Single Engine OPS

[BoeingOnFinal]

Earlier JAR-OPS and the new EU-OPS (1.240 (a)) states: "An operator shall ensure that operations are only conducted along such routes or within such areas, for which; (6) If single-engine aeroplanes are used, surfaces are available which permit a safe forced landing to be executed."

Now, flying VFR obviously makes this doable. Weather allows a good lookout for safe forced landings, and using VFR charts also allowes the route to be chosen accordingly, and every pilot should have this in their blood.

But how are these procedures regarding IFR and night OPS conducted? Any airline specific procedures to put forward?

[Deltabravowhiskey]

I have several thousand hours in the PC-12 in between Part 121 jobs.

During that period we established procedures similar to ETOPS, where we flight planned routes that permitted us to remain within glide range of airports along our flight path.

As you have probably figured by now, the higher we flew the more direct we could fly.

Also we modified our procedures for departures and climb out to insure we had glide back capability in the event of an engine loss.
1. +Rate = Gear up, Flaps up
2. Maintain Vx (approx 110 IAS/AOA 1.3Vs) = 1500 AGL
3. 1500-3000 AGL = Vy (approx 120 IAS/AOA 1.4-1.5Vs)
4. Resume optimum cruise climb speeds per manual above 3000 AGL

Profiles for GPS/RNAV approaches were done using the VNAV so that our decent was delayed and initiated to permit a constant rate 3 degree profile based on arriving over the threshold at 500 feet. This insured that all approaches could be completed to touchdown should the engine fail at ANY time during the approach with a requirement for adding some drag (gear only) once landing was assured.

ILS approaches flown to mins were done at min flaps(15) and gear delayed till the FAF. This insured that if the engine failed at anytime during the approach and you were on the glide all that was required was resuming clean config, (gear up, flaps up) until landing is assured. At approx 200 feet gear down and leave the flaps up for a no flap landing. The PC-12 could easily out glide an ILS so as long as you remained on the glideslope clean you would in fact make the runway with the addition of drag (slip or gear).

DB

[BoeingOnFinal]

Splendid DBW, thank you very much for detailed information!

Are ATC understandable to these procedures? How would you go about if you where required to fly away from an aerodrome while maintaining an altitude due traffic or other restrictions, thus lacking the availability to glide safely back?
I have not seen these requirements implemented in national regulations here in Norway, are these precautions required to be followed when operating privately or when training at an FTO?

Required or not, doing so is of course good airmanship and essential for safety.