Narrative:

Problem: did not meet noise abatement crossing restr on 'O'hare one' SID. Supposed to cross 8 DME at or above 4000 ft to maintain 5000 ft in our sector. Did not make it to 4000 ft until about 10.5 DME. Did not think there would be a problem so did not advise ATC prior to departure. Background: we had been flying this trip all week that went ord-ind-ord each night. In first 2 days had already done the trip 3 times, in 3 different boeing 727 configns. This was last trip of the week (our 5TH time). We had a longer than usual taxi and wait for takeoff. Contributing factors: runway 22L is shorter than other normal departure runways. Very warm/humid night (high density altitude). Very heavy for this takeoff. In a stretched B727 with the least thrust engines/airframe in our fleet used non standard takeoff flap confign of 20 degrees versus 15 degrees to increase reject/stop margin which was only 1610 ft with 15 degree flaps. Our company has a strict reduced thrust takeoff program. They would rather you use alternatives to sits that would otherwise dictate maximum power/takeoffs. Our company also has a very strict quiet climb profile program requiring a significant reduction in thrust at 1000 ft AGL, lasting until 3000 ft AGL. Many prior departures gave us no reason for concern about restrs. Distractions: upon accepting takeoff clearance ATC gave a disclaimer to everyone about a dog on the runway. We searched and found it prior to departing. As mentioned on ATIS warnings, we had a bird strike on the nose climbing through approximately 2500 ft MSL which captured our attention. At the same time, there arose a concern about the #1 CSD (temperature was usually low along with slight vibration in #1 throttle). If accompanied with strong vibration in that engines start lever, it could be indicative of impending CSD loss. I've personally seen that happen twice in the takeoff/climb/high thrust regime. Conclusion: in spite of maintaining best angle of climb speed after flap retraction, and with the distractions prior to 4000 ft and 8 DME from the VOR, we did not meet the restr. ATC notified us of such (and to be aware of it to a greater degree in the future) at approximately 11 DME. Recommendations: using our company's reduced power takeoff and quiet climb profile, in conjunction with O'hare's noise abatement restrs (combined with the factors listed) does not work. You need to use a maximum power takeoff and/or an obstacle clearance climb profile (our 'profile a') to meet the 8 DME at 4000 ft restr in a lower thrust, stretched B727, in higher than usual density altitude, when departing runway 22L.

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Original NASA ASRS Text

Title: A B727-200 CARGO FLT FAILS TO MAKE A NOISE ABATEMENT PROC ALT RESTR ON A HOT EVENING 8 MI S OF ORD, IL.

Narrative: PROB: DID NOT MEET NOISE ABATEMENT XING RESTR ON 'O'HARE ONE' SID. SUPPOSED TO CROSS 8 DME AT OR ABOVE 4000 FT TO MAINTAIN 5000 FT IN OUR SECTOR. DID NOT MAKE IT TO 4000 FT UNTIL ABOUT 10.5 DME. DID NOT THINK THERE WOULD BE A PROB SO DID NOT ADVISE ATC PRIOR TO DEP. BACKGROUND: WE HAD BEEN FLYING THIS TRIP ALL WEEK THAT WENT ORD-IND-ORD EACH NIGHT. IN FIRST 2 DAYS HAD ALREADY DONE THE TRIP 3 TIMES, IN 3 DIFFERENT BOEING 727 CONFIGNS. THIS WAS LAST TRIP OF THE WEEK (OUR 5TH TIME). WE HAD A LONGER THAN USUAL TAXI AND WAIT FOR TKOF. CONTRIBUTING FACTORS: RWY 22L IS SHORTER THAN OTHER NORMAL DEP RWYS. VERY WARM/HUMID NIGHT (HIGH DENSITY ALT). VERY HVY FOR THIS TKOF. IN A STRETCHED B727 WITH THE LEAST THRUST ENGS/AIRFRAME IN OUR FLEET USED NON STANDARD TKOF FLAP CONFIGN OF 20 DEGS VERSUS 15 DEGS TO INCREASE REJECT/STOP MARGIN WHICH WAS ONLY 1610 FT WITH 15 DEG FLAPS. OUR COMPANY HAS A STRICT REDUCED THRUST TKOF PROGRAM. THEY WOULD RATHER YOU USE ALTERNATIVES TO SITS THAT WOULD OTHERWISE DICTATE MAX PWR/TKOFS. OUR COMPANY ALSO HAS A VERY STRICT QUIET CLB PROFILE PROGRAM REQUIRING A SIGNIFICANT REDUCTION IN THRUST AT 1000 FT AGL, LASTING UNTIL 3000 FT AGL. MANY PRIOR DEPS GAVE US NO REASON FOR CONCERN ABOUT RESTRS. DISTRACTIONS: UPON ACCEPTING TKOF CLRNC ATC GAVE A DISCLAIMER TO EVERYONE ABOUT A DOG ON THE RWY. WE SEARCHED AND FOUND IT PRIOR TO DEPARTING. AS MENTIONED ON ATIS WARNINGS, WE HAD A BIRD STRIKE ON THE NOSE CLBING THROUGH APPROX 2500 FT MSL WHICH CAPTURED OUR ATTN. AT THE SAME TIME, THERE AROSE A CONCERN ABOUT THE #1 CSD (TEMP WAS USUALLY LOW ALONG WITH SLIGHT VIBRATION IN #1 THROTTLE). IF ACCOMPANIED WITH STRONG VIBRATION IN THAT ENGS START LEVER, IT COULD BE INDICATIVE OF IMPENDING CSD LOSS. I'VE PERSONALLY SEEN THAT HAPPEN TWICE IN THE TKOF/CLB/HIGH THRUST REGIME. CONCLUSION: IN SPITE OF MAINTAINING BEST ANGLE OF CLB SPD AFTER FLAP RETRACTION, AND WITH THE DISTRACTIONS PRIOR TO 4000 FT AND 8 DME FROM THE VOR, WE DID NOT MEET THE RESTR. ATC NOTIFIED US OF SUCH (AND TO BE AWARE OF IT TO A GREATER DEGREE IN THE FUTURE) AT APPROX 11 DME. RECOMMENDATIONS: USING OUR COMPANY'S REDUCED PWR TKOF AND QUIET CLB PROFILE, IN CONJUNCTION WITH O'HARE'S NOISE ABATEMENT RESTRS (COMBINED WITH THE FACTORS LISTED) DOES NOT WORK. YOU NEED TO USE A MAX PWR TKOF AND/OR AN OBSTACLE CLRNC CLB PROFILE (OUR 'PROFILE A') TO MEET THE 8 DME AT 4000 FT RESTR IN A LOWER THRUST, STRETCHED B727, IN HIGHER THAN USUAL DENSITY ALT, WHEN DEPARTING RWY 22L.

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.