Narrative:

Flight was cleared from frankfurt, germany, eddf to destination via runway 25L with the napit 1 gulf SID. There is a 25000 ft crossing restr at napit intersection for departing aircraft with the route we were cleared. Napit intersection is 83 mi northwest of edaf, and since we were departing runway 25L, this was almost a straight out departure. During the predep briefing, the flight crew talked about the aircraft's ability to make this crossing restr at a near maximum takeoff weight. It was determined that a maximum effort climb would be made using maximum continuous power, or takeoff power instead of climb power, and also using 0 degree/retract maneuver speed (best angle of climb speed) instead of 320 KTS climb speed. The climb went very well until about FL220, when our climb rate decreased, and it became apparent the crossing restr would not be made. Due to frequency congestion, the PNF was having difficulty informing departure of our ability to make the crossing restr. I engaged vertical speed on the FMS to 2000 FPM climb in hopes of making napit at FL250. The aircraft crossed napit at FL240 at slat retract 10 degree extend speed with a low speed buffet. The autoplt was disconnected to prevent any further speed reduction and also to prevent the on course turn which would have put us into a possible stall situation. After explaining our situation to departure we were cleared direct to a fix along our route and climbed to FL280 to avoid any conflicting traffic. The flight proceeded to the destination with no further comment from frankfurt radar regarding the crossing restr. The flight crew discussed what could have been done to prevent this situation. Captain had previously talked to company dispatch about this problem, asking about the probability of filing another departure route. Dispatch said they would look into it. I don't recall any of these types of climb/crossing restrs in the united states, other than for terrain avoidance. Depending on aircraft weight, outside air temperature, and capability of that particular aircraft's engines, it is much more difficult to determine if a climb crossing restr can even be made, compared to a descent crossing restr. If a similar situation arises, I will not accept the SID.

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Original NASA ASRS Text

Title: DC10-30 FLC UNABLE TO COMPLY WITH SID'S XING RESTR.

Narrative: FLT WAS CLRED FROM FRANKFURT, GERMANY, EDDF TO DEST VIA RWY 25L WITH THE NAPIT 1 GULF SID. THERE IS A 25000 FT XING RESTR AT NAPIT INTXN FOR DEPARTING ACFT WITH THE RTE WE WERE CLRED. NAPIT INTXN IS 83 MI NW OF EDAF, AND SINCE WE WERE DEPARTING RWY 25L, THIS WAS ALMOST A STRAIGHT OUT DEP. DURING THE PREDEP BRIEFING, THE FLC TALKED ABOUT THE ACFT'S ABILITY TO MAKE THIS XING RESTR AT A NEAR MAX TKOF WT. IT WAS DETERMINED THAT A MAX EFFORT CLB WOULD BE MADE USING MAX CONTINUOUS PWR, OR TKOF PWR INSTEAD OF CLB PWR, AND ALSO USING 0 DEG/RETRACT MANEUVER SPD (BEST ANGLE OF CLB SPD) INSTEAD OF 320 KTS CLB SPD. THE CLB WENT VERY WELL UNTIL ABOUT FL220, WHEN OUR CLB RATE DECREASED, AND IT BECAME APPARENT THE XING RESTR WOULD NOT BE MADE. DUE TO FREQ CONGESTION, THE PNF WAS HAVING DIFFICULTY INFORMING DEP OF OUR ABILITY TO MAKE THE XING RESTR. I ENGAGED VERT SPD ON THE FMS TO 2000 FPM CLB IN HOPES OF MAKING NAPIT AT FL250. THE ACFT CROSSED NAPIT AT FL240 AT SLAT RETRACT 10 DEG EXTEND SPD WITH A LOW SPD BUFFET. THE AUTOPLT WAS DISCONNECTED TO PREVENT ANY FURTHER SPD REDUCTION AND ALSO TO PREVENT THE ON COURSE TURN WHICH WOULD HAVE PUT US INTO A POSSIBLE STALL SIT. AFTER EXPLAINING OUR SIT TO DEP WE WERE CLRED DIRECT TO A FIX ALONG OUR RTE AND CLBED TO FL280 TO AVOID ANY CONFLICTING TFC. THE FLT PROCEEDED TO THE DEST WITH NO FURTHER COMMENT FROM FRANKFURT RADAR REGARDING THE XING RESTR. THE FLC DISCUSSED WHAT COULD HAVE BEEN DONE TO PREVENT THIS SIT. CAPT HAD PREVIOUSLY TALKED TO COMPANY DISPATCH ABOUT THIS PROB, ASKING ABOUT THE PROBABILITY OF FILING ANOTHER DEP RTE. DISPATCH SAID THEY WOULD LOOK INTO IT. I DON'T RECALL ANY OF THESE TYPES OF CLB/XING RESTRS IN THE UNITED STATES, OTHER THAN FOR TERRAIN AVOIDANCE. DEPENDING ON ACFT WT, OUTSIDE AIR TEMP, AND CAPABILITY OF THAT PARTICULAR ACFT'S ENGS, IT IS MUCH MORE DIFFICULT TO DETERMINE IF A CLB XING RESTR CAN EVEN BE MADE, COMPARED TO A DSCNT XING RESTR. IF A SIMILAR SIT ARISES, I WILL NOT ACCEPT THE SID.

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.