINGO Int. Aircraft departing
inbound)to depart JINGO Int at orabove 2800.
CLOVERDALE, CA
CLOVERDALE MUNI
TAKE-OFF MINIMUMS: Rwy 14, 400-2 or std. with a
min. climb of 280' per NM to 1500, then a min. climb of
260' per NM to 3900. Rwy 32, NA.
DEPARTURE PROCEDURE: Rwy 14, climb direct STS
VOR/DME. Continue climb in holding pattern (NW
23 SEP 2010 to 21 OCT 2010
23 SEP 2010 to 21 OCT 2010
SAMPLE NOT FOR ACTUAL USE
TAKE-OFFMINIMUMS AND (OBSTACLE)DEPARTUREPROCEDURES
AUBURN,CA BISHOP, CA
EASTERN RGN
SAMPLE NOT FOR ACTUAL USE
Figure 1-18. Examples of takeoff minimums obstacle clearance.
Figure 1-19. Part 25 turbine-powered, transport category airplane OEI actual (gross) takeoff flight path and OEI net takeoff flight path.
Takeoff distance Takeoff flight path
Acceleration
One engine inoperative
VFTOV2BR V EF V1 VR VLOF
Climb
1,500 ft
35 ft
35 ft
35 ft
Regulatory
performance
reduction
Second
segment
Third
segment
Final
segment
First
seg.
are less than 200 feet above the DER elevation, within 1 NM
of the runway end, and do not require increased takeoff
minimums. The standard ROC to clear these obstacles
would require a climb gradient greater than 200 ft/NM
for a very short distance, only until the aircraft was 200
feet above the DER. To eliminate publishing an excessive
climb gradient, the obstacle above ground level (AGL)/
MSL height and location relative to the DER is noted in the
Takeoff Minimums and (Obstacle) Departure Procedures
section of a given TPP booklet. The purpose of this note
is to identify the obstacle and alert the pilot to the height
and location of the obstacle so they can be avoided. This
can be accomplished in a variety of ways:
• The pilot may be able to see the obstruction and
maneuver around the obstacle(s) if necessary;
• Early liftoff/climb performance may allow the aircraft
to cross well above the obstacle(s);
• If the obstacle(s) cannot be visually acquired during
departure, preflight planning should take into account
what turns or other maneuver(s) may be necessary
immediately after takeoff to avoid the obstruction(s).
These obstacles are especially critical to aircraft that do not
lift off until close to the DER or which climb at the minimum
rate. [Figure 1-18]
One-Engine-Inoperative (OEI) Takeoff Obstacle
Clearance Requirements
Large and turbine-powered, multiengine transport
category airplanes and commuter category airplanes
operated under Part 121 or Part 135 have additional takeoff
obstacle clearance requirements beyond the scope of the
IFR departure procedure requirements addressed by TERPS.
Part 25 transport category and Part 23 commuter category
airplane certification rules define the one-engine
inoperative (OEI) takeoff flight path, which is normally
constructed from a series of segments beginning from 35
feet above the runway surface at the end of the OEI takeoff
distance and ending at a minimum height of 1,500 feet
above the runway elevation. However, the OEI net takeoff
flight path assessment may continue above 1,500 feet if
necessary to ensure obstacle clearance.
