Operations in Mountainous Terrain

8/9/2019 Operations in Mountainous Terrain

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FLIGHTOPERATIONS

ENGINEERING

For Training Purposes Only © Copyright 2009 Boeing

Operations in Mountainous TPart 1: Intro & Terrain D

Phil CaloraPerformance Engineer Operations Co

Boeing Commercial AirplanesMarch 2009




Issues with Mountainous Terrain

• Engine Failures – Airplane cannot maintain cruise altitude – Airplane must descend to some achievable level off altitude – Airplane must meet regulatory terrain clearance

requirements in pre-flight planning

• Cabin Depressurization – Mountainous terrain may prevent immediate descent to a

safe altitude – Pilots and Passengers require oxygen until a safe altitude

can be reached (10,000 feet) – Airplane oxygen supply must meet the regulatory

requirements for both Crew and Passengers

• Must provide the Pilots with pre-flight dispatch planning to getthe passengers and airplane safely to an airport




Goals

• Understand the basic concepts of Driftdown andDepressurization/Emergency descents over terrain

• Understand the Part 25 & 121 Regulations involved

• Understand the different types of data Boeing hasavailable and the assumptions involved with the data

• Understand the types of oxygen systems available onBoeing airplanes

• Understand difference between dispatch and operationaldata

• Understand the importance of choosing the correctoxygen system

• This course can’t cover every issue involved in a detailedanalysis

• It will give you an understanding of the issues andanalysis process




Sources of Terrain Data




Terrain Elevation Sources

• Flight Planning Service - Route profile

• Jeppesen High Altitude Charts

• Jeppesen Low Altitude Charts

• Governmental Terrain Charts

• Operation Navigational Charts (ONC)

• Tactical Pilotage Charts (TPC)

• United States Geological Survey (USGS) - ShuttleRadar Topography Mission (SRTM) DigitalElevation Model, typically used by Boeing




Jeppesen Low Altitude Chart

The Minimum Enroute Altitudeis the minimum altitude to clearall obstacles within +/- 5 statutemiles of the route by at least2000 feet and also assuresacceptable navigational signalcoverage.

MEA = 18,000 ft

Grid MO

The Grid M Altitude is to clear all grid area by

19 6

17 7

11 318 1

22 3

22 3




Jeppesen Low Altitude Chart

The Minimum ObstructionClearance Altitude (MOCA) isthe lowest published altitudebetween radio fixes on VORairways, off-airway routes, orroute segments which satisfyobstacle clearancerequirements between the fixesspecified. It is followed by a ‘T’when specified (13500T).

The Minimum Altitude (MORAaltitudes which required clearanlocated within 1route segment.

by an ‘a’ when (17900 a ) – it iMOCA

MOCA = 13,500 ft

MORA = 17,900 ft




Jeppesen High Altitude Chart

19 6

22 3

Only MEAs which are higherthan the floor (usually FL180 – FL220) of the upper airspaceare depicted.

11 3




USGS Shuttle Radar Topography Mission(SRTM)

• Free Digital ElevatioModel (DEM)

• http://srtm.usgs.gov/

• Available in 1- and 3second resolutions,depending on regionthe world

• Based on Space Shuradar data from Febrof 2000

• This is the method uby Boeing for terrainanalysis




Sample Terrain

Bueno

Panama City

Panama City (PTY)to

Buenos Aires (EZE)

Lookup Terrain using:•Grid MORA•SRTM Digital Elevation Model




Grid MORAPanama City

45

14 74

10 51

53

26 17 9

19 6




Route Terrain Definition

0

5

10

15

20

25

30

0 500 1000 1500 2000 2500

Distance from Panama City (Nm)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t

