Guidelines for the Consideration and Design of: Engine Out SID (EOSID) and Engine Out Missed Approach Procedures

Transcription

1 DRAFT CAAP 235-4(0) Civil Aviatin Advisry Publicatin March 2006 This publicatin is advisry nly and prvides guidance and advice n cmplying with the Civil Aviatin Regulatins 1988 (CAR 1988). Read this advice in cnjunctin with the apprpriate regulatins. Nte: Cntents See Page 2 Guidelines fr the Cnsideratin and Design f: Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures The relevant regulatins and ther references See Page 3 Wh this CAAP applies t This CAAP applies t hlders f AOCs and peratrs. Why this publicatin was written The infrmatin cntained herein has been develped as guidance fr the design and generatin f engine ut takeff prcedures and engine ut missed apprach prcedures. Cmpliance with this guidance des nt cnstitute regulatry cmpliance r apprval. It is the Operatr s respnsibility t satisfy the applicable regulatry requirements. The methds and guidelines presented in this guidance are neither mandatry nr are they the nly acceptable methds. An peratr, wh requests t use an alternate means, shuld submit an applicatin t the CASA ffice that prvides regulatry versight fr the peratr s AOC, fr review and apprval if apprpriate. Nte: The guidance prvided in the dcument targets bth small and large aircraft peratrs that perate t CAO b. Depending upn the apprved equipment fitted and the navigatinal capabilities f the aircraft sme guidance may nt be applicable. It is the respnsibility f the peratr t determine this. Status f this CAAP This is the first CAAP written n this subject. Fr further infrmatin Cntact the CASA Office clsest t yu n

2 2 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures Table f Cntents Regulatins and References.. 3 Definitins.. 4 PART A ENGINE OUT DEPARTURES Intrductin Regulatry Requirements fr EOSIDs EOSID Design Cnsideratins Flight Tlerances and Curse Guidance Obstacle Cnsideratins Turn Analysis Imprved Climb Acceleratin Altitude EOSID Prmulgatin CASA Apprval 22 PART B MISSED APPROACHES Intrductin Regulatry Requirements Guidance Missed Apprach Prcedure Assessment Cnsideratins CASA Apprval 26 Appendix 1 Area Navigatin (RNAV) RNP 27 Appendix 2 Engine Out Departure Prcedure Design Checklist 39 Appendix 3 Wet and Cntaminated Runway Perfrmance. 43 Appendix 4 Airprt/Obstacle Infrmatin Surces 45

3 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 3 Regulatins and References Civil Aviatin Regulatins 1988, Reg 235, Takeff and Landing f Aircraft etc. Civil Aviatin Order Part 20, Sectin B, Issue 5, Aerplane Weight and Perfrmance Limitatins Specified Aerplanes Abve 5700 kg All Operatins (Turbine and Pistn and Engined) Civil Aviatin Order Part 40, Sectin , Issue 4 Instrument Ratings. Getting t Grips with aircraft Perfrmance, Airbus Publicatin Being Perfrmance Training - Operatins Curse ntes Being Jet Transprt Methds, Dcument D61420, Seventh Editin dated May 1989 Being FMS RNAV Wrkshp February 9,2000 Cde f Federal Regulatins Title 14, Aernautics and Space Part 25 Airwrthiness Standards Transprt Categry Airplanes. Cde f Federal Regulatins Title 14, Aernautics and Space Part 77 Objects Affecting Navigable Airspace. Cde f Federal Regulatins Title 14, Aernautics and Space Part 121 Operating Requirements, Dmestic, Flag, and supplemental Operatins. Being Dcument D RNP Capability f FMC equipped 737, Generatin 3 Jint Aviatin Requirements fr Large Aerplanes JAR-25 ICAO Prcedures fr Air Navigatin Services, DOC Vlume II, 4th Editin, Cnstructin f Visual and instrument Flight Prcedures. FAA Order , United States Standard fr Terminal Instrument Prcedures (TERPS), current editin. FAA Order Area Navigatin (RNAV) Apprach Cnstructin Criteria FAA Order A Civil Utilisatin f Area Navigatin (RNAV) Departure Prcedures FAA Order B Flight Management System (FMS) Instrument Prcedures Develpment FAA Advisry Circular 120- OBS-11, Airprt Obstacle Analysis, Draft Cpy Issue RTCA DO-236A, Minimum Aviatin System Perfrmance Standards: Required Navigatin Perfrmance fr Area Navigatin, dated September 13,2000 RTCA DO-201A Standards fr Aernautical Infrmatin, dated April 19, 2000 ARINC Specificatin Navigatin System Data Base, published August 31, 2004 Cllins FMS Newsletter Business and Reginal Systems July 1998 Vlume 1, Issue 2 FAA Ntice N Special Instrument apprach and Engine Out Missed apprach Prcedures.

4 4 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures Definitins Climb Gradient Grss Height Net Height The rati, expressed as a percentage, f the change in gemetric height divided by the hrizntal distance travelled in a given time. Grss gradient is the actual calculated perfrmance f the airplane under specified cnditins, while Net gradient is the grss gradient reduced by an increment specified in the regulatins. The gemetric height attained at any pint in the takeff flight path using grss climb perfrmance. Grss height is used fr calculating actual pressure altitude at which bstacle clearance prcedures and wing flap retractin are initiated, and level-ff height scheduled. The gemetric height attained at any pint in the takeff flight path using net climb perfrmance. Net height is used t determine the net flight path which must clear any bstacle by at least 35 feet t cmply with the regulatins. Reference Zer A pint n the runway r clearway plane at the end f the takeff distance and 35 feet belw the flight path t which the height and distance crdinates f ther pints in the takeff flight path are referred.

