baobab72
4th May 2015, 18:54
Hi
Reading the contingency procedures in the NAT Doc 007 it is stated that in the event of a failure the plane should offset its track by 15nm.
The initial action should be turning at least 45 degrees possibly away from the OTS if flying the OTS or towards the enroute alternate if flying on a random route and then once at a distance of 10nm from the assigned track either descent or climb - if able - either 500 or 1000ft from the cfl based on if at or below Fl410 or above it.
From a practical standpoint following a let s say engine failure after controlling the airplane and starting the 45 degree turn, the driftdown altitude is dialled in while the current cfl is maintained until the driftdown speed is reached: at that point a descent to the driftdown altitude is initiated at the driftdown speed -FLC - Once beyond 15nm from the assigned track, a turn towards the enroute alternate can then be initiated.
Now should we start a 500/1000 ft descent once passing 10nm and then level off and then resume the descent once at the driftdown speed or mainatin the current altitude until the airplane slows down to the drift speed even beyond 10nm?
Second point: the 15nm offset rule, does it only apply when offsetting 180 degrees from the original track as it is the case when the original track is reversed? Cos normally i would establish the 45 degree turn right away and then once the direct route to the enroute alternate is established i will start turning right away towards it while maintaining the cfl until at least 10nm from the assigned track until the airplane slows down to the driftdown speed.
Thanks
Reading the contingency procedures in the NAT Doc 007 it is stated that in the event of a failure the plane should offset its track by 15nm.
The initial action should be turning at least 45 degrees possibly away from the OTS if flying the OTS or towards the enroute alternate if flying on a random route and then once at a distance of 10nm from the assigned track either descent or climb - if able - either 500 or 1000ft from the cfl based on if at or below Fl410 or above it.
From a practical standpoint following a let s say engine failure after controlling the airplane and starting the 45 degree turn, the driftdown altitude is dialled in while the current cfl is maintained until the driftdown speed is reached: at that point a descent to the driftdown altitude is initiated at the driftdown speed -FLC - Once beyond 15nm from the assigned track, a turn towards the enroute alternate can then be initiated.
Now should we start a 500/1000 ft descent once passing 10nm and then level off and then resume the descent once at the driftdown speed or mainatin the current altitude until the airplane slows down to the drift speed even beyond 10nm?
Second point: the 15nm offset rule, does it only apply when offsetting 180 degrees from the original track as it is the case when the original track is reversed? Cos normally i would establish the 45 degree turn right away and then once the direct route to the enroute alternate is established i will start turning right away towards it while maintaining the cfl until at least 10nm from the assigned track until the airplane slows down to the driftdown speed.
Thanks