eosid determination

7/28/2019 EOSID Determination

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Engine Out SID Determination

Operational Liaison Meeting


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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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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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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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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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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


7/347EOSID 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 obstacle clearance 5. Determination of a decision point

6. Procedure writing

Typical example : QUITO runway 35



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

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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



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





(distance) to climb

4. Verification of the obstacles clearance 5. Determination of a decision point





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



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



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





(distance) to climb





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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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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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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



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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



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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



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(distance) to climb





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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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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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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



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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



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(distance) to climb





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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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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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Note : Distance to be considered for constraint is distance from runway

threshold to the constraint following SID track

Altitude

Constraint

ZUI

Distance



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Starting from constraint draw back the one engineinoperative flight path

AltitudeConstraint

ZUI

Distance



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Intersection between both flight paths gives thedecision point

AltitudeConstraint

ZUI

Distance

DP

Y

X



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(distance) to climb





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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

eosid determination

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