EFATO profile/routing
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Join Date: Jan 2007
Location: Up North UK
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EFATO profile/routing
Thanks for the comments on Straight Ahead/Runway Heading ; here's another one for you ...
Each operator (airline) has a published profile/routing - for every runway that they use - that pilots are expected to follow in the event of suffering an engine failure at take-off, this is designed to guarantee (?) the required separation from terrain and obstacles. Under JAR-OPS this has to have a 'termination' ie, an end-point, usually a holding racetrack (which may or may not be a published procedure).
Q: Does a controller's training or briefing include any information on what this may entail, ie what some/many operators train/expect crews to do in the unlikely event? For example, there is a 'standard' Engine Failure Procedure employed by many operators that says something like "Climb straight ahead to 1500ft aal or so and then turn back to the Missed Approach or Intermediate Approach holding fix for the runway in use; this might be overhead the airfield or above the final approach track. We are supposed to obtain ATC clearance before making this turn (or ask for radar vectors) - but in a non-radar environment we have to fly the procedure and turn back towards traffic that is on the approach or going around! Gulp!
Each operator (airline) has a published profile/routing - for every runway that they use - that pilots are expected to follow in the event of suffering an engine failure at take-off, this is designed to guarantee (?) the required separation from terrain and obstacles. Under JAR-OPS this has to have a 'termination' ie, an end-point, usually a holding racetrack (which may or may not be a published procedure).
Q: Does a controller's training or briefing include any information on what this may entail, ie what some/many operators train/expect crews to do in the unlikely event? For example, there is a 'standard' Engine Failure Procedure employed by many operators that says something like "Climb straight ahead to 1500ft aal or so and then turn back to the Missed Approach or Intermediate Approach holding fix for the runway in use; this might be overhead the airfield or above the final approach track. We are supposed to obtain ATC clearance before making this turn (or ask for radar vectors) - but in a non-radar environment we have to fly the procedure and turn back towards traffic that is on the approach or going around! Gulp!
Join Date: Jul 2001
Location: Fort Worth ARTCC ZFW
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In the US all we can go on is experience... We get NOTHING in the way of real training on the aircraft types much less what the companies like to do...
regards
Scott
regards
Scott
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Much the same in the UK. I have had some experience of discussing the issues with crews during our regular emergency training but we don't have knowledge of individual operators' procedures. That said, I think it is fair to say also that we are pretty well trained to handle whatever comes our way.
And when it does go all wrong, all you have to do is call and tell us what you are going to do (whether that's exactly what your Ops Manual says or not) and we'll do everything we can to help and keep other traffic out of the way.
And when it does go all wrong, all you have to do is call and tell us what you are going to do (whether that's exactly what your Ops Manual says or not) and we'll do everything we can to help and keep other traffic out of the way.