5 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 5 PART A 1.0 Intrductin ENGINE OUT DEPARTURES Engine ut takeff guidance has a number f names as adpted by industry, sme f the cmmn names include: 1. Engine Out Departure Prcedures 2. Engine Out Cntingency Prcedures 3. Engine Out Escape Paths 4. Engine Out SIDs The name selected is ptinal but it must reflect the apprved kind f peratin f the aircraft. Items 1, 2 and 3 can make reference t bth VMC and IMC peratins and must have the apprpriate guidance fr the peratin type. Item 4, as the name suggests is based n IMC peratins. Althugh nt a requirement f CAO B, the majrity f the aircraft that perate t this CAO are IFR apprved. Fr IFR apprved aircraft an EOSID must cver takeffs in bth VMC and IMC. Frm this pint frward engine ut takeff guidance will be referred t as an EOSID. 1.1 Engine ut SIDs (EOSIDs) Standard Instrument Departures (SIDs) r departure prcedures (DPs) are designed in accrdance with U.S. Standards fr Terminal Instrument Prcedures (TERPS) r ICAO Pans-Ops. These are based n nrmal all-engine peratins and assume that the aircraft are capable f maintaining a climb prfile. These departure prcedures are nrmally published as specific rutes t be fllwed r as mni-directinal departures, tgether with prcedure design gradients and details f significant bstacles. They are nrmally established fr each runway where instrument departures are expected t be used and they define a departure prcedure fr the varius categries f aircraft used. In the event f an engine failure, cntinued adherence t departure prcedures may nt be pssible as SIDs r DPs d nt necessarily assure that engine-ut bstacle clearance requirements are met. An engine failure during takeff is a nn-nrmal cnditin, and therefre, takes precedence ver nise abatement, air traffic, SID s, DPs, and ther nrmal perating cnsideratins. The fundamental difference between SIDs and EOSIDs is that SIDs prvides the minimum perfrmance cnsideratins t meet the departure requirements assuming an all engine peratin whereas EOSIDs are based upn engine ut perfrmance in relatin t bstacle clearance. EOSIDs can be in the frm f a straight departure and r a series f turns. Nte: Develpment f Engine Out Takeff Prcedures is the respnsibility f the peratr. 2.0 Regulatry Requirement fr EOSIDs Fr aircraft perating abve 5700 kg and in accrdance with CASA CAO B, peratrs must cmply with paragraph 14 f the rder fr the develpment f takeff perfrmance data and prcedures. Subparagraph 14.2, states: Prcedures t be fllwed cnsistent with this Order, including prcedures anticipating engine failure at any time between the cmmencement f take-ff and cmpletin f landing, must be specified in the Operatr s Operatin Manual. The prcedures s specified must be such that they can be cnsistently executed in service by flight crews f average skill and they must als be such that the take-ff flight path with all engines perating is abve the ne-engine inperative take-ff flight path.

6 6 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 2.1 The EOSID Takeff Flight path The takeff flight path in the cntext f this guidance and fr the purpse f defining the path requirements fr an EOSID is as nted belw: The EOSID by definitin must cmmence frm a time where engine failure has ccurred and where the flight crew are cmmitted t a cntinued takeff with ne engine ut. The takeff flight path f the EOSID shuld be able t jin a suitable en rute path t the planned destinatin r t anther suitable airprt r at least have a hlding pattern at the end f the EOSID. The aircraft is cnsidered t be enrute when it is at the higher attitude f 1500 feet: CAO b Para 12.6 The net flight path in the en-rute cnfiguratins must have a psitive slpe at 1500 feet abve the aerdrme where a landing is assumed t be made fllwing engine failure. r the altitude where 1000 feet enrute bstacle ccurs CAO b Para 12.4 the en-rute bstacle clearance requirements are met if the en-rute cnfiguratin with a critical engine inperative the net flight path f an aircraft under V.M.C. clears by feet vertically all bstacles within 5 nautical miles f the aerplane s track r, under I.M.C., by such greater distance as is determined by the accuracy f the navigatin aid(s) used. Operatinally alternative ptins are nrmally cnsidered. This may include climbing t either a minimum safe altitude (MSA), a minimum vectring altitude (MVA), r a fix and altitude, frm which an apprach may be initiated t the departure airprt r departure alternate. Operatrs shuld nte that the end f the takeff flight path is determined by the aircraft s grss flight path but the bstacle analysis must use the net flight path data. 2.2 Certified Engine ut Takeff Flight Path The takeff path extends frm a standing start t a pint, at which the aircraft is at a height f 1500 ft abve the takeff surface, r at which the transitin frm the takeff t the en-rute cnfiguratin is cmpleted and the final takeff speed is reached, whichever pint is higher. JAR/ FAR Takeff path. The takeff path extends frm a standing start t a pint in the takeff at which the airplane is 1,500 feet abve the takeff surface, r at which the transitin frm the takeff t the en rute cnfiguratin is cmpleted and V FTO is reached whichever pint is higher. CASA accepts the certificatin f aircraft as detailed in the Aircraft Flight Manual (AFM), hwever the peratinal rules f CAO B must be cnsidered in the analysis. If there is any cnflict between the AFM data and the perating rules, then if the AFM is mre restrictive, that is what must be used. The takeff path definitin assumes that the aircraft is accelerated n the grund t VEF, at which pint the critical engine is made inperative and remains inperative fr the rest f the takeff. Mrever, the V2 speed must be reached by 35 feet 1 abve the takeff surface (this pint is als knwn as reference zer). The aircraft must cntinue at a speed nt less than V2 and achieve the regulatry climb and any bstacle clearance requirements until the aircraft reaches the acceleratin altitude. The minimum height is 400 feet abve the takeff surface; hwever peratrs may select a higher altitude. This path is a certificatin requirement and the certificatin standard is accepted by CASA. The related perfrmance data is cntained in the Aircraft Flight Manual (AFM) feet abve the takeff surface fr aircraft with wet certificatin r aircraft using apprved r wet runway perfrmance frm the aircraft manufacturer. Refer t Appendix 3, Wet and Cntaminated runway Perfrmance.

