Eng Out Driftdown and ETOPS diversion on 777
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Eng Out Driftdown and ETOPS diversion on 777
Hi all. I have a question. Mainly with regards FMC manipulation on the 777 during an engine out in the cruise and the subsequent diversion during ETOPS.
OK so we are in the cruise and an engine fails. (LNV and VNAV Path). Whats more correct ?
Scenario 1
Initially Select ENG OUT CRZ
Set ENG OUT ALT on MCP
Execute
Now we drift down slowly sorting out the problem and then decide to divert to our ETOPS alternate. Now we select the company ETOPS speed eg (300/.84) on the ACT EO D/D page.
The aircraft now descends at 300/.84 to MCP selected ALT.The required Alt however on the FMC should be lower than what was previously selected on the MCP for the driftdown.) Do we read the revised Alt off the now updated 300/.84 ACT EO D/D page ?
When we level off at this altiude the ACT EO CRZ is displayed giving us the recommended level at this speed.
and I understand all predictions in terms of time and fuel are accurate.
Scenario 2
When the Engine fails we enter defined engine out company defined ETOPS speed eg 300/.84 on the speed line and execute the E/O D/D page.
The aircraft is in more of a " hurry " to get where it needs to. Obviously we sort the problem out and then divert. Now as we level off at 300/.84 at the level indicated on ACT EO CRZ page we simply divert at this speed.
( Question will the thrust reference be MCT in this case ?)
or is there Scenario 3 ?
Just curious , obviously ignore terrain driftdown strategy and special enroute contingency procedures like across the North Atlantic. Just assume a plain ETOPS enviroment. What actually is closest to the Etops rules ??
Again only FMC manipulations , not paper graphs Bla bla.
Thanks
OK so we are in the cruise and an engine fails. (LNV and VNAV Path). Whats more correct ?
Scenario 1
Initially Select ENG OUT CRZ
Set ENG OUT ALT on MCP
Execute
Now we drift down slowly sorting out the problem and then decide to divert to our ETOPS alternate. Now we select the company ETOPS speed eg (300/.84) on the ACT EO D/D page.
The aircraft now descends at 300/.84 to MCP selected ALT.The required Alt however on the FMC should be lower than what was previously selected on the MCP for the driftdown.) Do we read the revised Alt off the now updated 300/.84 ACT EO D/D page ?
When we level off at this altiude the ACT EO CRZ is displayed giving us the recommended level at this speed.
and I understand all predictions in terms of time and fuel are accurate.
Scenario 2
When the Engine fails we enter defined engine out company defined ETOPS speed eg 300/.84 on the speed line and execute the E/O D/D page.
The aircraft is in more of a " hurry " to get where it needs to. Obviously we sort the problem out and then divert. Now as we level off at 300/.84 at the level indicated on ACT EO CRZ page we simply divert at this speed.
( Question will the thrust reference be MCT in this case ?)
or is there Scenario 3 ?
Just curious , obviously ignore terrain driftdown strategy and special enroute contingency procedures like across the North Atlantic. Just assume a plain ETOPS enviroment. What actually is closest to the Etops rules ??
Again only FMC manipulations , not paper graphs Bla bla.
Thanks
