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Spooky 2
27th Jul 2015, 15:46
For those of you who are flying 4 engine equipment (747,340 or 380) are your company flight plans built around a 2 engine out diversion and drift-down scenario, or are you using one engine out data for these ETPs.

Spooky 2
28th Jul 2015, 10:04
Anybody??????

B-HKD
28th Jul 2015, 15:37
Looks like tech log is on a extended vacation.

Check your PM Spooky!

Intruder
29th Jul 2015, 02:02
YES! An "extended vacation" for 19 hours!

I've flown my 744 for 16+ hours in the past 2 days, so I haven't had time to log in to read or answer your question.

NO 2-engine driftdown data in the flight plans.

JammedStab
29th Jul 2015, 02:07
NO 2-engine driftdown data in the flight plans.

What about the FMC. I seem to remember an FCOM amendment that deleted this function.

DutchOne
1st Aug 2015, 13:12
Flying the 380. We only have one engine driftdowns, that were created for 2 engine aircrafts.

If I lose an engine I might have to descent a couple of thousand feet, but no ETP is needed for these levels.

Losing two engines obviously has a bigger impact. By calculating my max two engine out flight level I can check what escape is needed. In the worst case I use a decompression escape route.

Spooky 2
1st Aug 2015, 14:45
Okay thanks. My experience with anything greater than the two engine aircraft has been on the Tri motors and we always used a 2EO ETP. Since losing just one engine on say a 747, does not mandate a diversion and subsequent landing, I expected to see the 2EO ETP's for the Quads as well?

So what I'm hearing here is that all your ETPS are based on a 1EO scenario? I'm familiar with the decompression issues so my interest is limited to the simple loss of one engine, nothing more.:ok:

Bellerophon
4th Aug 2015, 01:22
Spooky 2

On a four-engined passenger jet I flew some years ago - fitted with triple INS but no FMCs - our company fuel plans always provided two-engines operating (2EO) data, as well as three-engines operating (3EO) data.

The data provided showed us, if flying on two or three engines, when we would gain (P-IN) or lose (P-NR) a particular airfield, rather than showing an ETP, but an ETP could easily be calculated.

I'm not sure how legible these scans will be, but here is some of the data from a LHR-YYZ flight in late 2003.


This chart shows 3EO data flags above the (random) track and 2EO data flags below the track

http://i303.photobucket.com/albums/nn142/Bellerophon_photos/3E%20%202E%20PNR%20Flags%20Copy%202.jpg (http://s303.photobucket.com/user/Bellerophon_photos/media/3E%20%202E%20PNR%20Flags%20Copy%202.jpg.html)


This is the same data in numerical form

http://i303.photobucket.com/albums/nn142/Bellerophon_photos/3E%20%202E%20PIN%20amp%20PNR.jpg (http://s303.photobucket.com/user/Bellerophon_photos/media/3E%20%202E%20PIN%20amp%20PNR.jpg.html)



This data gives the 3EO and 2EO fuel required from various waypoints on track

http://i303.photobucket.com/albums/nn142/Bellerophon_photos/3E%20%202E%20Fuel.jpg (http://s303.photobucket.com/user/Bellerophon_photos/media/3E%20%202E%20Fuel.jpg.html)


Best Regards

Bellerophon