7 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 7 Nte that the V2 speed is nt the speed fr best angle f climb. It is the minimum safe climb speed (nt less than 1.2Vs) and climbing at a speed higher than V2 will imprve the aircraft s climb perfrmance. Mdern aircraft flight directrs will typically cmmand a climb speed f V2 if an engine failure ccurs between V1 and V2 r the speed at which the engine failure ccurred (up t a limit) if the failure ccurred at a speed abve V2. Nte: While the AFM prvides detailed instructins fr determining the vertical clearance, it ffers little guidance n the lateral clearance requirements. The bjective f this guidance is t prvide infrmatin fr determining safe clearance frm bstacles fr the actual flight path, and t cnsider the factrs, which may cause a divergence f the actual flight path frm the intended flight path. Further this guidance prvides an acceptable lateral criterin t assist an peratr in develping takeff prcedures and allwable weights fr peratinal use. 2.3 Grss and Net Takeff Flight Paths Mst f the time, runways have surrunding bstacles which shuld be taken int accunt prir t takeff, t ascertain that the aircraft is able t clear them. A vertical margin has t be cnsidered between the aircraft and each bstacle in the takeff flight path. This margin, based n a climb gradient reductin, leads t the definitins f the Grss Takeff Flight Path and the Net takeff flight Path. Grss Flight Path = Takeff flight path actually flwn by the aircraft, based upn the grss height attained. The flight path cmmences at reference zer. Net Flight Path = Grss takeff flight path minus a mandatry reductin, based upn the net height attained. The gradient reductin is cnsidered t accunt fr pilt technique, degraded aircraft perfrmance, and ambient cnditins. The net takeff flight path data must be determined s that they represent the actual (Grss) takeff flight path reduced at each pint by a gradient equal t: 0.8% fr tw-engine aircraft 0.9% fr three-engine aircraft 1.0% fr fur-engine aircraft CAO B Para 7.5 In determining the net flight path f an aerplane t shw cmpliance with subsectin 12, the grss gradients f climb achieved in paragraphs 7.2 and 7.4 must be reduced by 0.8% fr twin-engined aerplanes, 0.9% fr three-engined aerplanes and 1.0% fr fur-engined aerplanes. 2.4 Vertical Clearance Requirements -Takeff Segments The takeff flight path can be divided int several segments. Each segment is characteristic f a distinct change in cnfiguratin, thrust, and speed. Mrever, the cnfiguratin, weight, and thrust f the aircraft must crrespnd t the mst critical cnditin prevailing in the segment. Finally, the flight path must be based n the aircraft s perfrmance withut grund effect. As a general rule, the aircraft is cnsidered t be ut f the grund effect, when it reaches a height equal t its wing span. After an engine failure at VEF, whatever the peratinal cnditins, the aircraft must fulfill minimum climb gradients, as required by the aircraft flight manual and the peratinal requirements f CAO B. Figure 2.4.1, summarizes the different requirements and aircraft cnfiguratin during the fur takeff segments. This includes the minimum required climb gradient with an engine ut, flaps / slats cnfiguratin, engine pwer rating, speed reference, and landing gear cnfiguratin.

8 8 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures Figure Vertical Flight Path Requirements

9 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures Lateral Clearance Requirements -Takeff Obstacle Splay Infrmatin The takeff splay r lateral bstacle cntainment area represents an area surrunding the takeff flight path, within which all bstacles must be cleared, assuming they are all prjected n the intended track. The cnturs f this area are defined in the table belw, as extracted frm paragraph 12 f CAO B. Sme peratrs chse t use PANS-OPS lateral cntainment areas fr designing EOSIDs. This is acceptable as lng as the splays used are identical t r are mre cnservative than the CAO requirements. Nte: The use f PANS-OPS guidance fr lateral guidance des nt abslve the requirements t cmply with the vertical clearance requirements per the CAO. Operatin VMC Max Takeff weight < kg Heading Change Half Splay Requirement Max half splay width <=15 Deg 150 ft D* 1000 ft >15 Deg 150 ft D* kg Any 250 ft D* IMC ALL Any 250 ft D* VMC by Day (alternate) VMC by Night and IMC (alternate) Cntinue half splay requirement until turn is cmpleted. Intersectin the area f prbability f a radi navigatin aid Intersectin the area f prbability f a radi navigatin aid ALL Any 90 m D* 600 m ALL RNP ALL Any 15 Deg 90 m D* 600 m >15 Deg 90 m D* 900 m 250 ft D* r 90 m D* Width f RNP cntainment specified in the regulatry apprval (equal t 2*RNP value) Cmments Splay width the greater f 1000 ft r 150ft D at the cmpletin f turn. The prbability f a radi navigatin aid is the rated cverage f the navigatin aid. (Refer t AIP Gen 1.5, Paragraph 2.2) The prbability f a radi navigatin aid is the rated cverage f the navigatin aid. (Refer t AIP Gen 1.5, Paragraph 2.2) Alternative takeff bstacle clearance requirements Alternative takeff bstacle clearance requirements Alternative takeff bstacle clearance requirements The aircraft must meet the RNP capability necessary fr an apprved RNP peratin in accrdance the aircraft s flight manual. *The distance measured hrizntally alng the planned flight path and cmmencing at the end f the takeff distance available. Table Lateral Flight Path Requirements