The actual, or gross, OEI flight path represents the vertical
OEI climb profile that the aircraft has been demonstrated
capable of achieving using takeoff procedures developed
for line operations based on the aircraft’s weight,
configuration, and environmental conditions at the time
of takeoff. The OEI net takeoff flight path represents the
actual OEI takeoff flight path that has been degraded by
an amount specified by the certification rules to provide
a safety margin for expected variations under operational
conditions. Subpart I of Part 121 and Part 135 require that
the OEI net takeoff flight path be at least 35 feet above
obstacles that are located within the prescribed lateral
distance either side of the flight path The actual obstacle
clearance capability, under optimum conditions after
experiencing an engine failure on takeoff, is equal to the
difference between gross and net flight path, plus the
additional 35 feet. [Figure 1-19]
Advisory Circular (AC) 120-91, Airport Obstacle Analysis,
provides guidance and acceptable criteria for use in
determining the safe lateral clearance from obstacles,
when developing takeoff and initial climb out airport
obstacle analyses and engine out obstacle avoidance
procedures to comply with the intent of these regulatory
requirements. Pilots departing an airport under IFR and
operating under Part 121 or 135 are required by 14 CFR
91.175(f )(4) to use an engine-inoperative takeoff obstacle
clearance or avoidance procedure that assures compliance
with the obstacle clearance requirements (subpart I)
of those rules. The assessment of OEI takeoff obstacle
clearance is separate and independent of the IFR departure
procedure and associated all-engines-operating climb
gradient requirements. While the Part 91 operating rules
governing large, commuter, and turbine-powered aircraft
do not require the use of an OEI takeoff obstacle clearance
or avoidance procedure, such use is encouraged for Part
91 operators of these aircraft.
Unlike TERPS, which assesses obstacle clearance beginning
at the DER, the OEI net takeoff flight path obstacle
assessment begins at the point where the aircraft reaches
35 feet above the runway at the end of the OEI takeoff
distance. Therefore, the OEI net takeoff flight path
assessment may begin before the DER allowing for the
use of a portion of the runway for the OEI climb. The OEI
net takeoff flight path obstacle clearance assessment must
also account for clearance of the low, close-in obstacles
that are noted on the IFR departure procedure, but are not
necessarily cleared when complying with the TERPS-based
IFR climb gradient.
The OEI net takeoff flight path is unique for each aircraft
type and is assessed on each takeoff for the required
obstacle clearance directly against those obstacles located
beneath the OEI flight track and within the prescribed
lateral distance from the flight path centerline. TERPS, on
the other hand, provides a required climb gradient that
represents a surface that the aircraft’s all-engines-operating
climb profile must remain above throughout the IFR
climb until reaching the en route environment. These two
methods of assessing obstacle clearance are necessarily
quite different. TERPS is used by the procedure designer
Sample Aircraft
Engine Type
Flaps 0
KAPA/APA
Denver - Centennial
Runway Conditions: Dry
Elevation = 5883 ft
OAT
F C
N1 A/1
ON
SEC.
SEG.
CLIMB
10 17L 17R 28 35L 35R
Max Structural Takeoff Weight Limit = 28000
Runways - lbs
98.91
98.73
98.56
98.47
98.29
98.11
97.95
97.80
97.11 21880 R
21750 R
21620 R
21550 R
21420 R
21290 R
21160 R
21020 R
29380 C
29340 C
29190 C
29100 C
28950 O
28790 O
28620 O
28450 O
25250 R
25070 R
24900 R
24820 R
24650 R
24490 R
24320 R
24160 R
26690 R
26500 R
26310 R
26210 R
26020 R
25830 R
25650 R
25460 R
29460 C
29460 C
29460 C
29460 C
29460 C
29460 C
29360 C
29210 C
21210 R
21090 R
20950 R
20890 R
20750 R
20620 R
20490 R
20360 R
97.72
97.56
97.40
97.20
20960 R
20820 R
20670 R
20530 R
28360 O
28170 O
27980 O
27720 O
24080 R
23930 R
23770 R
23610 R
25370 R
25180 R
25000 R
24810 R
29120 C
28870 R
28630 R
28380 R
20300 R
20170 R
20030 R
19880 R
97.00
96.90
96.70
96.50
20380 R
20310 R
20170 R
20020 R
27460 O
27370 R
27110 R
26860 R
23420 O
23340 O
