J.B
As to your first question, I dont know why you are not coming up with the same numbers.
Are you multiplying the final number by 100?
Second question, we operate out of many airports where there is high surrounding terrain so 2nd segment is critical, and unlike the military or 121 where it is provided to you, at many fractionals the pilot does the figuring.
You are correct that if you can do 690' in the example you gave you will be OK, but how do you know you will be able to do the 690' out of ASE on a hot day with an engine failure? The answer of course is in the aircraft AFM but the info provided by the manufacturer is not in FPM but gradients so the necessity for the conversions.
You broke the code on the easy way to do it by looking under the 100kt. column. In the example of 460' this would be a 4.6 gradient required. You would now go into the AFM and see if this is what you could do on that particular day.
Hope this helps.
As to your first question, I dont know why you are not coming up with the same numbers.
Are you multiplying the final number by 100?
Second question, we operate out of many airports where there is high surrounding terrain so 2nd segment is critical, and unlike the military or 121 where it is provided to you, at many fractionals the pilot does the figuring.
You are correct that if you can do 690' in the example you gave you will be OK, but how do you know you will be able to do the 690' out of ASE on a hot day with an engine failure? The answer of course is in the aircraft AFM but the info provided by the manufacturer is not in FPM but gradients so the necessity for the conversions.
You broke the code on the easy way to do it by looking under the 100kt. column. In the example of 460' this would be a 4.6 gradient required. You would now go into the AFM and see if this is what you could do on that particular day.
Hope this helps.
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