Information for Operators 18014 provides definitive guidance to pilots of Part 25 turbine-powered airplanes to assist them in determining compliance with the IFR all-engines-operating climb gradient requirements published on standard instrument departures, obstacle departure procedures, diverse vector areas and missed approach procedures. 

This InFo was published as the result of NBAA and operators making it known to the FAA that some confusion exists in regards to compliance with climb gradients on IFR departure procedures and missed approach procedures. “In some instances, this confusion has led to excessive weight penalties to the departure performance capabilities of the aircraft,” according to the agency. “More importantly, some operators may not be accounting for all obstacles in the planned departure path when accomplishing the flight planning required.”

The FAA said a climb gradient published on these procedures is a “sloping surface (plane) that originates at the departure end of the runway.” Airplanes must remain above this surface until reaching the stated height on the procedure. But, “it is not a climb gradient that must be exceeded at all points during the climb.”

Terminal instrument procedures, or Terps criteria, and all instrument flight procedures assume the airplane is operating normally with all engines operating (AEO). The rules for commercial operators specify additional performance requirements, including one engine inoperative (OEI) procedures. “While the airplane’s takeoff weight may comply with the operating rules for OEI takeoff obstacle clearance prescribed by Parts 121 and 135, this weight does not necessarily guarantee that the airplane can meet the climb requirements on an instrument procedure.”

The FAA has produced four training videos illustrating proper application of aircraft departure and approach performance requirements. In addition, a companion notice to InFo 18014 was published for FAA aviation safety inspectors and training center program managers.