Post on 03-Apr-2018
7/28/2019 EOSID Determination
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Engine Out SID Determination
Operational Liaison Meeting
7/28/2019 EOSID Determination
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2EOSID determination
Engine out SID determination Why do EOSID's have to be defined
How to construct an EOSID
Recommendations
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3EOSID determination
Why do EOSID's have to be defined Standard Instrument Departures (SID) are
published in aeronautical documentation
Minimum climb gradient required :
Geographical environment (mountainouszones)
Compliance with required minimum altitudes
(constraints)
ATC
Engine failure case is not considered
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4EOSID determination
High climb gradients may be required in
mountainous area can be easily achieved with all engines running
cannot be fulfilled in case of engine failure at V1
How to comply with SID requirements ? Decrease takeoff weight : unacceptable
Determine a different takeoff path still complying
with SID requirements
Why do EOSID's have to be defined
Engine out SID
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5EOSID determination
Why do EOSID's have to be defined The one engine takeoff flight path to be
determined in compliance with regulation :
Minimum second segment gradient :
2.4 % for two engine airplanes
3.0 % for four engine airplanes
Obstacle along the net takeoff path to be cleared by:
35 ft vertically for straight takeoff
50 ft vertically in case of turn (bank angle > 15)
1000 ft (or 2000 ft as applicable) after final takeoff
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6EOSID determination
EOSID to be determined considering engine
failure at V1
Most critical case
A decision point must be defined on the
takeoff path
Performance with one engine inoperative after
this point permits to follow normal SID
Why do EOSID's have to be defined
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How to construct an EOSID 1. Computation of takeoff charts
2. Determination of the net takeoff flight path 3. Determination of a pattern giving more time
(distance) to climb
4. Verification of the obstacle clearance 5. Determination of a decision point
6. Procedure writing
Typical example : QUITO runway 35
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How to construct an EOSIDTypicalexample : QUITO runway35
EOSID to be determined to comply with minimum required altitudes atZUI (13700 ft) and QIT (16000 ft)
CONDORCOCHA
QIT
AT OR
ABOVE
16000'
AT OR
ABOVE
13700'
R084
TP MARKERBEACOND 4.4 QIT
QMS
9200'
x
ASCAZUBI
ZUI088
264
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1. Computation of takeoffcharts Takeoff chart is computed considering the
obstacles along the SID path
AT OR ABOVE
16000'
AT OR ABOVE
13700'
QIT
OBSTACLES
QMS
9200'
A
B
Cx
x
x
ZUI
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For the best takeoff configuration, thefollowing is determined :
Maximum takeoff weight for a meantemperature/no wind
Associated takeoff speeds
Second segment gradient
Acceleration length
Final takeoff gradient
1. Computation of takeoffcharts
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How to construct an EOSID 1. Computation of takeoff charts
2. Determination of the net takeoff flight path 3. Determination of a pattern giving more time
(distance) to climb
4. Verification of the obstacles clearance 5. Determination of a decision point
6. Procedure writing
Typical example : QUITO runway 35
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2. Determination of the net takeoff flightpath From the information previously obtained, the
net takeoff flight path is defined.
DISTANCE FROM 35FT HEIGHT
ALTITUDE NET FLIGHT PATH
SLATS / FLAPSRETRACTION
FTO
ACCELERATION
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Altitude constraints are placed on the graph
Net takeoff path clear them with the requiredmarginALTITUDE(Ft)
NET FLIGHT PATH
DISTANCE FROM 35FT HEIGHT
1000 ft
ZUI13700
D1
16000 QIT
D2
D1is the necessary distance for ZUI clearance EOSID
2. Determination of the net takeoff flightpath
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Acceleration height to be optimized if necessary
between minimum and maximum height as given onthe takeoff chart
10 min max TO thrust
ZUI
1000 ft
D1 D2
QIT
MAX
MIN
obstacle clearance
2. Determination of the net takeoff flightpath
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How to construct an EOSID 1. Computation of takeoff charts
2. Determination of the net takeoff flight path 3. Determination of a pattern giving more time
(distance) to climb
4. Verification of the obstacles clearance 5. Determination of a decision point
6. Procedure writing
Typical example : QUITO runway 35
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16EOSID determination
3. Determination of a pattern Pattern will provide more time (distance) to
climb
Takeoff track determined in the defined area
Available NAV aids to be preferably used
when determining the EOSID
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17EOSID determination
Refer to topographic maps for a clear area
around the airport
Ground level
Obstacles height
Restrictive/prohibited areas
Area to be wide enough for a pattern
Sufficient margin to obstacles must be kept
Wind effect
Trajectory accuracy when flying in manual
