Hi,

 

Does the FMC have the engine out drift down page?

 

Best regards,

Robin.

Hi,

 

Does the FMC have the engine out drift down page?

 

Best regards,

Robin.

 

I believe scandinavian18 (Kyle) demoed it in one of his video.... Could be mistaken, he might have just shown the FMC page for it. 

And what about engine out SIDs?

Since they differ from company to company I can imagine none being stored in the FMC.

 

But maybe one can create and save them....so they pop up after an engine failure during Take off?

 

 

And what about engine out SIDs?

 

No such thing as engine out SIDs.  There are engine out procedures, but they're not going to be in the system or anything.  If an engine goes out, you need to have your head up and addressing the issue, not head down stabbing around the CDU...

 

If you want to do this, put it in RTE 2, but really - head up, fly plane.  Don't be a slave to the magenta line.

There are engine out SIDs, but not many (usually found for airports with mountainous terrain where engine out can require an alternative escape route). They are aircraft type specific, and customized for the operator.

 

Best regards,

Robin.

 

 

They are aircraft type specific, and customized for the operator.

 

Right...

There are leprechauns, too, but only in storybooks, and only when there are rainbows.

 

(Hyperbolic metaphor to mean "in the sim world we all operate in, you're not going to get engine out SIDs unless you illustrate that storybook yourself, or pay someone to do it for you")

It was more at 777simmer. :smile:  The reason you state though is why you don't find them in AIPs.

 

Best regards,

Robin.

I know the wording is a bit weird (Engine Out Standard Instrument Departure) being there is nothing standard about loosing an engine

Maybe other airlines call them different....but over here we actually do call them EO SID.

 

They are stored under the last DEP page for each airport.

These routes are calculated by the performance guys so that you can be certain that you will clear all obstacles while accelerating and retracting flaps at the Engine Out (EO)clean up height (usually around 1000ft).

 

When an engine failure is sensed with flaps not retracted a message will appear (pop up) on FMC scratch pad telling you the EO SID for that runway is available.

The EO SID is drawn as white dotted line on the ND untill executed (becomes magenta) or erased.

 

So Engine Out at V1:

At Vr rotate

postive rate - gear up

confirm the problem

pilot not flying - "EO SID available"

Pilot flying - "execute" or "erase" (you have to choose!)

check Lnav engaged

 

Then you want to inform ATC that you are not following the cleared SID but are for example going straight out for 10nm (or whatever the EO SID is like)

 

There is no heads down stabbing other than pressing the execute button or erase LSK.

 

 

Too bad this is not simulated.

It is a wonderfull feature that makes life much easier.

 

Using route 2 is a possibility, but takes more button pushing and I agree should be delayed untill at least the memory items are taken care off.

 

Edit

Sorry guys, was typing the above up while you were responding.

I have seen the use of RTE2 for exactly as you describe - standard SID in RTE1 then if EO just switch to RTE2 that has the EO SID pre-programmed.

 

The problem with the EO SIDs is they are aircraft dependent. I guess it is too specific for the FS nav data suppliers to add.

 

Best regards,

Robin.

Just a heads up to anyone who wants to use EOSIDs / procedures / whatever...

 

[FAA Info]

As they're not published by the FAA, controllers are not required to know them, nor do they have access to them.  If you fly it, you should advise ATC of this fact because they won't know what you're doing.

 

Note the 'should.'  Fly the plane first, and communicate what you're doing ASAP.  Nobody will fault you for trying to save the plane.

[/FAA Info]

Just a heads up to anyone who wants to use EOSIDs / procedures / whatever...

 

[FAA Info]

As they're not published by the FAA, controllers are not required to know them, nor do they have access to them. If you fly it, you should advise ATC of this fact because they won't know what you're doing.

 

Note the 'should.' Fly the plane first, and communicate what you're doing ASAP. Nobody will fault you for trying to save the plane.

[/FAA Info]

Yes that is correct.

 

 

So when you select an engine failure to occur at V1 (if that is possible), the CDU scratch pad does not say anything?

 

What about Vnav.

during preflight on take off page 2 you should be able to enter the:

 

EO Acceleration Height (in example 1000ft)

Acceleration Height (in example 3000ft)

Thrust reduction Height (in example 1500ft)

 

With Vanv engaged after T.O. you get either the normal profile (1500/3000) or if an engine failure is senced the EO profile.

The EO profile will cause the aircraft to accelerate at (in my example) 1000ft AGL.

 

Could you try to test if it does that switch from normal to EO profile Kyle?

(the Vanv page would change to ACT VREF + 80 CLB (or similar) and the engines will remain in TO thrust rather than change to CLB in 1500ft)

 

(dont hurry with that though...it is past bedtime here :-) )

I think that is modelled. Certainly is in the NGX, but not sure if you have to tell it an engine failed for it to activate (been a while since I tried it).

 

Best regards,

Robin.

I think that is modelled. Certainly is in the NGX, but not sure if you have to tell it an engine failed for it to activate (been a while since I tried it).

 

Best regards,

Robin.

Really, the NGX does that...cool, never tried that.

thx

It has several features, including an auto-cutback altitude for noise abatement.

 

Best regards,

Robin.

To my understanding, EO SID is used whenever the airplane with an ENG OUT after V1 isn't able to clear Terrain if continue following on the SID. Its not part of the authority publiched SID like Robin had explained before but an operator option. Departure from 07L/R from Hong Kong being a typical example with Terrain rising to over 3000ft just south of the airport and straight ahead in 10nm, and EO SID which turns the airplane to the south over the sea at 8nm from ISR (07R ILS) and takes away the risk of turning too close the a hill. And I guess someone had used it before, so it is not as unreal as it seems. Airmanship wise there's no point to follow on the SID after ENG OUT to hit a hill, while EO SID give you a track away from terrain and you can use LNAV straight away, which effectively take off some workload from the pilots. ATC wise, an ENG OUT on a twin engine airplane most people will declare a May Day and do what you need to get the airplane back on the ground.

 

Some airport doesn't have EO SID and required pilots to manually steer the airplane away from terrain using HDG mode or will be able to continue on the normal SID after ENG OUT.

 

Just my too cents,

Mike