10 10 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 3.0 EOSID Design Cnsideratins In rder fr an peratr t determine that a departure maintains the necessary bstacle clearance with an engine failure, the peratr shuld cnsider that an engine failure may ccur at any pint n the departure flight path. The mst cmmn prcedure t maximize takeff weight when significant bstacles are present alng the nrmal departure rute is t use an EOSID in the event f an engine failure n takeff. If the EOSID ruting is different frm a SID r DP, then the bstacles alng this track are used t determine the maximum allwable takeff weight fr that runway. Nte that ften the path f the EOSID will nt verfly the area where the aerdrme peratr has prvided an bstacle survey. Cnsideratin shuld be given t the pssibility f an engine failure ccurring after passing the pint at which the engine-ut track diverges frm the nrmal departure track (SID r DP). A careful selectin f this pint will simplify the prcedure and minimize the difficulty f this analysis. This is generally achieved by keeping the tw tracks identical fr as far as practicable. In sme cases, tw r mre special engine-ut tracks may be required t accmmdate all the ptential engine failure scenaris. In the event that the aircraft cannt return t and land at the departure airprt, the takeff flight path shuld jin a suitable en rute path t the planned destinatin r t anther suitable airprt. It may be necessary t address extended times and alternate fuel requirements when climbing in a hlding pattern with reduced climb gradients assciated with engine-ut turns. Analysis f an engine failure after takeff may require the use f perfrmance data in additin t that prvided in the Aircraft Flight Manual. It is recgnized that many AFM s generally cntain nly the engineut perfrmance fr lss f an engine at V 1 n takeff. All-engine perfrmance shuld als be cnsidered t determine the aircrafts flight path in the event f an engine failure at a pint n the flight path after V 1. The best available all-engine data shuld be used cnsistently with best engineering practices. This data may be fund in surces such as cmmunity nise dcuments fr Being aircraft, perfrmance engineer s handbk, FCOMs, flight characteristics manual, manufacturer s cmputer prgrams, etc. 3.1 Risk Management Strategy. When designing an EOSID, it is smetimes tempting t design an elabrate prcedure invlving a number f turns, cnditinal statements, speed restrictins etc. Operatinally this prcedure may nt be practical fr the flight crew t fllw. Remember that the aircraft may have suffered a catastrphic engine failure, an emergency may have been declared and the wrklad n the flight deck may be very high. A gd EOSID is ne that is simple and effective. Perfrm a risk assessment. Identify and fcus the high risk prtin(s) f the departure. This may include relatively high terrain, relatively narrw escape pathways, aircraft perfrmance limitatins, weather phenmena etc. Prperly mitigated high risk items can becme lw risk. Sme examples t highlight mitigatrs that can be used t reduce the level f risk in a prpsed prcedure fr illustrative purpses nly are: If an airprt is near the cast, with high terrain inland, cnsider directing the aircraft ver the cast and ut t sea. If an airprt is lcated in a valley and the escape paths are very narrw, cnsider spiral climbing ut f the valley if clearance permits. 3.2 EOSID Design Methd Traditinally there has been ne cmmn methd fr designing an EOSID. This methd cnsists f defining a lateral cntainment area cnsistent within the regulatry splay requirements as detailed in Table All bstacles within the lateral cntainment area r splay must be cleared vertically as required by the regulatins fr that part f the takeff. The lateral area is centered n the intended flight track usually defined by grund based navigatin aids. When this methd is used fr straight ut departures, the peratr is nt required t accunt fr crsswind, instrument errr r flight technical errr within the lateral cntainment area.

11 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures EOSID Analysis Requirements Study the terrain in the area arund the airprt and select a departure path, several paths may have t be analyzed and: Determine any critical bstacles fr the chsen departure path. Determine the required turn radius. Examine ther issues: Weather (Wind, OAT, QNH) Pilting cnsideratins Need t calculate the equivalent still air distance fr analysis with wind Turn allwed when 50 ft height reached (refer t sectin 5.2 Obstacle Clearance during a Turn) 15 degrees maximum bank, unless apprval frm the regulatry authrity is granted Grss Flight Path Net Flight Path regulatry requirements The EOSID shuld have sufficient guidance such that it can be fllwed in bth IMC and VMC. A single intended track may be used fr analysis if it is representative f peratinal prcedures. Fr turning departures the bank angle, speed, and turn radius may be fixed and r varying t achieve the required result (refer t sectin 6.0 Turn Analysis). The distance t an bstacle within the lateral cntainment area shuld be measured alng the intended track t a pint abeam the bstacle. Obstacles prir t the end f the runway need nt be accunted fr, unless a turn is made prir t the end f the runway ver the bstacles. Avid restricted r prhibited areas, fr example military airspace. 4.0 Flight Tlerances and Curse Guidance Additinal cnsideratin shuld be given t flight tlerance in cnstructing EOSID t ensure that the required flight path is able t be flwn cmfrtably withut the need f excessive precisin. Nte Extract frm CAO Instrument Ratings 3.1 Flight within the tlerances specified is necessary fr the applicant t be judged prficient in the required flying maneuvres. There shall be n sustained errrs in excess f the specified tlerances. 3.2 Nrmal flight tlerances: (a) heading ±5 f nminated heading; and (b) indicated ±10 knts (r ±> M.02) f nminated speed, nt belw minimum apprach speed fr the cnfiguratin; and (c) height ±100 feet, at minimum altitudes feet - 0 feet. 3.3 Asymmetric flight tlerances (aerplanes): (a) heading (frm datum heading) ±20 initially, then ±5 ; and (b) indicated airspeed: (I) initial climb nminated 1 engine inperative climb speeds + 5, - 0 knts; (ii) subsequent peratins ±10 knts (±M.02); nt belw minimum apprach speed fr the cnfiguratin; and (c) height ±100 feet; at minimum altitudes feet and - 0 feet. These tlerances are generally nt applicable t RNP EOSID departures

12 12 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 4.1 Curse Guidance EOSID designers shuld be aware f their navigatin system inputs, alerts, and annunciatins in rder t make better-infrmed design decisins. In additin, the availability and suitability f particular sensrs and systems shuld be cnsidered. GPS. Operatrs using TSO-C129 systems shuld ensure EOSIDs are entered t ensure prper RAIM availability and CDI sensitivity. DME/DME. Operatrs shuld be aware that DME/DME psitin updating is dependent n FMS lgic and DME facility prximity, availability, and signal masking. The available number and gemetry f facilities influences DME/DME perfrmance. VOR/DME. Unique VOR characteristics may result in less accurate values frm VOR/DME psitin updating than frm GPS r DME/DME psitin updating. Inertial Navigatin. Inertial reference units and inertial navigatin systems are ften cupled with ther types f navigatin inputs, e.g., DME/DME r GPS, t imprve verall navigatin system perfrmance. 4.2 Grund Based Navaid Tlerances When grund based curse guidance is available fr flight track analysis, the fllwing nminal allwances shuld be cnsidered, unless the peratr substantiates allwances fr specific navigatinal aids at a particular airprt: Nte: The data belw has been extracted frm ICAO Prcedures fr Air Navigatin Services, DOC Vlume II, 4th Editin, Cnstructin f Visual and instrument Flight Prcedures, Part III Chapter 2 Terminal Area Fixes VOR +/-5.2 Tracking tlerance +/-4.5 Intersecting tlerance NDB +/-6.9 Tracking tlerance +/-6.2 Intersecting tlerance ILS +/-1.4 Intersecting tlerance DME +/-0.25 nm +1.25% f the distance t the antenna. Nte: The abve splays riginate frm the navigatin facility. These figures reflect the fllwing tlerances: Grund statin tlerance Receive tlerance Flight technical tlerance System cmputatin tlerance Grund based curse guidance may be used in cmbinatin with ther frms f curse guidance t cnstruct a departure prcedure Figure Fix tlerance areas

