COMPANY OPERATIONS MANUAL PART C Flashcards
5.1.2 Regulated Take-Off Weight (RTOW) The regulated take-off weight (RTOW) charts/ tables, which are based on ___, give the allowable take-off weights for a range of winds and temperatures.
the take-off procedure-engine failure recognition at V1
All Take-offs will normally be bleeds off take-offs with APU off. Line-up correction is taken into account in the ___
RTOW Calculation.
5.2.1 Improved Climb Performance (ICP) On runways where the field length limited weight is higher than the climb limit or obstacle limit weight, it is allowable to increase the ___ in order to improve climb performance. The improvement in climb performance permits an increase in the permitted regulated take-off weight.
V2 speed
5.2.2 Turn Procedures Turn procedures are used to avoid restrictions on take-off weight due to:
- Limiting obstacles in the one-engine-inoperative take-off flight path.
- Limiting obstacles in the all-engines-operating take-off flight path.
5.3 Enroute Climb Limitations 5.3.1 En-route Obstacle Clearance The drift-down procedures require the airplane to cross mountainous terrain at a true altitude which is high enough to permit, in case of an engine failure, a descent to the drift down altitude observing a terrain clearance of
2000 ft.
5.3 Enroute Climb Limitations 5.3.1 En-route Obstacle Clearance
For each routing considered, a point is established beyond which, in case of engine failure, the airplane will drift down on its course, but will turn back if the failure occurs before that point. To cover navigational errors, a margin of ___ has been allowed for locating the critical point.
+10 NM
5.3.2.1 En-route Depressurization and drift down procedures
In case of an engine failure inflight, the remaining thrust is no longer sufficient to balance the drag force and to maintain an adequate cruise speed and hence, forcing the airplane to descend to a lower altitude, depending on weight and altitude at the time of failure. Aircraft can thus level off at an altitude where
available thrust equals required thrust.
5.3.2.1 En-route Depressurization and drift down procedures
As required by regulations, during a drift down, the net flight path must clear terrain by minimum 2000 ft and after level-off by minimum ___
1000 ft.
5.3.2.1 En-route Depressurization and drift down procedures
At the initial cruise altitude, the rate of oxygen in the air is insufficient to allow crew members and passengers to breathe normally. Installation of a supplemental oxygen system is therefore required, which will give sufficient time for the crew to perform an emergency descent to an altitude low enough that ___
supplemental oxygen is no longer required.
a. Escape Routes
Escape routes are developed based on the more restrictive of the drift down or loss of pressurisation scenarios. In most transport category jet aircraft, ___ will define the escape route requirements.
the loss of pressurisation case
e. Escape Route and Escape Route profile
An escape route defines the track to be flown in the event of an emergency. It starts at the escape fix and will terminate either at a diversion aerodrome or when
the MOCA is at or below 10,000’.
e. Escape Route and Escape Route profile
This profile must ensure that 13,000’ can be safely achieved prior to exhaustion of the emergency oxygen supply and that further descent to 10,000’ or lower occurs within
30 minutes of oxygen supply exhaustion.
5.3.2.1.2 Drift Down
Drift Down is
a maximum thrust/minimum rate descent necessitated by an engine failure in a multi-engine aircraft in the latter stages of climb or during cruise when an aircraft cannot maintain its current altitude and terrain clearance.
5.3.2.1.2 Drift Down
An engine failure occurring above OEl service ceiling will therefore necessitate a descent and in most cases a Drift Down procedure will be followed.
By definition, the OEl Service Ceiling is:
the altitude to which, following the failure of an engine above the one engine inoperative service ceiling, an aeroplane will descend to and maintain, while using maximum available power/thrust on the operating engine and maintaining the planned OEl speed.
A320/A321
FCOM guidance on One Engine Inoperative (OEI) descent and cruise strategy
Approx increase in fuel consumption compared with both engines operative:
+33 %
Once the obstacle clearance is achieved, further descent to lower altitude is possible which will help flying faster and reach a suitable airport, as available thrust will increase. Also cruising with green dot speed, increases
the climb capability over time due to fuel burn and becoming lighter.