S(



FLIGHTOPERATIONS

ENGINEERING


Operations in Mountainous TPart 2: Engine-Out Driftd






Agenda

• Description

• Part 25 Regulations

• Driftdown Profiles

• Driftdown Performance Sources

• Part 121/JAR-OPS Regulations

• Analysis Flow Chart

• Sample Analysis

• Additional Information




Engine Inoperative Effect on Thrust, Dragand Climb Capability

Climb Capability( θ ): sin( θ ) = T – D

W

V e l o c i t y

Weight

L i f t

T h r u s t

D r a g

All Engines Operating

Thrust > DragPositive Climb Capability

W

D r ag *

Thrust < DNegative Climb C

Descend Until Thrus

Engine Ino

*Increment included forcontrol, windmilling,and spill age drag




Driftdown Scenario

Engine fails

Set MCT thrus t

Maintain levelflight, decelerate todriftdown speed

Maintain driftdownspeed

Positive Climb Capabil

Thrust >= Drag > Thrust




Reference of Applicable Regulation

Airplanes: turbine engine powered: En route limitations: two engines inoperative121.193

Airplanes: turbine engine powered: En route limitations: one engine inoperative121.191

En route Flight Paths25.123

Federal Aviation Regulations (FAR)

En-route – Aeroplanes with three or more engines, two engines inoperativeJAR-OPS 1.505En-route – One engine inoperativeJAR-OPS 1.500

En route Flight Paths25.123

Joint Aviation Requirements (JAR)

Two power-units Inoperative (applicable only to aeroplanes with four power-units).4.2

One power-unit Inoperative4.1

ICAO, Annex 6, Part 1, Attachment C




Regulations:Net Flight Path (FAR/JAR 25.123)

• Defines manufacturer supplied enroute flight path data

• The actual (gross) enroute flight path must be calculated in the most conseairplane configuration

• Consumption of fuel and oil during driftdown is included• The net flight path data is the actual performance diminished by the follow

gradients:

Net driftdownflight path*

Gross driftdownflight path

4 Engine Airplanes

3 Engine Airplanes

2 Engine Airplanes

1.6 %

1.4 %

1.1%

1 Engine Inoperative

0.5 %

0.3 %

-

2 Engines Inoperative

Enroute Gross to Net Gradient Reduction




Sources of Engine Inoperative Flight PathData

• Boeing provides many sources of Engine Inoperative flight pathdata – Airplane Flight Manual (AFM) – Flight Planning and Performance Manual (FPPM) – Operations Manual – Performance Inflight Section (PI) – Operations Manual – Performance Dispatch Section (PD) – Boeing Performance Software (BPS)

• These various sources contain different types of data – Gross vs. Net – Low Speed (certified) vs. High Speed Drag Polars

• The certified net flight path data must be used for engine-inoperative terrain clearance dispatch planning (Part 25)




Regulatory vs. OperationalEngine Inoperative Flight Path Data

Flight TestData

Apply RequiredGradient

Decrement

AFM CertifiedEnroute Data

(FAR/JAR 25.123)

Available inPaper AFM’sand AFM-DPI

High Speed DPolar

No GradientDecrement

Actual (gross)Enroute

PerformanceData

Available inOps Manual(PI Section)

OptimumDriftdown Speed

Optimum ClimbSpeed (Picked by

Manufacturer)

BoeingPerformance

Software (BPS)

FPPM Charts, OM (PD)• Net Level Off Weight• Driftdown Profiles

Low Speed(Certified) Drag Polar

Regulatory/Dispatch Operation




Engine Inoperative Terrain Clearance:Net Data for Dispatch

Boeing Perform• Gross/Net Dr• Any speed• Any gradien• Low Speed o

Polar

Ai rplane Fligh t Manual:• Enroute Climb Speeds – 1 and 2 engines inoperative• Enroute Climb Gradients – 1 and 2 engines inoperative• Enroute Climb Weights – 1 and 2 engines inoperative

Available in paper AFM charts and AFM-DPI

Flight Planning and Performance Manual (FPPM):• Net Level Off Weigh t Chart• Driftdown Profil es Net Fligh t Path




0

5

10

15

20

25

30

35

40

0 50 100 150 200 250 300 350

Distance (Nm)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t )

Gross versus Net Flight Path

Initial GW = 70,000 kg

Initial GW = 50,000 kg

• 73• St• Op• M

32,670 ft

27,880 ft

Gross PerformanceNet Performance




Low Speed vs. High Speed Drag Polar

0

5

10

15

20

25

30

35

40

0 50 100 150 200 250 300 350 400

Distance (Nm)

P r e s s u r e

A l t i t u d

e ( 1 0 0 0 F e e

t )

5055

60

Initial Gross Weight (1000 kg)

• 737

• Sta• Op

High Speed Drag Polar Low Speed Drag Polar

The low-speed polar level off height may not always be below thehigh-speed polar level off height for all airplanes and conditions.