13 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 13 Belw are tw examples in Figure highlighting fix tlerances fr a VOR/DME facility. Example 1 highlights an alng track fix frm the naviad. Example 2 highlights an intersecting fix with the navaid. The grey areas in bth cases indicate the fix tlerance assciated with his specific navaid. The aircraft can be nminally anywhere within the grey areas at the fix, and hence the extremes (crners) f the fix area needs t be cnsidered fr lateral bstacle clearance. Example 1 Aircraft path Track 090M inbund XY VOR and at 20 DME XY turn left heading 020M t avid terrain Based upn the tlerances frm the previus page the aircraft can register the fix 0.5 nm befre reaching the fix and can be placed apprximately (20.5*tan(5.2)) 1.86 nm either side f intended track. Wrst case scenari: The aircraft begins the left turn 0.5 nm frm the fix and 1.86 nm t the right f the nminal track. Depending upn the aircraft TAS and bank angle, the resultant turn radius may steer the aircraft clser t the terrain than anticipated. Example 2 Aircraft path Intercept utbund radial 180 M XY VOR and then maintain a 20 DME t avid terrain. Based upn the tlerances frm the previus page the aircraft can register the fix (20.5*tan(4.5)) 1.61 nm befre reaching the fix and can be placed apprximately 0.5 nm either side f intended track. Wrst case scenari: The aircraft begins tracking the arc 1.61 nm befre the fix and 0.5 nm t the left r right. In ther wrds the aircraft can perfrm a 19.5 r 20.5 DME arc. Figure Fix Accuracy VOR/DME The purpse f these examples is t highlight the relatively large fix tlerances assciated with the navaids, especially when the navaid is relatively distant. When cnsidering navaids fr curse guidance check the resultant tlerances assciated with a fix and the wrst case scenaris (crners f the fix area) t ensure that bstacle clearance is maintained.

14 14 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 4.3 Glbal Navigatin Satellite Systems (GNSS) GNSS may be used fr the design and executin f EOSIDs and at this stage peratinal apprval is limited t use f the US Gvernment Glbal Psitining System (GPS). Guidance fr the design requirements and cnsideratin can be fund in the CASA Manual f Operatinal Standards, Part 2 Sectin Belw is the referenced extract frm the manual detailing the requirements. 1. The aircraft must be fitted with an apprved TSO C129, C129a, C145a r C146a receiver which has been fitted in accrdance with AC Pilts must have cmpleted apprpriate GNSS training and had their lg bks endrsed as required by CAO GPS must nly be used t determine distance infrmatin. 4. The datum used t measure distances must be extracted frm an apprved and current database, and be selected frm pints assciated with the departure aerdrme. 5. The hrizntal integrity f the GPS must be cnfirmed immediately prir t each departure by: a. Psitining the aircraft at a pre-determined pint n the aerdrme fr which the distance frm the selected aerdrme datum has been determined and published n the departure prcedure, and b. Cmparing the distance shwn n the GPS receiver with the distance published n the prcedure. The allwable tlerance between the published distance and the GPS receiver indicated is ±0.2 nm. 6. RAIM (Fault detectin) must be available prir t the cmmencement f the prcedure. 7. A tlerance f ±300 m must be applied t a turning-pint psitin determined by the GPS. 8. The prcedure must cnfrm t the requirements f CAO B. 9. If the cnditins cntained in this prcedure cannt be met, an alternative prcedure must be used. 5.0 Obstacle Cnsideratins Use the latest bstacle infrmatin available frm an apprved surce. The mst cmmn examples are surveys and ICAO Type A charts. These charts usually accunt fr clse in bstacles (nrmally within 10 miles f the airprt) and ther references such as apprved tpgraphic charts may need t be referenced fr surrunding terrain. Refer t Appendix 3 fr a list f bstacle infrmatin surces. Frangible structures fixed by functin with an aernautical purpse such as antennas, apprach lights, and signs need nt be cnsidered in an bstacle analysis. Accuntability shuld be made fr lcal temprary r transient bstacles such as vehicles, ships, cranes, trains etc. FAR Part 77 cntains guidance fr cnsideratin f the abve. Refer t the extract attached belw. If the peratr has a means t ensure the absence f a mvable bject at the time f takeff, then it need nt be accunted fr in the analysis. Extract frm FAR Standards fr determining bstructins. Except fr traverse ways n r near an airprt with an perative grund traffic cntrl service, furnished by an air traffic cntrl twer r by the airprt management and crdinated with the air traffic cntrl service, the standards f paragraph (a) f this sectin apply t traverse ways used r t be used fr the passage f mbile bjects nly after the heights f these traverse ways are increased by: 1. Seventeen feet fr an Interstate Highway that is part f the Natinal System f Military and Interstate Highways where ver crssings are designed fr a minimum f 17 feet vertical distance. 2. Fifteen feet fr any ther public radway. 3. Ten feet r the height f the highest mbile bject that wuld nrmally traverse the rad, whichever is greater, fr a private rad. 4. Twenty-three feet fr a railrad, and, 5. Fr a waterway r any ther traverse way nt previusly mentined, an amunt equal t the height f the highest mbile bject that wuld nrmally traverse it.

