Narrative:

On may/xx/99 israeli ATC reported a complaint of a near miss to my company, reported by an unknown type GA aircraft during our departure from the tel aviv, ben gurion airport. Conditions on departure were VFR with haze. The outside air temperature was 32 degrees C and runway 30, deena 1F special SID was assigned. After reviewing the procedure and aircraft performance, we departed runway 30 using maximum thrust and flaps 20 degrees. Using company prescribed flight profiles, flaps were retracted to flaps 10 degrees and that setting plus V2 +10 KTS airspeed maintained until reaching 3000 ft MSL. After departure, the outside air temperature increased to 38 degrees C in an inversion and a significant reduction in power was made to maintain engine temperatures at the maximum allowable limits. With a reduction in power came a degradation in climb performance. Upon reaching 7 DME on the 270 degree radial of the bgn VOR, the SID requires an altitude of 3000 ft MSL. The aircraft had reached an altitude of 2500 ft MSL. No traffic was sighted by the crew or issued by ATC during the SID procedure. At approximately 6 DME on the bgn VOR 270 degree radial, a TA was issued by the TCASII for traffic at 12 O'clock, 1 mi, 500 ft below. Due to the aircraft being in a maximum performance attitude and power settings, little to no additional climb rate could be achieved. The other traffic passed 700 ft below according to the TCASII TA alert. A solution to an unexpected performance loss and associated degradation of climb might be a note on the SID indicating temperature inversions are common in the area, if such is the case. However, if strict altitude adherence is required, a better solution might be to automatically issue a prior lower altitude crossing restr to heavy aircraft over a predetermined maximum takeoff gross weight. This would be safer and better than relying on flight crew judgement to deal with existing but unknown WX phenomena.

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Original NASA ASRS Text

Title: B747 CREW DID NOT MEET A SID XING RESTR ON DEP AT LLBG.

Narrative: ON MAY/XX/99 ISRAELI ATC RPTED A COMPLAINT OF A NEAR MISS TO MY COMPANY, RPTED BY AN UNKNOWN TYPE GA ACFT DURING OUR DEP FROM THE TEL AVIV, BEN GURION ARPT. CONDITIONS ON DEP WERE VFR WITH HAZE. THE OUTSIDE AIR TEMP WAS 32 DEGS C AND RWY 30, DEENA 1F SPECIAL SID WAS ASSIGNED. AFTER REVIEWING THE PROC AND ACFT PERFORMANCE, WE DEPARTED RWY 30 USING MAX THRUST AND FLAPS 20 DEGS. USING COMPANY PRESCRIBED FLT PROFILES, FLAPS WERE RETRACTED TO FLAPS 10 DEGS AND THAT SETTING PLUS V2 +10 KTS AIRSPD MAINTAINED UNTIL REACHING 3000 FT MSL. AFTER DEP, THE OUTSIDE AIR TEMP INCREASED TO 38 DEGS C IN AN INVERSION AND A SIGNIFICANT REDUCTION IN PWR WAS MADE TO MAINTAIN ENG TEMPS AT THE MAX ALLOWABLE LIMITS. WITH A REDUCTION IN PWR CAME A DEGRADATION IN CLB PERFORMANCE. UPON REACHING 7 DME ON THE 270 DEG RADIAL OF THE BGN VOR, THE SID REQUIRES AN ALT OF 3000 FT MSL. THE ACFT HAD REACHED AN ALT OF 2500 FT MSL. NO TFC WAS SIGHTED BY THE CREW OR ISSUED BY ATC DURING THE SID PROC. AT APPROX 6 DME ON THE BGN VOR 270 DEG RADIAL, A TA WAS ISSUED BY THE TCASII FOR TFC AT 12 O'CLOCK, 1 MI, 500 FT BELOW. DUE TO THE ACFT BEING IN A MAX PERFORMANCE ATTITUDE AND PWR SETTINGS, LITTLE TO NO ADDITIONAL CLB RATE COULD BE ACHIEVED. THE OTHER TFC PASSED 700 FT BELOW ACCORDING TO THE TCASII TA ALERT. A SOLUTION TO AN UNEXPECTED PERFORMANCE LOSS AND ASSOCIATED DEGRADATION OF CLB MIGHT BE A NOTE ON THE SID INDICATING TEMP INVERSIONS ARE COMMON IN THE AREA, IF SUCH IS THE CASE. HOWEVER, IF STRICT ALT ADHERENCE IS REQUIRED, A BETTER SOLUTION MIGHT BE TO AUTOMATICALLY ISSUE A PRIOR LOWER ALT XING RESTR TO HVY ACFT OVER A PREDETERMINED MAX TKOF GROSS WT. THIS WOULD BE SAFER AND BETTER THAN RELYING ON FLC JUDGEMENT TO DEAL WITH EXISTING BUT UNKNOWN WX PHENOMENA.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.