APPROACH GROSS CLIMB GRADIENT & LANDING GROSS CLIMB GRADIENT REVIEW

the minimum flight idle position to the takeoff position. When flying an approach, remember to review all the information in the heading strip for the Pre-Approach Briefing Information. In this example, there is a climb in the Missed Approach instructions that includes a minimum climb gradient. 334 60 = 5.56 Climb Gradient When reviewing an approach and the Missed Approach Climb Gradient Requirement & Capability, refer to the AFM Performance Planning Section. There are two values to consider. Approach Gross Climb Gradient One engine inoperative. The remaining engine(s) at takeoff thrust. Flaps in the designated configuration. Landing gear retracted. A climb gradient of 2.1% for 2 engine aircraft minimum A maximum speed of 1.5 VS. The approach climb situation is like making an engine out approach in IMC. At the MDA the runway is not in sight so the missed approach is begun. The Go-Around button is pushed, maximum power is applied, the flaps are retracted to the goaround setting and the aircraft is rotated to the go-around attitude. When a positive rate is recognized, the gear is retracted. At this point you are in the Approach Climb configuration and your gradient required is as indicated above. Landing Gross Climb Gradient All engines operating at the thrust that is available 8 seconds after initiation of movement of the thrust controls from Flaps in the landing configuration. Landing gear down. A climb gradient of 3.2% minimum. A maximum speed of 1.3 VS for all aircraft.

The landing climb is more like a balked landing. You reach 50 feet above the runway at VREF, reduce the power to idle in preparation to touch down. At this time the tower calls for a go-around for a vehicle on the runway. As above you hit the Go-Around button, apply maximum power and rotate to the V bars. You are in the Landing Climb configuration! For the Missed Approach Climb gradient requirement at BUR, the 5.56 would be the Landing Gross Climb Gradient as listed in the AFM. BUR Elevation 778 Missed Approach Altitude 4,000 Temp 15 C ( apply standard lapse rate to 4,000) GWT at Landing 17,000 lbs Anti-Ice Off Flaps 35 Zero Wind

The Chart shows a Landing Gross Climb Gradient capability of 23.3

REFERENCES:
FAR 25.119

Landing Climb Gradient In the landing configuration, the steady gradient of climb may not be less than 3.2 percent, with the engines at the power or thrust that is available 8 seconds after initiation of movement of the power or thrust controls from the minimum flight idle to the go-around power or thrust setting. (a) In non-icing conditions, with a climb speed of VREF determined in accordance with 25.125(b)(2)(i); and (b) In icing conditions with the landing ice accretion defined in appendix C, and with a climb speed of VREF determined in accordance with 25.125(b)(2)(ii).
______________________________ FAR 25.121

Approach Climb Gradient (d) Approach. In a configuration corresponding to the normal all-enginesoperating procedure in which VSR for this configuration does not exceed 110 percent of the VSR for the related all-engines-operating landing configuration: (1) The steady gradient of climb may not be less than 2.1 percent for twoengine airplanes, 2.4 percent for three-engine airplanes, and 2.7 percent for four-engine airplanes, with(i) The critical engine inoperative, the remaining engines at the go-around power or thrust setting; (ii) The maximum landing weight; (iii) A climb speed established in connection with normal landing procedures, but not exceeding 1.5 VSR; and (iv) Landing gear retracted. (2) The requirements of paragraph (d)(1) of this section must be met: (i) In non-icing conditions

FAR 23.67 (c) (4)

(4) Discontinued approach. The steady gradient of climb at an altitude of 400 feet above the landing surface must be not less than 2.1 percent for twoengine airplanes, 2.4 percent for three-engine airplanes, and 2.7 percent for four-engine airplanes, with (i) The critical engine inoperative and its propeller in the minimum drag position; (ii) The remaining engine(s) at takeoff power; (iii) Landing gear retracted; (iv) Wing flaps in the approach position(s) in which VS1for these position(s) does not exceed 110 percent of the VS1for the related all-engines-operated landing position(s); and (v) A climb speed established in connection with normal landing procedures but not exceeding 1.5 VS1

AIM 5-4-21

b. Obstacle protection for missed approach is predicated on the missed approach being initiated at the decision altitude/height (DA/H) or at the missed approach point and not lower than minimum descent altitude (MDA). A climb gradient of at least 200 feet per nautical mile is required, (except for Copter approaches, where a climb of at least 400 feet per nautical mile is required), unless a higher climb gradient is published in the notes section of the approach procedure chart. When higher than standard climb gradients are specified, the end point of the non-standard climb will be specified at either an altitude or a fix. Pilots must preplan to ensure that the aircraft can meet the climb gradient (expressed in feet per nautical mile) required by the procedure in the event of a missed approach, and be aware that flying at a higher than anticipated ground speed increases the climb rate requirement (feet per minute). Tables for the conversion of climb gradients (feet per nautical mile) to climb rate (feet per minute), based on ground speed, are included on page D1 of the U.S. Terminal Procedures booklets. Reasonable buffers are provided for normal maneuvers. However, no consideration is given to an abnormally early turn. Therefore, when an early missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver.

14 CFR Part 23 SFAR 23 (23.23)

(a) Landing climb: All-engines-operating. The maximum weight must be determined with the airplane in the landing configuration, for each altitude, and ambient temperature within the operational limits established for the airplane and with the most unfavorable center of gravity and out-of-ground effect in free air, at which the steady gradient of climb will not be less than 3.2 percent, with: (1) The engines at the power that is available 8 seconds after initiation of movement of the power or thrust controls from the minimum flight idle to the takeoff position. (2) A climb speed not greater than the approach speed established under section 7 of this regulation and not less than the greater of 1.05MC or 1.10VS1. (b) En route Climb, one-engine-inoperative. (1) The maximum weight must be determined with the airplane in the en route configuration, the critical engine inoperative, the remaining engine at not more than maximum continuous power or thrust, and the most unfavorable center of gravity, at which the gradient at climb will be not less than (i) 1.2 percent (or a gradient equivalent to 0.20 V so2, if greater) at 5,000 feet and an ambient temperature of 41 F. or (ii) 0.6 percent (or a gradient equivalent to 0.01 V so2, if greater) at 5,000 feet and ambient temperature of 81 F. (2) The minimum climb gradient specified in subdivisions (i) and (ii) of subparagraph (1) of this paragraph must vary linearly between 41 F. and 81 F. and must change at the same rate up to the maximum operational temperature approved for the airplane.