Driftdown Speed Comparison

0

5

10

15

20

25

30

35

40

0 50 100 150 200 250 300 350 400

Distance (Nm)

P r e s s u r e

A l t i t u d e (

1 0 0 0 F e e

t )

OptimuLRC

Driftdown S

• 73• St• Ne• M• 60




ETOPS Area of Operation for VariousDescent Speeds

Optimum Drift1100 Nm

LRC1125 Nm

330 KIAS1215 Nm

737-7

180-MInitia




Regulations: Enroute Limitations:One Engine Inoperative




Enroute Limitations:One Engine Inoperative

No person may take-off at a weight that is greater than that which wil l allow compliance wfollowing paragraphs:

There is a positive slope (climb gradient) at 1,500 feet above thlanding airport

1.500(a)121.191(a)(1)121.191(a)(2)

RuleJAR-OPSParagraph

FAR Paragraph

Conditions:• Use one engine inoperative, en route net flight path data from the AFM• Use expected ambient enroute temperatures

ORThe net flight path allows the airplane to continue flight from tcruising altitude to an airport, clearing all terrain and obstructiowithin a required distance of the intended track by at least 2,00feet vertically

Assume:

•The engine fails at the most critical point•Adverse winds are accounted for

1.500(c)121.191(a)(2)

There is a positive slope (climb gradient) at an altitude of at lea1,000 feet above all terrain within a required distance of theintended track

1.500(b)121.191(a)(1)

AND





There is a positive slope (climb gradient) at 1,500 feeabove the landing airport

1.500(a)121.191(a)(1)121.191(a)(2)

Rule

JAR-OPSParagraph

FARParagraph

Negative Slope:Requirement Not Met

1500 ft

Landing Airport

Engine Failure

PositivRequi

Engine Failure

To meet requ• Reduce we• Use lower




Enroute Limitations: One EngineInoperative

Net Level Off Height

Point of Engine FailureCruise Altitude

The net level off height mustclear all terrain by 1,000 feet

along the intended track fromthe point of engine failure tothe landing airport

There is a net positive slope (climb gradient) at analtitude of at least 1,000 feet above all terrain within arequired distance of the intended track

1.500(b)121.191(a)(1)

RuleJAR-OPS

ParagraphFAR

Paragraph





The net flight path allows the airplane to continue fligfrom the cruising altitude to an airport, clearing all terand obstructions within a required distance of theintended track by at least 2,000 feet vertically

1.500(c)121.191(a)(2)

RuleJAR-OPSParagraphFARParagraph

Cruise Altitude

Engine Failure Net Flight Path

Gross Flight Path

2000 ft




Enroute Limitations: One EngineInoperative

Point of Engine FailureCruise Altitude

Net Level Off Height(Beginning of Cruise – Heavy Weight)

Point of Eng

Net Leve(Mid-Cruise –

Weight decreases asfuel burns

Level-increase

w




Regulations: Enroute Limitations:Two Engines Inoperative

Applicable to 3- and 4-engine airplane models




Enroute Limitations:Two Engines Inoperative

No person may take off at a weight that is greater than that which will allow

compliance with either of the following paragraphs:

OR

The AFM net flight path data must permit the airplanfly from the point where two engines simultaneously to a suitable airport, with the net flight path clearing aterrain and obstructions by 2,000 feet within somerequired distance on either side of the intended track

ANDThere is a positive slope (climb gradient) at 1,500 feeabove the landing airport

Assume:•The engine fails at the most critical point

1.505(b)121.193(c)(2)

There is no place along the intended track that is morethan 90 minutes (with all engines operating at cruisepower) from a suitable airport

1.505(a)121.193(c)(1)

RuleJAR-OPSParagraph

FARParagraph

Conditions:• Use two engine inoperative, en route net flight path data from the AFM• Use expected ambient enroute temperatures• Normal fuel and oil consumption can be assumed