3. Determination of a pattern
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18EOSID determination
Turns should be limited to 15 bank angle
Benefit of autopilot Passengers comfort
Radius of turn is determined as a function of
bank angle
R =
R = radius of turn
V = aircraft speed (TAS) in m/s
g = gravitational acceleration =9.81
= bank angle
V2g. tan
3. Determination of a pattern
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19EOSID determination
Determined EOSID provides necessary distance
(D1) to reach required altitude, 13700 ft at ZUI
QIT
at or above 16000'
9200'
ZUIat or above 13700'
QMS
3. Determination of a pattern
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20EOSID determination
Determined EOSID provides necessary distance
(D1) to reach required altitude, 13700 ft at ZUI
EOSID is reproduced on the topographic map
QIT
at or above 16000'
EOSID
9200'
ZUIat or above 13700'
ACTUAL GRADIENT
PERMITS TO
COMPLY WITH SID
REQUIRED ALTITUDES
QMS
3. Determination of a pattern
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21EOSID determination
How to construct an EOSID 1. Computation of takeoff charts
2. Determination of the net takeoff flight path 3. Determination of a pattern giving more time
(distance) to climb
4. Verification of the obstacles clearance 5. Determination of a decision point
6. Procedure writing
Typical example : QUITO runway 35
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22EOSID determination
4. Verification of obstacle clearance Because of turns, takeoff performance is
decreased
Loss of second segment and final takeoff gradients
AFM graph provides loss of gradient depending on
bank angle
Net flight path to be modified accordingly
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23EOSID determination
Net flight path determined following the EOSID and taking intoaccount turns.
ALTITUDE
DISTANCE
QIT
ZUI1STTUR
N
2ND
TURN
3RDTURN
4. Verification of obstacle clearance
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24EOSID determination
Net flight path determined following the EOSID and taking intoaccount turns.
If a required altitude is not fulfilled (ZUI), track length beforeconstraint to be increased.
If limiting obstacles : pattern to be modified if possible
ALTITUDE
DISTANCE
QIT
ZUI1STTUR
N
2ND
TURN
3RDTURN
4. Verification of obstacle clearance
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25EOSID determination
All obstacles along the takeoff track to be verified using
topographic maps
Height of obstacles must be increased due to loss ofgradient Determine the loss of gradient : Ex - 0.5 %
Increase actual obstacle height by : 0.5 % x D
Corrected height must be used for takeoff chart computation
R
D = R
180
D
OBSTACLE
BEGINNINGOF TURN
x
4. Verification of obstacle clearance
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26EOSID determination
How to construct an EOSID 1. Computation of takeoff charts
2. Determination of the net takeoff flight path 3. Determination of a pattern giving more time
(distance) to climb
4. Verification of the obstacles clearance 5. Determination of a decision point
6. Procedure writing
Typical example : QUITO runway 35
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27EOSID determination
5. Determination of decision point If engine failure occurs at V1, EOSID will be
flown What will happen if failure occurs after V1?
Could the SID or the EOSID be flown ?
Decision Point
Engine failure before DPEOSID
Engine failure after DPSID
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28EOSID determination
Determine takeoff flight path all engines
operative
Noise definition manual
OCTOPER
Draw the path on a chart
On the chart, place the altitude constraint
5. Determination of decision point
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29EOSID determination
Note : Distance to be considered for constraint is distance from runway
threshold to the constraint following SID track
Altitude
Constraint
ZUI
Distance
5. Determination of decision point
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30EOSID determination
Starting from constraint draw back the one engineinoperative flight path
AltitudeConstraint
ZUI
Distance
5. Determination of decision point
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31EOSID determination
Intersection between both flight paths gives thedecision point
AltitudeConstraint
ZUI
Distance
DP
Y
X
5. Determination of decision point
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32EOSID determination
How to construct an EOSID 1. Computation of takeoff charts
2. Determination of the net takeoff flight path 3. Determination of a pattern giving more time
(distance) to climb
4. Verification of the obstacles clearance 5. Determination of a decision point
6. Procedure writing
Typical example : QUITO runway 35
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33EOSID determination
6. Procedure writing EOSID with DP defined
Acceleration altitude to be defined for the
engine failure case after DP
Comprehensive format for : direct use by pilots
FMS/FMGS data bank updating (as applicable)
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Recommendations Operators should check obstacle clearance on
published SID
engine failure at V1 Beyond V1
Define EOSID if necessary
Close co-ordination between :
operators airport authorities ATC
FMS/FMGS data bank updating or useconventional NAV aids