Hi I was looking at the PIC Emergency Procedure Manual. It stated that after an engine failure you should climb out on a straight path. Does this mean you ignore the SID even if it requires an immediate turn to the left? Also during the departure briefing where does the captain obtain the safety altitude he mentions in the briefing, is it from the approach charts? And 1 last question, does the captain perform the briefing his own way or is there a specific airline format for that? Thank You. :-)

The short answer is: it depends. Some airports have Engine Out (EO) departures, but not necessarily. The departure to be flown with an engine out should be covered in the briefing. You obviously don't want to climb straight ahead if there are obstacles in front of you. Generally, you're going to want to follow the SID until you have the problem squared away and can talk to ATC. Remember: FLY THE AIRPLANE FIRST, deal with the emergency, and contact ATC when you can.As far as departure briefings go, each airline typically has their own format, but generally it will cover the departure runway and procedure, who will be flying the leg, rejected takeoff procedures, initial heading and climbout altitude, flaps settings and takeoff power, and return to airport procedures.Jon (KSEA)

Let me expand a bit on what Jon said.In additional to determining engine-out takeoff distance, an operator is required to demonstrate engine out obstacle clearance to a safe height, normally 1,500 ft., above the ground and to a point where the aircraft has been reconfigured for the enroute configuration. Engine-out flight path charts and climb gradients are provided by the manufacturer. Using these, an airline's performance engineering department analyzes obstacles from the end of the runway out along and 600 feet either side of the takeoff flight path The engine out flight path is compared with the obstacles to ensure required obstacles clearance. If at all possible, the path is constructed "straight-out", however this is not possible at all airports, for example KSFO. In this case, a "special engine-out departure procedure" is established. This procedure may include turns, non-standard level off altitudes, and routes to holding pattern where the aircraft can safely handle the emergency. Different formats are used to present these procedures. They vary from written instructions on the takeoff performance worksheet (TWA) to computerized dispatch release forms (UAL) to Jeppesen 10-7 plates (UAL & NWA). A SID, Departure Procedure, or ATC instruction for takeoff assume normal aircraft performance. If an engine fails on takeoff a pilot is expected to follow any special engine out procedure and non-standard level off altitudes. Since this is considered an emergency procedure, it overides any ATC instructions or clearance. Briefings are usually specifed by the airline and close watched by the FAA for compliance. If an engine-out turn procedure is required to address an engine failure, it should be briefed. Rich

A typical briefing would go "Left seat departure, standard callouts and procedures, any problem before 80, we'll reject, between 80 and V1, we'll reject for power loss, fire or flight controls, after the reject, tell the people to stay seated and advise the tower. After V1, we'll deal with it in the air. Special off of 22R is runway heading to 200, if engine loss prior to 400, right turn to 250, accel height is 598. Otherwise on the Newark Seven, runway up to 200, left 190 until the 2.3 then right 220, first stop five thousand. Any questions?"

Just to add my five cents worth on my recent endorsement C525 was to maintain rwy hdg to 1500agl clean the a/c and accelerate BEFORE any turn,radio call etc. Same proc as king air and most a/c.