15 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 15 Reasnable judgement shuld be used t accunt fr the height f indeterminate bjects (bjects withut recrded height) displayed n tpgraphic maps. Indeterminate bjects include such items as trees, buildings, flagples, chimneys, transmissin lines, etc. The peratr shuld use sund judgement in determining the best available data surces when cnflicts ccur between heights and lcatins f bstacles in the varius surces. If adequate takeff weights cannt be btained thrugh the methds f analysis an bstacle remval prgram if applicable and apprpriate shuld be cnsidered. Operatrs shuld establish an apprpriate review cycle t peridically assure the suitability f their perfrmance data and prcedures. In additin, peratrs shuld evaluate the effect f changes that ccur utside f nrmal infrmatin r charting cycles. These changes may ccur as a result f an issuance f an peratinally significant NOTAM, temprary bstacle infrmatin, new cnstructin, navaid utages, etc. Fr bth peridic reviews and temprary changes, the peratr shuld cnsider at least the fllwing: The need fr an immediate change versus a rutine peridic update. Use f the best available infrmatin. Any significant vulnerability that may result frm the cntinued use f data ther than the mst current data, until perfrmance and/r prcedures are updated thrugh a rutine revisin cycle. Cntinued suitability f estimates r assumptins used fr wind, temperature, climb gradients, NAVAID perfrmance r ther such factrs that may affect perfrmance r flight paths. The review cycles and respnse times shuld be keyed t the needs and characteristics f the peratr s fleet, rutes, airprts, and perating envirnment. N specific time frame is established fr an peratr t cnduct either peridic reviews r shrt-term temprary adjustments. 5.1 Obstacle Clearance during a Straight Takeff CAO b paragraph 12.1 states that an peratr shall ensure that the net take-ff flight path clears all bstacles by a vertical distance f at least 35 ft. As an example, the minimum required climb grss gradient during the secnd segment must be 2.4% fr a tw-engine aircraft. But, as per the CAO, the net flight path must clear any bstacle by at least 35 feet. This may smetimes require the secnd segment gradient t be greater than 2.4% (1.6 net gradient) and, cnsequently, the maximum takeff weight may have t be reduced accrdingly. This is a case f bstacle limitatin. 5.2 Obstacle Clearance during a Turn Fr a turn, CAO B paragraph 12.1 requires that a heading change must nt be initiated prir t a pint where the net take-ff flight path clears all bstacles by a clearance f at least 50 ft. This clearance must be maintained during the turn. The turn is further limited t a bank angle f 15º. The CAO is a hybrid f the JAR-OPS and FAR and care must be taken t ensure cmpliance with the CAO is maintained. FAR f) Fr the purpses f this sectin, it is assumed that the airplane is nt banked befre reaching a height f 50 feet, as shwn by the takeff path r net takeff flight path data (as apprpriate) in the Airplane Flight Manual, and thereafter that the maximum bank is nt mre than 15 degrees. JAR-OPS (1) Track changes shall nt be allwed up t the pint at which the net take-ff flight path has achieved a height equal t ne half the wingspan but nt less than 50 ft abve the elevatin f the end f the take-ff run available. Thereafter, up t a height f 400 ft it is assumed that the aerplane is banked by n mre than 15. Abve 400 feet height bank angles greater than 15, but nt mre than 25 may be scheduled; In additin t the regulatry requirements, it is gd practice t cnsider the fllwing in designing turns.

16 16 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures The 50 feet clearance shuld be determined frm the lwest part f the banked aircraft. Adpting the prtin f JAR-OPS stated belw. JAR-OPS Track changes shall nt be allwed up t the pint at which the net take-ff flight path has achieved a height equal t ne half the wingspan but nt less than 50 ft.. This prtin is cnservative when cmpared t the CAO and prvides extremely gd guidance fr bstacle clearance during a turn. This is a cautius apprach especially when cnsidering aircraft with large wingspans such as the B that has a wingspan f 211 feet. 5.3 Grss Obstacles A grss bstacle (als knwn as a dummy bstacle) is used t frce the aircraft t be at a required grss height at a certain distance frm the end f the runway. Fr example, if the aircraft was required t turn at the runway end with an engine ut fr bstacle clearance, a grss bstacle can be used. The certificatin and peratinal rules nly require a 35 feet screen height at the end f the runway. Placing a 15 feet simulated bstacle at the end f the runway will frce the aircraft t be at 50 feet frm the takeff perfrmance analysis and thus enabling a turn. In this example the bstacle wuld be very limiting and shuld nly be cnsidered as a last resrt due t the relatively large weight penalty. 6.0 Turn Analysis In many cases a turn will eliminate the need t cnsider limiting bstacles, increasing maximum takeff weight (increasing paylad and/r range). Hwever, a turn may intrduce new bstacles in the flight path and may limit V2 t maintain a turn radius. EOSIDs usually invlve a turn during the secnd segment takeff climb phase. Smetimes the turn may be cntinued int the third segment. A nte f cautin shuld be made when cnsidering turns in the third segment. Third segment distance will be extended due t the reductin f the acceleratin capability (gradient capability) f the aircraft frm the gradient lss in the turn. This may need t be cmpensated with a weight reductin r by an equivalent alternative means as the regulatry gradient capability must be restred. Turns in the third segment can be penalizing fr bstacle clearance and shuld nly be used fr clearance turns t avid bstacles rather than flying ver bstacles. Refer t sectin 8.0 fr the acceleratin altitude strategies used t avid turns in the third segment. Fr the purpse f this sectin, it is assumed that the aircraft is nt banked befre reaching a height f 50 feet and thereafter that the maximum bank is nt mre than 15 degrees.

