Originally Posted by
StudentKaro
Hello AV Friends
Problem in understanding - according to EASA and common law.
Question: (Twin JET) In case of one engine out go around - what is acceptable to law acceleration altitude for flap retraction?
Second question: (After take off engine failure, 2eng jet) What is the point that you must execute special engine out procedure or continue SID.
Thank you for pointing exact values and DOC where can find about above.
Cheers,
Q1) Check DOC 8168 section 6 (if memory serves… don’t have it with me right now).
We discussed the OEI GA ACC alt several times on the prune over the past few years. Try a search and you should find loads of valuable posts.
Bottom line is you can start the acceleration when you comply with the requirements of the Final Segment. Usually airlines don’t bother and to keep it simple will just ask You to start the level acceleration once above MSA/GA ALT/MRVA whatever is lower. In some places like France you will find it written on approach charts, I.e. do not start level acceleration below XXXX feet.
Q2) Diversion point. That has to be evaluated by your perf-tech people. If nothing is written then once past the last common point EOSID and SID just follow what you are currently flying, I.e. engine out after the last common point keep flying the SID. Before fly the EOSID. You can’t deviate from the SID to rejoin the EOSID below MSA (especially in IMC) again unless your operator tells you to do it as they have evaluated the terrain.