FAA Requirements for Engine-out Procedures and …

1 federal AviationAdministration1 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 FAA Requirements forEngine-out Procedures and obstacle ClearancePresentation to: CAAC Engine-out Procedures SeminarName: Chuck FriesenhahnFlight Standards Senior Advisor, Advanced Technology Date: 11/29/2005 Applicable Directives Part Takeoff path Part Takeoff distance / takeoff run Part Takeoff flight path Part Climb:one- engine inoperative Part Airplanes: Turbine engine powered: Takeoff limitations Advisory Circular AC-120 OBSF ederal AviationAdministration2 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 Part Takeoff path The takeoff path extends from a standing start to a point in the takeoff at which the airplane is 1,500 feet above the takeoff surface, or at which the transition from the takeoff to the en route configuration is completed and VFTOis reached, whichever point is higherFederal AviationAdministration3 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov.

2 2005 Part Takeoff distance/takeoff run Generally, takeoff distance is the horizontal distance along the takeoff path from the start of the takeoff to the point at which the airplane is 35 feet above the takeoff surface Generally, takeoff run is the horizontal distance along the takeoff path from the start of the takeoff to a point equidistant between the point at which VLOFis reached and the point at which the airplane is 35 feet above the takeoff surfaceFederal AviationAdministration4 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 Part Takeoff flight path The takeoff flight path shall be considered to begin 35 feet above the takeoff surface at the end of the takeoff The net takeoff flight path data must be determined so that they represent the actual takeoff flight at each point by a gradient of climb equal to for two- engine airplanesFederal AviationAdministration5 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov.

3 2005 Part Climb: One- engine -inoperativeFor two- engine airplanes-------- With landing gear extended,..the steady gradient of climb must be positive With landing gear retracted,..the steady gradient of climb may not be less than percent At the end of the takeoff path,..the steady gradient of climb may not be less than percent federal AviationAdministration6 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 Part Airplanes: Turbine engine powered: Takeoff limitations May not takeoff at a weight greater than that listed in the Airplane flight Manual Accelerate-stop distance must not exceed the length of runway plus anystopway Takeoff distance must not exceed the length of runway plus any clearway The takeoff run must not be greater than the length of the runwayFederal AviationAdministration7 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov.

4 2005 Part continued Takeoff flight path must clear obstacles by at least 35 feet vertically, or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet after passing the airport boundaries It is assumed that the airplane is not banked before reaching a height of 50 feet, and maximum bank is not more than 15 degrees thereafterFederal AviationAdministration8 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 Basic Requirement Aircraft certificated under Part 25 and operated under Part 121 of the federal aviation Regulations must be able to takeoff and climb at or ( :1) gradient with one engine inoperative (OEI) Maximum takeoff weight (MTOW) is sometimes reduced (fewer passengers, less cargo, or fuel) to climb in compliance with Parts 25 and 121 and safely avoid obstacles if an engine failsFederal AviationAdministration9 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov.

5 2005 Draft Advisory Circular AC-120 OBSA irport obstacle Analysis Currently FAA deals with obstacles affecting Part 25 and 121 OEI Requirements through approval of air carrier departure Procedures Procedures vary by airline and aircraft, depending each particular type and configuration Many carriers follow guidance in Draft AC-120 OBS Airport obstacle Analysis federal AviationAdministration10 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 Draft AC-120 OBS Advisory Circular (AC) describes acceptable methods andguidelines for developing takeoff and initial climb-out airport obstacle analysesand in- flight Procedures to comply with the intent of the regulatory requirementsof Title 14 of the Code of federal Regulations (14 CFR) , , , , and and other associated one- engine -inoperative Requirements relating to turbine engine powered airplanes operated under parts 121 and 135.

6 The methods and guidelines presented in this AC are neither mandatory nor the only acceptable methods for ensuring compliance with the regulatory sections. Operators may use other methods if those methods areshown to provide the necessary level of safety and are acceptable to the federal aviation Administration (FAA). This AC need not serve as the sole basis for determining whether an obstacle analysis program meets the intent of the regulations. However, the methods and guidelines described in this AC have been derived from extensive FAA and industry experience and are considered acceptable to the FAA when appropriately used. federal AviationAdministration11 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov.

7 2005 Draft AC-120 OBS continued Sets forth an area of obstacle accountability for a safe OEI departure path Departure Procedures provide aircraft trajectoriesto safely avoid obstacles Includes provisions for minor turns to safely avoid obstacles Primary Operations Inspectors (POI) review departure Procedures and approve as part of a carrier s operations specificationsFederal AviationAdministration12 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 Straight-Out DeparturesFederal AviationAdministration13 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 Turning DeparturesFederal AviationAdministration14 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov.

8 2005 Managing Proposed Obstructions The FAA conducts aeronautical studies and determines possible adverse impact upon the safe and efficient use of navigable airspace by proposed structures, considering: Impact on departure Procedures for aircraft operating under VFR, and IFR Impact on existing and planned airports Cumulative impact from proposed structure and other existing or proposed structures FAA issues a determination of presumed hazard, no hazard, or hazard federal AviationAdministration15 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 obstacle Evaluation ProcessFederal AviationAdministration16 FAA Requirements for Engine-out Procedures and obstacle Clearance29 Nov. 2005 The FAA is authorized to require notice of Proposed construction, and conduct Aeronautical Studies.

9 The FAA cannot approve or deny construction based on the outcome of the study. What constitutes a hazard to air navigation? Exceeds obstruction standards, Part 77, Objects Affecting Navigable Airspace Has an adverse impact as outlined in FAA Order , causes electromagnetic interference, or significant amount of flight operations affectedFAA ORDER Chapter 66-3-3. DETERMINING ADVERSE EFFECT A structure is considered to have an adverse aeronautical effectif it first exceeds the obstruction standards of part 77, and/or is found to have physical or electromagnetic radiation effect on the operation of air navigation facilities. A proposed or existing structure, if not amended, altered, or removed, has an adverse effect if it would: a)Require a change to an existing or planned IFR minimum flight altitude, a published or special instrument procedure, or an IFR departure procedure for a public-use airport.

10 B)Require a VFR operation, to change its regular flight course or altitude. This does not apply to VFR military training route (VR) operations conducted under part 137, or operations conducted under a waiver or exemption to the CFR. c)Restrict the clear view of runways, helipads, taxiways, or traffic patterns from the airport traffic control tower cab. d)Derogate airport capacity/efficiency. e)Affect future VFR and/or IFR operations as indicated by plans onfile. f)Affect the usable length of an existing or planned runway. 6-3-4. DETERMINING SIGNIFICANT VOLUME OF ACTIVITY The type of activity must be considered in reaching a decision on the question of what volume of aeronautical activity is "significant." For example, if one or more aeronautical operations per day would be affected, this would indicate regular and continuing activity, thus a significant volume no matter what the type of operation.