17 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures Turn Radius Splay The lateral bstacle cntainment area r splay in a turn can be significantly effected by temperature. The turn radius is a functin f true airspeed (plus wind), which varies with temperature at the same indicated airspeed. Frmula fr the calculatin f the radius f a turn R Radius f turn in feet 2 V g Is the acceleratin due t gravity (standard value is R = g tanφ ft/sec 2 r 9.81 m/sec 2 ) φ Is the bank angle (limited t 15 degrees) 2 V Is the true airspeed in ft/sec r m/sec, t yield a radius in feet r metres (1 knt = ft/sec) Als, the engine-ut indicated airspeed (V2 r V2 plus an increment) varies cnsiderably with weight, and limit weight is strngly affected by temperature. The temperature effect n bth the maximum and minimum turn radii must be taken int accunt. Fr turn radius cnsideratin the fllwing guidance can be applied: Inner radius: Minimum dispatch weight at the cldest planned departure. This will give the tightest turn radius. Outer radius: Maximum dispatch weight at the httest planned departure. This will prvide the largest turn radius. Hwever, it is acceptable t d a turn analysis based n a single critical temperature if that temperature prduces results which are cnservative fr all ther temperatures. In a turn, the specified lateral cntainment half-widths (i.e., ne-half f the lateral cntainment maximum width) shuld be applied t the inside f the minimum turn radius and the utside f the maximum turn radius. An average turn radius may be used t calculate distances alng track. Refer t Figure Wind Effect Upn Turns Figure Splay Design in a Turn The effect f wind n the takeff flight path shuld be taken int accunt during a turn. This is in additin t making the headwind and tailwind cmpnent crrectins t takeff grss weight used in a straight-ut departure. When assessing the effect f wind in a turn, the wind may be held cnstant in velcity and directin thrughut the analysis unless knwn lcal weather phenmena indicate therwise.

18 18 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures Once a splay is cnstructed as per the requirements abve, wind accuntability if knwn and cnstant t the departure shuld be superimpsed n tp f the turn splay and the turn splay further adjusted as required. Alternatively the turn and wind effect splays can be analysed cncurrently. If wind gradient infrmatin is available near the airprt and flight path (e.g., wind reprts in muntainus areas adjacent t the flight path), the peratr shuld take that infrmatin int accunt in develpment f a prcedure. The fllwing example illustrates an acceptable methd fr accunting fr the effect f wind in a turn. Example Radius f turn = 2250 Wind speed = 30 knts = 15.4 m/sec Distance t turn 180 = p x r =3.142 x 2250 =7068 m Aircraft speeds (V2) =140 KTAS Time in turn (180 ) =72 m/sec =Distance/Speed =7068/72 =98.2 sec Heading Change = 180 / /sec Fight Path Displacement = Wind speed x Time Time t turn 45 =45/(2 /sec) 23 secs Flight path displacement =23 x 15.4 =354.m Similarly fr Turn Angle Time (sec) Displacement (m) All values are t the nearest whle number. In this example the splay wuld need t be re-adjusted t accunt fr wind. As previusly stated any bstacles that are cnsidered fr the takeff analysis are required t be adjusted t set up an equivalent still air straight ut flight path. Nte: the effect f wind is nn-linear. If the departure was such that the takeff weight was based upn the crsswind cmpnent due t different splays capturing critical bstacles, then a different analysis wuld be required fr different winds. The takeff infrmatin wuld be in a similar frmat t existing RTOW tables. A 10 knt headwind is representative f a 10 knt crsswind pushing the aircraft inside the nminal flight path. Similarly a 10 knt tailwind wuld be representative f a 10 knt crsswind pushing the aircraft utside the nminal flight path.

19 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures Obstacles in a Turn Typical aircraft manufacturer s takeff perfrmance sftware and AFM perfrmance data cnsiders nly straight ut departures. The climb capability in a turn is decreased, and thus the bstacle height in the turn must be adjusted and prjected as if it was in a straight ut departure. 6.4 Lss f Climb Gradient during a Turn During a turn, an aircraft is nt nly subjected t its weight, but als t a hrizntal acceleratin frce. The resulting frce is called apparent weight, and its magnitude is equal t the lad factr times the weight. The lad factr is typically expressed versus the bank angle (Φ). S, as sn as the aircraft is banked, the lad factr becmes greater than ne. This induces a lss f climb gradient. The Aircraft Flight Manual generally prvides a climb gradient decrement fr a 15 bank turn. Fr bank angles f less than 15, a prprtinate amunt shuld be applied, unless the manufacturer r Aircraft Flight Manual has prvided ther data. The mst cmmn way t accunt fr the gradient lss is by increasing the bstacle height by the gradient lss multiplied by the flight path distance in the turn, in rder t arrive at an equivalent bstacle height that can be analysed as a "straight-ut" bstacle in the peratr's airprt analysis prgrams r frm AFM perfrmance data. Refer t example Example EOSID Runway 34: At 1 DME TF VOR (runway head), turn right and track 050 M until clear f the cast. An bstacle exists at an arc length 300 metres (984 feet) frm the beginning f the turn, Height is 75 feet AMSL Frm the diagram, the gradient decrement is equal t 0.6% r fr a Flap 5 takeff The adjusted bstacle height can be calculated as; x = 81 feet AMSL The regulatry requirements require are that bstacles in a turn are cleared by 50 feet. Nrmal bstacle clearance requirement is 35 feet. S fr the bstacle in a turn an additinal 15 feet needs t be added. The straight ut equivalent bstacle height thus becmes 96 feet AMSL. Sme EOSIDs require a turn t be perfrmed with a bank angle f mre than 15. In these cases the V 2 speeds may have t be increased (Refer t Imprved Climb) t prvide an equivalent level f stall margin prtectin and adequate cntrllability, i.e., V MCA (minimum cntrl speed, air). Prir regulatry apprval must be btained t cnduct a EOSID cntaining a turn with mre than a 15 bank angle.

