Okay, this is for all the performance geeks in the crowd.
Departing KEGE on the Gypsum SID, in IFR or MVFR conditions (i.e. <4100-3) is the required gradient figured one engine inop or not? (I have seen both opinions.) I have heard the opinion that using all-engine climb numbers is acceptable. I am dubious, though.
If one engine inop, do I use NET or GROSS? My understanding is that the SID specifies GROSS, and if I use NET from the book, I am doubling the safety margins (35’ dry RW, + .8% + 24%of overall gross gradient). If so, I should be able to subtract .8% from required (or add it to my AFM/FMS numbers) to compensate, yes?
I also think I can factor in the unused runway portion, as the SID assumes that I am crossing the departure end at 35’, and even engine-out I will beat that by quite a bit. I know how to do this for a height/distance obstacle problem, but how do I add credit for it in a required SID gradient?
NOTE- This seems to be a post TERPS Change-19 SID. So, the safety margin went from the old 48’/NM to 24% of the overall gradient.
If I cannot make the climb, and I wait for 4100-3, do I climb in VMC circling over the field and head NE and pick up the 212 radial to RLG? (That’s what the chart says.) I am afraid that if I did that, the tower controllers would freak out and wonder what the hell I am doing.
It seems that everyone just blasts off IMC or not and flies the procedure as charted.
I see aircraft from Beechjets to CE750s blasting out in IMC and flying the RW25 departure route. The way I read it is that if you can’t make the gradient, you can’t fly the KIRLE part of the SID. Period. Am I missing something?