Page 26 - April24T

Standard Aero
https://factorydirect.com
best route to avoid obstacles and terrain. You should look at and plan for these even in VFR conditions, as this will provide you with the safest route in an emergency situa- tion. Last week, I was flying out of Eagle, CO and cleared for the BEVVR 1 RNAV Departure. ForeFlight offered two engine-out departure procedures for runway 25. The first is “Straight out.” Interesting as that sounds, it is not even an all-engine departure option due to the mountain off the departure end of the runway. The next EOP mirrored the BEVVR 1 SID, except for the climb in the holding pattern.
Maintain runway heading until DER. Then turn left direct COPER.
Then on track 264 to HNDES.
Then on track 308 to BEVVR.
Then on track 003 to APRES.
Climb in holding pattern at APRES, right turns, 5 NM legs, 003 inbound course.
This routing curves around the mountain, off the depar- ture end of the runway, just as the SID does. The difference between the “Straight out” fly over the mountain and the fly around the mountain is the Maximum Allowable Takeoff Weight (MTOW). The “Straight out” allows for an MTOW of 35,087 lbs. The circuitous routing allows for an MTOW of 39,898 lbs. That’s an extra 4,811 lbs. of fuel. This additional fuel allowed me to fly non-stop to the East Coast rather than stopping at Denver to top off. (For reference, the Structural MTOW for the Challenger is 48,200 lbs.) Many other airports, such as Aspen, Rifle, Jackson Hole, and Boyne Mountain KBFA offer similar OEI departure procedures.
In the simulator training world, most engine-out depar- tures commence with engine failure at V1. As a simulator instructor, I was privileged to train divergent procedures to pilots for a large Part 135 company. Advisory Circular 120-91A states: “Consideration should be given to the pos- sibility of an engine failure occurring after passing the point at which the OEI track diverges from the normal departure track. Judicious selection of this point would simplify the procedure and minimize the difficulty of this analysis. This is generally achieved by keeping the two tracks identical for as far as is practical”. For our simulator training session, we would assign the clients to fly a SID with a departure procedure to the right or northeast and provide them with an OEI procedure with a turn to the left or northwest. In- stead of initiating an engine failure at V1 speed while on the runway, we would allow the crew to fly the SID, fail an engine a few hundred feet in flight, and then watch what they would do. Most of the pilots stayed on the assigned SID, and this worked most of the time. Considerations need to be given to how much altitude they gained, how steep the climb gradient on the SID is, and any potential obstacles between the airplane’s present position and the OEI track. This is another reason for keeping the tracks as near as practical.
While there is no official requirement to analyze OEI missed approaches or rejected landings, the FAA states that it may be prudent to do so under some conditions.
24 • TWIN & TURBINE / April 2024