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 go-
around 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.
• Flaps in the landing configuration.
● Landing Gross Climb Gradient • Landing gear down.
• All engines operating “at the thrust • A climb gradient of 3.3% minimum.
that is available 8 seconds after initiation • A maximum speed of 1.3 VS for all
of movement of the thrust controls from 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 15º C ( apply standard lapse rate to 4,000’)
● GWT at Landing 17,000 lbs
● Anti-Ice Off
● Flaps 35º
● 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-engines-
operating 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 two-
engine 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 1.4 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 two-
engine 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: [Link] 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
3.3 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.