23170 O
22990 O
24630 R
24530 R
24350 R
24150 R
28110 R
27970 R
27690 R
27390 R
19740 R
19670 R
19530 R
19390 R
96.24
95.97
95.84
95.58
19880 R
19710 R
19630 R
19460 R
26590 R
26330 R
26190 R
25920 R
22810 O
22630 O
22540 O
22320 O
23960 R
23760 R
23660 R
23460 R
27100 R
26800 R
26650 R
26350 R
19240 R
19070 R
18990 R
18820 R
95.31
95.04
94.77
94.64
19290 R
19130 R
18980 R
18900 R
25610 R
25300 R
24990 R
24840 R
22120 O
21930 O
21730 O
21630 O
23260 R
23070 R
22870 R
22770 R
26050 C
25740 C
25440 C
25290 C
18650 R
18490 R
0 R
0 R
94.37
94.10
18740 R
18590 R
24530 R
24220 R
21440 O
21240 O
22570 R
22380 R
24990 C
24690 C
0 R
0 R
RUNWAY DIM Length = ft
Slope = %
–0.62
0.9
0.93
–0.93
–0.9
0.62
---
---
LVLOFF ALT ft 7383 7383 7383 7383 73837383 ---
WIND CORR lbs/kt hw
lbs/kt tw
N/A
–254
–227
–223
–131
N/A
---
---
QNH lbs/.1"Hg > 29.92
lbs/.1"Hg < 29.92
–87
–127
–99
–113
–114
–86
–123
ANTI-ICE lbs –1210 –1400 –1480 –1690 –830–1180 –70
LIMIT CODES R = RUNWAY LIMIT O = OBSTACLE LIMIT B = BRAKE LIMIT C = CLIMB LIMIT
DATE: 07/01/2011 FOR SAMPLE USE ONLY
Figure 1-20. Airport/runway analysis example.
to determine a lateral path that is usable by a wide variety
of aircraft types, and establishes a clearance plane that
aircraft must be able to stay above to fly the procedure. A
Part 25 transport category and Part 23 commuter category
aircraft’s OEI takeoff flight path is established by or on
behalf of the operator for a particular aircraft type and then
limit weights are determined that assure clearance of any
obstacles under that flight path (or within the prescribed
lateral distance from the flight path centerline).
It may be necessary for pilots and operators of these
categories of aircraft to use the services of an aircraft
performance engineer or airport/runway analysis service
provider as means of compliance with the requirements
of Part 121 subpart I, or Part 135 subpart I concerning
OEI net takeoff flight obstacle clearance and takeoff field
length requirements. [Figure 1-20] Airport/runway analysis
involves the complex, usually computerized, computations
of aircraft performance, using extensive airport/obstacle
databases and terrain information. This yields maximum
allowable takeoff and landing weights for particular
aircraft/engine configurations for a specific airport, runway,
and range of temperatures. The computations also consider
flap settings, various aircraft characteristics, runway
conditions, obstacle clearance, and weather conditions.
Obstacle data also is available from these service providers
for operators who desire to perform their own analysis
using the OEI climb performance and flight path data
furnished in the Airplane Flight Manual or when using an
aircraft electronic performance program supplied by the
manufacturer or other service provider.
Airport/runway analysis is typically based on the
assumption that the pilot will fly a straight-out departure
following an engine failure on takeoff. However, when a
straight-out departure is not practical or recommended,
a special OEI turn procedure can be developed for each
applicable runway. This OEI turn procedure may follow
the path of a published IFR departure procedure or it
may follow an independent path designed to avoid
Figure 1-21. Graphic ODP/booklet front matter.
otherwise onerous obstacles and thereby maximize the
allowable takeoff weight and payload. Graphic depiction
of the OEI procedure is often available to give the pilot a
pictorial representation of the special OEI procedure. An
engine failure during takeoff is a non-normal condition;
therefore, the actions taken by the pilot including the use
of an OEI turn procedure takes precedence over noise
abatement, air traffic, SIDs, DPs, and other normal operating
considerations.
It must be understood that the airport/runway analysis
assesses obstacle clearance using the OEI net takeoff flight
path data provided in the Airplane Flight Manual and the
selected lateral obstacle assessment area. A takeoff weight
limit provided on the analysis does not necessarily ensure
compliance with the all-engines-operating climb gradient
published on an IFR departure procedure even if the
track of the OEI special procedure and the IFR departure
procedure are identical.