Enroute Limitations:Two Engines Inoperative

London

Kerman

Paris

Rome Ankara

Tabriz

Karachi

Mumbai

Chennai

Medan

• FAR 121.193(c)(1) / JAR is satisfied because the rowithin 90 minutes of an a

• Two-engine inoperative danalysis is not require

Circles represents 90-minutes from an airportat normal all-engine cruise conditions






Enroute Limitations: Track WidthsDriftdown Analysis

Intended Track

Track Half Width

13.5CAAC5JAA

4.3FAA

Track Half-Width by R




Driftdown Analysis Procedure

Does the NetLevel Off

Height Clear Al l t he

Terrain Alongthe Route?

DriftdownComplete

No

Calculate NetLevel off Height

at TakeoffGross Weight

No

Yes


at the ActualWeight at theCritical Point

Does the NetLevel OffHeight Clear

Al l t heTerrain Alo ng

the Route?

Yes

Yes

Generate TerrainElevation Data

Create Detailsfor

Flight Plan




Sample Driftdown Analysis

Bueno

Panama City

Panama City (PTY)to

Buenos Aires (EZE)• 737-700W / CFM56-7B• TOW: 70,000-kilogram• Standard Day (ISA)• 126 Passengers




Route Terrain Definition - SRTM

0

5

10

15

20

25

0 500 1000 1500 2000 2500


P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t








DriftdownComplete

No



No

Yes





the Route?

Yes

Yes


Create Detailsfor

Flight Plan




Net Level Off Height at MTOW

4

6

8

10

12

14

16

18

20

22

24

26

28

30

0 500 1000 1500 2000


Net Level Off Height Must Have 1,000-foot Clearance Above the

Terrain+1000-ft







DriftdownComplete

No

No

Yes





the Route?

Yes

Yes


Create Detailsfor

Flight Plan







Calculate Weight over Mountainous Terrai

0

5

10

15

20

25

30

35

40

0 500 1000 1500 2000 2500


P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t

60,500-kilograms




Net Level Off Height at Cruise Weight

4

6

8

10

12

14

16

18

20

22

24

26

28

30

0 500 1000 1500 2000


Terrain+1000-ft

6 0 , 5 0 0









the Route?



DriftdownComplete

No

No

Yes

Yes

Yes


Create Detailsfor

Flight Plan







Calculation of Driftdown Profile

FPPM: Driftdown Profiles

or




Driftdown Profile from BPS

0

5

10

15

20

25

30

35

40

0 50 100 150 200 250 300 350

Ground Distance from Engine Fai lure (Nm)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t )

Conditions:• Initial Weight: 60,500 kilograms• Initial Altitude: 37,000 feet• Max Lift-to-Drag Speed• Standard Day

• ~26 knot Headwind(85% Annual Between PTY & EZE)




0

5

10

15

20

25

30

35

40

0 500 1000 1500 2000 2500


P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t

Driftdown Profile over Terrain

Critical point canbe moved

because of margin

Terrain+2000-ft









the Route?



DriftdownComplete

No

No

Yes

Yes

Yes


Create Detailsfor

Flight Plan









Additional Information




Other Considerations:Turn Radius

5 Miles (4.3 Nmi)FAA Regulations

T e r r a i n

C o r r i d o r

W i d t h

Engine Failure / Initiate Tu

R a d i u s o f T u r

F ( T A S ,B a n k A n

The airplane may exit theterrain corridor during a turn.

Track

4.2

6.311.0

Radius(Nmi)

13.235º

19.925º34.515º

Distance(Nmi)

Bank Angle

At Cru ise Alti tude:FL350, Mach 0.78,

After Driftdown:FL250, 235 IAS,

2.4

3.76.3

Radius(Nmi)

7.735º

11.525º20.115º

Distance(Nmi)

Bank Angle




Turn Direction

A right hand turn flysover MOCA’s of20,300-feet and12,500-feet




Gradient Decrement in a Turn

B a n k A n g l e ,

L

L • c o s ( ) • s i n ( )

L •

c o s (

) • c o s (

)

W

sin( )