20 20 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 7.0 Imprved Climb Imprved climb (als knwn as Overspeed) when certified in the AFM, is used t increase the maximum allwable takeff weight when an aircraft is climb limited. T use imprved climb, there must be excess field length, tyre speed, brake energy and bstacle perfrmance. The imprved climb prcedure increases the nrmal V2 and because f that, increases the climb capability f the aircraft. V1 and Vr must als be increased if V2 is increased. An increased V2 prvides bank angle prtectin. This is accmplished by increasing the margin ver the stall speed fr the specific takeff cnfiguratin f the aircraft. 8.0 Acceleratin Altitude CAO b Paragraph 7.3 requires that the aircraft climb at a minimum speed f V2 t a height f 400 feet abve the takeff surface r at a height that may be necessary t achieve bstacle clearance in accrdance with Paragraph 12 f the same rder. Once the aircraft has reached the acceleratin altitude, it must have available a gradient climb equivalent f 1.2% fr twin engined aircraft, 1.4% fr three engined aircraft and 1.5% fr fur engined aircraft befre the cmmencement f acceleratin and clean up segment can begin. It is this climb capability that is used t accelerate the aircraft frm a minimum f V2 t the engine ut enrute climb speed while retracting the flaps. Aircraft that have a greater climb capability available during this segment may cntinue t climb during clean up and imprve the bstacle clearance margins. Fr standardizatin f perating prcedures, peratrs may select a standard cleanup altitude that is higher than the 400 feet r that required fr bstacle clearance at mst airprts. With the standard cleanup altitudes, the acceleratin and cleanup must be accmplished within the takeff thrust time limit established in the AFM. The bstacle analysis is usually based n a level ff fr cleanup, but, there is n peratinal requirement t level ff, except in the rare case f a distant bstacle, which must be cleared in the final segment. The terrain and bstacles at certain airprts may require a higher than standard cleanup altitude t be used and must still allw acceleratin and cleanup t be accmplished within the takeff thrust time limit. Nte: During the acceleratin segment, bstacle clearance must be ensured at all times 8.1 Acceleratin Strategies Different aircraft manufacturers permit different strategies fr determining an ptimum acceleratin altitude fr the purpse f bstacle clearance. These strategies are typically limited by the maximum takeff thrust r pwer setting time limit. The maximum takeff thrust is certified fr use fr a maximum time limit in the event f engine failure upn takeff. Depending upn the aircraft manufacturer this typically is 5 r 10 minutes. Reference t the AFM must be made fr guidance in relatin t the strategies available. Figure illustrates strategies which can be adpted. These strategies are fr demnstrative purpses nly, and d nt represent any specific aircraft s perfrmance. Befre determining a strategy, assess the lcatin f any bstacles and r terrain in the flight path and their lcatin relative t the end f the runway. It may be necessary t evaluate all three strategies t determine which ne will prvide the required bstacle clearance and permit the higher takeff weight. Typical cnsideratins are: Fr distant bstacles, cnsider an early clean up and acceleratin. Yu may find that a clean aircraft at max cntinuus thrust may climb better than an aircraft at takeff thrust with flaps extended. Fr relatively clse in limiting bstacles cnsider an extended secnd segment, especially if there are n further bstacles in the takeff flight path

21 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 21 Figure Secnd Segment Climb Strategies

22 22 CAAP 235-4(0): Engine Out SID (EOSID) and Engine Out Missed Apprach Prcedures 9.0 EOSID Prmulgatin 9.1 EOSID Validatin Cnsideratin shuld be given t cnducting a flight r a simulatr sessin t cnfirm flight crews ability t fly the special engine-ut departures. Obviusly this will depend upn the cmplexity f the EOSID. This validatin will help uncver any ptential prblems assciated with thse prcedures and cckpit wrklad cnsideratins, if they differ significantly frm the all-engine prcedures, r if terrain makes curse guidance questinable at the engine-ut altitudes. It shuld be emphasized that the purpse f such a validatin is nt t prve the validity f the perfrmance data, nr t demnstrate bstacle clearance but t cnfirm the fly-ability f the prcedure. Acceptable techniques used fr these flights include: Initiating the prcedure frm a lw pass ver the runway at cnfiguratins, speeds, and altitudes that represent takeff cnditins. Using a pwer setting n all engines calculated t give a thrust/weight rati representative f engineut cnditins r setting ne engine t flight idle. A CONFIRMATION FLIGHT WITH A SIMULATED ENGINE FAILURE AT V 1 IS NOT RECOMMENDED. 9.2 Pilt Infrmatin The develpment and implementatin f unique departure and g arund prcedures shuld be crdinated with the Flight Operatins department. Flight Crews shuld receive instructins, thrugh an apprpriate means, regarding these prcedures. Based n cmplexity, this culd be dne thrugh Flight Operatins Bulletins, revisins t selected Flight Crew manuals, takeff charts, Ntams r special grund r simulatr training. The peratr shuld advise flight crews f the fllwing: (This may be accmplished as a general plicy fr all airprts with exceptins stated as applicable, r specified fr each airprt). Hw t btain V-speeds cnsistent with the allwable weights, with particular attentin given t the effects f wind, slpe, Imprved Climb Perfrmance and cntaminants. The intended track with an engine failure. Sme peratrs have a standard plicy f flying runway heading after an engine failure; thers rutinely assume the all-engine grund track unless specifically stated therwise. In any case, the intended track shuld be apparent t the flight crew, and the failure at any pint alng the track shuld be taken int accunt. Speeds (relative t V 2 ) and bank angles t be flwn -- all-engines and engine-ut. The pints alng the flight path at which the flap retractin sequence and thrust reductin are t be initiated. Initial turns shuld be well defined. ("Immediate" turns shuld be specified with a minimum altitude fr initiatin f the turn r a readily identifiable lcatin relative t the runway in IMC r navigatinal fix) CASA Apprval CASA des nt individually apprve each EOSID that an peratr may have published in their manual. During scheduled audits r spt checks, CASA may request that the peratr demnstrate that the prcedure: Cmplies with all relevant regulatry requirements Cmplies with the AFM Is safe Prvides sufficient bstacle clearance Can be executed by flight crews f average skill Cntains the crrect and required infrmatin Fr this purpse CASA has develped a checklist as attached in Appendix 2, t prvide guidance during the design and acceptance f EOSIDs.