Categories of Departure Procedures
There are two types of DPs: those developed to assist
pilots in obstruction avoidance, known as ODPs, printed
either textually or graphically, and those developed
to communicate ATC clearances, SIDs, always printed
graphically.
Obstacle Departure Procedures (ODPs)
The term ODP is used to define procedures that simply
provide obstacle clearance. ODPs are only used for
obstruction clearance and do not include ATC-related
climb requirements. In fact, the primary emphasis of ODP
design is to use the least restrictive route of flight to the
en route structure or to facilitate a climb to an altitude
that allows random (diverse) IFR flight, while attempting
to accommodate typical departure routes.
An ODP must be developed when obstructions penetrate
the 40:1 departure OCS, as described in FAA Order 8260.3.
Only one ODP will be established for a particular runway.
This is considered the default IFR departure procedure for
a given runway and is intended for pilot awareness and
use in the absence of ATC radar vectors or SID assignment.
Text is not published to allow an option to use a SID or
alternate maneuver assigned by ATC (e.g., “Climb heading
330 to 1200 before turning or use Manchester Departure”
or “Turn right, climb direct ABC very high frequency (VHF)
omnidirectional range (VOR) or as assigned by ATC. ”). ODPs
are textual in nature. However, due to the complex nature
of some procedures, a visual presentation may be necessary
for clarification and understanding. If the ODP is charted
graphically, the chart itself includes the word “Obstacle” in
parentheses in the title. Additionally, all newly-developed
RNAV ODPs are issued in graphical form.
All ODPs are listed in the front of the Aeronautical
Information Services approach chart booklets under
the heading Takeoff Minimums and Obstacle Departure
Procedures. Each procedure is listed in alphabetical order
by city and state. The ODP listing in the front of the booklet
includes a reference to the graphic chart located in the main
body of the booklet if one exists. [Figure 1-21]
ODP Flight Planning Considerations
ODPs are not assigned by ATC unless absolutely necessary
to achieve aircraft separation. It is the pilot’s responsibility
to determine if there is an ODP published for that airport. If a
Part 91 pilot is not given a clearance containing an ODP , SID,
or radar vectors and an ODP exists, compliance with such
a procedure is the pilot’s choice. A graphic ODP may also
be filed in an instrument flight plan by using the computer
code included in the procedure title. As a technique, the
pilot may enter “will depart (airport) (runway) via textual
ODP” in the remarks section of the flight plan. Providing
this information to the controller clarifies the intentions
of the pilot and helps prevent a potential pilot/controller
misunderstanding. If the ODP is not included in the pilot’s
clearance, the pilot should inform ATC when an ODP is
used for departure from a runway so that ATC can ensure
appropriate traffic separation.
During planning, pilots need to determine whether or
not the departure airport has an ODP . Remember, an ODP
can only be established at an airport that has instrument
approach procedures (IAPs). An ODP may drastically affect
the initial part of the flight plan. Pilots may have to depart
at a higher than normal climb rate, or depart in a direction
opposite the intended heading and maintain that for a
period of time, any of which would require an alteration in
the flight plan and initial headings. Considering the forecast
weather, departure runways, and existing ODP , plan the
flight route, climb performance, and fuel burn accordingly
to compensate for the departure procedure.
Additionally, when close-in obstacles are noted in the
Takeoff Minimums and (Obstacle) Departure Procedures
section, it may require the pilot to take action to avoid these
obstacles. Consideration must be given to decreased climb
performance from an inoperative engine or to the amount
of runway used for takeoff. Aircraft requiring a short takeoff
roll on a long runway may have little concern. On the other
hand, airplanes that use most of the available runway for
takeoff may not have the standard ROC when climbing at
the normal 200 ft/NM.
Another factor to consider is the possibility of an