Lift (L) muangle increincreases w

climb anglgradient) to

L

V

Climb Path Angle,





Gross Fligh t Path, No TurnInitiate Turn

End Turn

Climb capability is reduced

which may decrease, or elimabove mountainous terrain

Gross Flight Path, With Turn





40000

35000

30000

25000

150000 50 100 150 200 250

Range, nmi

Altitude,ft

No turn

Net performance

15 bankTurn25 bankTurn35 bankTurn

757-200/RB211-535E

Terrain envelope

20000



FLIGHTOPERATIONS

ENGINEERING


Operations in Mountainous TPart 3: Oxygen Requirem






Agenda• Description

• Oxygen Requirement Types

• Passenger Oxygen – Chemical Oxygen Systems – Gaseous Oxygen Systems – Regulations

• Crew Oxygen – System Description – Regulations

• Descent Profiles

• References

• Minimum Flight Altitudes

• Analysis Flow Chart• Sample Analysis

• Additional Information




Cabin Depressurization Scenario

Depressurization

Don Oxygen Masks

Extend speedbrakes,descend at VMO/MMO

Retract speedbrakes,level off at lowest safealtitude

Extend speedbrakes,descend at VMO/MMO

Retract speedbrakes,level off at lowest safealtitude or 10,000 feet

• A suf ficient oxygen supply must meet the passenger and crew requ

• The descent prof ile must meet theminimum flight altitude requirem

• FCOM specifies emergency desce• Cruise speeds are at set at the disc

Boeing recommends turbulent ai(V A)




Oxygen Requirement Types

There are Two Types of Requirements for Oxygen:

• Supplement Oxygen – Protects against hypoxia in the case of a

depressurization or loss of cabin altitude – Oxygen required is altitude dependent (higher oxygen

flow rate is required at higher altitudes) – Required for both flight crews and passengers

• Protective Oxygen – Protects against smoke and harmful gas inhalation in

the case of a fire, etc – Required for flight crews only, not for passengers




FAA and JAA Passenger OxygenRequirements

Between 10,000 and 14,000 feet, oxygen is required 10-percent of the passengers for the part of the flightthat is greater than 30-minutes duration

1.770(b)(2)(i)121.329(c)(1)

(See 121.333(e))

RuleJAR-OPS

ParagraphFAR

Paragraph

Above 15,000, oxygen is required for 100-percent ofpassengers for the entire part of the flight at thosealtitudes

1.770(b)(2)(i)121.329(c)(3)

Between 14,000 and 15,000 feet, oxygen is required 30-percent of the passengers for the entire part of theflight at those altitudes

1.770(b)(2)(i)121.329(c)(2)

The passenger oxygen system must supply sufficient oxygen to

passengers in accordance with the following conditions:

Between 10,000 and 14,000 feet, oxygen is required 10-percent of the passengers for the entire flight atthose altitudesSupersedes FAR 121.329(c)(1)

-121.333(e)

RuleJAR-OPS

ParagraphFAR

Paragraph

For Turbine Powered Airplanes:

For Turbine Powered Airplanes with Pressurized Cabins:




Regulations

10% of Passengers Require Ox

30% of Passengers Require Oxygen

All Passengers Require Oxygen

No Passenger Oxygen Requ

Does not include first aid oxygen requirements* JAA Only: 10% Passenger oxygen is required only after the first 30 minutes at th

Below 10,000 feet






Chemical Oxygen System Descent Envelope12-minute versus 22-minute Systems

0

5

10

15

20

25

30

35

40

45

0 5 10 15 20 2

Time (Minute s)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 f e e

t ) 22-minutechemical sy

12-minutechemical system

25000 feet

27000 feet

41000 feet• 737-• FAA

17000 feet






Oxygen System Envelope Compared to the Airplane Descent Profile

0

5

10

15

20

25

30

35

40

45

0 5 10 15 20 2

Time (Minute s)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 f e e

t )

• 737-700W• 22-minute Syst• FAA Regulatio• VMO/MMO Eme

Airp lane Descent Prof ile

Oxygen System Envelope

The airplane descent prof ile cannot followthe oxygen envelope descent exactly.

