Narrative:

ATC facility: mco tower/departure. Location: orl 180 degree radial, 2 DME. Departing mco on runway 36R, ATC asked if we could make our crossing restr 'at or above 2300 ft MSL by 2 DME south orl VOR.' we were at approximately 2.5 DME and 1600 ft MSL. The first officer (pilot flying) increased climb and we passed 2300 ft MSL at 1.5 DME. No traffic conflict was observed visually or on TCASII. Concurrent with our accelerated climb, I asked for a vector off course in an attempt to avoid a potential conflict. No vector was given. Executive air park is at the orl VOR, 5.5 DME due north of mco, and the reason for the crossing restr. Contributing to the conflict were distrs from surrounding thunderstorms/rain showers and a heavy weight B727 (176000 pounds) that was climbing poorly. The departure was thoroughly briefed prior to takeoff to include the altitude restrs. As a suggestion, it may be helpful to other crews if a note were added to the air carrier page as to the climb performance requirement to meet the altitude restr on the jeff 6 departure -- especially for B727 heavy weight takeoffs. Supplemental information from acn 449013: departing north out of mco is an accident waiting to happen. Though we briefed it, while actually flying the departure distrs and other factors caused us to almost not make the restrs. WX avoidance and maneuvering a heavy B727 were just a few. I feel it is imperative that a warning be published in the air carrier pages for mco. Our climb brought us dangerously close to the pattern altitudes of turbine aircraft. The chart should contain a table showing the required climb gradient necessary for the procedure.

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Original NASA ASRS Text

Title: B727 HOT HVY DISTR CREW UNDERSHOOTS DIFFICULT XING RESTR DEPARTING MCO. CITES PUBLISHED DEP AS CAUSE.

Narrative: ATC FACILITY: MCO TWR/DEP. LOCATION: ORL 180 DEG RADIAL, 2 DME. DEPARTING MCO ON RWY 36R, ATC ASKED IF WE COULD MAKE OUR XING RESTR 'AT OR ABOVE 2300 FT MSL BY 2 DME S ORL VOR.' WE WERE AT APPROX 2.5 DME AND 1600 FT MSL. THE FO (PLT FLYING) INCREASED CLB AND WE PASSED 2300 FT MSL AT 1.5 DME. NO TFC CONFLICT WAS OBSERVED VISUALLY OR ON TCASII. CONCURRENT WITH OUR ACCELERATED CLB, I ASKED FOR A VECTOR OFF COURSE IN AN ATTEMPT TO AVOID A POTENTIAL CONFLICT. NO VECTOR WAS GIVEN. EXECUTIVE AIR PARK IS AT THE ORL VOR, 5.5 DME DUE N OF MCO, AND THE REASON FOR THE XING RESTR. CONTRIBUTING TO THE CONFLICT WERE DISTRS FROM SURROUNDING TSTMS/RAIN SHOWERS AND A HVY WT B727 (176000 LBS) THAT WAS CLBING POORLY. THE DEP WAS THOROUGHLY BRIEFED PRIOR TO TKOF TO INCLUDE THE ALT RESTRS. AS A SUGGESTION, IT MAY BE HELPFUL TO OTHER CREWS IF A NOTE WERE ADDED TO THE ACR PAGE AS TO THE CLB PERFORMANCE REQUIREMENT TO MEET THE ALT RESTR ON THE JEFF 6 DEP -- ESPECIALLY FOR B727 HVY WT TKOFS. SUPPLEMENTAL INFO FROM ACN 449013: DEPARTING N OUT OF MCO IS AN ACCIDENT WAITING TO HAPPEN. THOUGH WE BRIEFED IT, WHILE ACTUALLY FLYING THE DEP DISTRS AND OTHER FACTORS CAUSED US TO ALMOST NOT MAKE THE RESTRS. WX AVOIDANCE AND MANEUVERING A HVY B727 WERE JUST A FEW. I FEEL IT IS IMPERATIVE THAT A WARNING BE PUBLISHED IN THE ACR PAGES FOR MCO. OUR CLB BROUGHT US DANGEROUSLY CLOSE TO THE PATTERN ALTS OF TURBINE ACFT. THE CHART SHOULD CONTAIN A TABLE SHOWING THE REQUIRED CLB GRADIENT NECESSARY FOR THE PROC.

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.