Joined: 11 Dec 2005
|Posted: Sun Mar 05, 2006 12:56 pm Post subject: Turning Departures
2.3.1 When a departure route requires a turn of more than 15°, it is called a turning departure. Straight flight is assumed until reaching an altitude/height of at least 120 m (394 ft). Procedures normally cater for turns at a point 600 m from the beginning of the runway. However, in some cases turns may not be initiated before the DER (or a specified point), and this information will be noted on the departure chart.
2.3.3 No provision is made in this document for turning departures requiring a turn below 120 m (394 ft) above the elevation of the DER.
However, in the event of an emergency, the following Contingency procedures apply:
188.8.131.52 These procedures assume that all engines are operating.
1.2 OPERATOR’S RESPONSIBILITY
1.2.1 Contingency procedures
Development of contingency procedures, required to cover the case of engine failure or an emergency in flight which occurs after V1, is the responsibility of the operator, in accordance with Annex 6............ Where terrain and obstacles permit, these procedures should follow the normal departure route.
This then refers you to the rules under which you operate (JAR-OPS or FAR-121 etc) For example, JAR-OPS permits a lower altitude which could be applied for Contingency Procedures.
JAR-OPS 1 Subpart G
JAR–OPS 1.495 Take-off obstacle clearance (Performance Class A)
Track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the take-off run available. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled;
JAR–OPS 1.535 Take-off Obstacle Clearance – Multi-Engined (Performance Class B) Aeroplanes
(1) The take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required by JAR–OPS 1.530(b) and ends at a height of 1500 ft above the surface;
(2) The aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface, and that thereafter the angle of bank does not exceed 15°;
JAR–OPS 1.570 Take-off Obstacle Clearance (Performance Class C)
(b) The take-off flight path must begin at a height of 50 ft above the surface at the end of the take-off distance required by JAR–OPS 1.565(b) or (c) as applicable, and end at a height of 1 500 ft above the surface.
(d) When showing compliance with subparagraph (a) above, track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. Thereafter, up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled.
DEFINITIONS OF JAR-OPS Performance Classifications A, B, C :
JAR–OPS 1.470 Applicability
(a) An operator shall ensure that multi-engine aeroplanes powered by turbopropeller engines with a maximum approved passenger seating configuration of more than 9 or a maximum take-off mass exceeding 5 700 kg, and all multi-engine turbojet powered aeroplanes are operated in accordance with Subpart G (Performance Class A).
(b) An operator shall ensure that propeller driven aeroplanes with a maximum approved passenger seating configuration of 9 or less, and a maximum take-off mass of 5700 kg or less are operated in accordance with Subpart H (Performance Class B).
(c) An operator shall ensure that aeroplanes powered by reciprocating engines with a maximum approved passenger seating configuration of more than 9 or a maximum take-off mass exceeding 5700 kg are operated in accordance with Subpart I (Performance Class C).
(d) Where full compliance with the requirements of the appropriate Subpart cannot be shown due to specific design characteristics (eg supersonic aeroplanes or seaplanes), the operator shall apply approved performance standards that ensure a level of safety equivalent to that of the appropriate Subpart.