Airplane emergency descent profi le i saffected by airplane weight, thrust, speed,atmosphere, thrust , so must s tay WITHIN the

specified envelope. Thus may not be able totake full advantage of the envelope.






Gaseous Oxygen Descent ProfileComparison

0

5

10

15

20

25

30

35

40

0 10 20 30 40 5

Time (Minut es)

P r e s s u r e

A l t i t u d e (

1 0 0 0 f e e

t )

Higher Altitudes RequireMore Oxygen

To minimize required oxygen,descend to lower altitudes assoon as possible

Gaseous systems adescent prof ile to

Depressurization




Choosing a Passenger Oxygen System

• Need to consider current and future routes – Gaseous

versus Chemical systems.• System retrofits can be difficult and costly – Boeing

does not retrofit from Chemical to Gaseous system.

• Boeing will assist you in deciding which system is bestfor you.

BEFORE BUYING THE AIPRLANE

When is the best time to Perform a passengeroxygen analysis?




Flight Crew Oxygen System• Flight crew requires gaseous oxygen system

• Oxygen cylinder is pressurized to meet the flight crew oxygen requirements

• Oxygen quantity requirements and cylinder pressure requirements are provided inthe FPPM

• Oxygen is consumed during flight. Bottles need to be refilled.

• EMER• 100%

• NORM




FAA Crewmember Oxygen RequirementThe flight crew oxygen system must supply sufficient oxygen to crew members iaccordance with the following conditions:

Between 10,000 and 12,000 feet, oxygen is required the part of the flight greater than 30-minutes duration

Supplemental121.329(b)(1)

RuleOxygen TypeFAR

Paragraph

Above 12,000 feet, oxygen is required for eachcrewmember during the entire flight

Supplemental121.329(b)(2)

A minimum two-hour supply of oxygen for each crewmember, assuming a descent to 10,000-feet in 10-minutes, followed by 110-minutes at 10,000-foot cabaltitude

Supplemental121.333(b)

A 15-minute supply of protective breathing for eachcrew member at a normal cabin pressure altitude of8,000 feet, for protection against smoke

Protective121.337(b)(7)

Between 10,000 & 12,000 ft, Oxygen Requi red After 30 min.

Oxygen Required for Entire Time Above 12,000 feet

No Crew Oxygen Required




JAR-OPS Crewmember OxygenRequirements

Above 13,000 feet, oxygen must be supplied for theentire flight time

Between 10,000 feet and 13,000 feet, oxygen isrequired for the part of the flight greater than 30-minduration

The oxygen supply will not be less than, a two-hoursupply of oxygen for each crew member, assuming adescent to 10,000-feet in 10-minutes, followed by 11minutes at 10,000-foot cabin altitude

Supplemental1.770(b)(1)(i)

RuleOxygen TypeJAR-OPS

Paragraph

A 15-minute supply of protective breathing for eachcrew member

Protective1.780(a)(1)

The flight crew oxygen system must supply sufficient oxygen to crewmembers inaccordance with the following conditions:

Between 10,000 and 13,000 feet,Oxygen Required After 30-minutes

Oxygen Required for Entire Time Above 13,000 feet

(for FAA it is 12,000 feet)

Below 10,000 feet, No Crew Oxygen Required




Flight Crew Breathing Requirements

FPPM: Aircraft with Chemical Passenger Oxygen SystemsThis table121.333(b)1.770(b)(1minimum crewmembthe requir121.337(b)

1.780(a)(i)minutes owhichever

Note:FAR 121.329(b)(1),(2) and JAROPS 1.770(b)(1)(i) requirements do not impact Flight CrewOxygen when the airplane is equipped with a chemical oxygen system. The minimum of thours of oxygen meets the requirements fo r both the 12-minute or 22-minute chemical sys

descent envelope.





FPPM: Aircraft with Gaseous Passenger Oxygen Systems

Table 1 meets therequirements of FAR121.337(b)(7) or JAROPS1.780(a)(i) requirement for15 minutes of protectiveoxygen

The crewmember oxygen requirement isthe greater of the Table 1 oxygen OR theTable 2 + Table 3 oxygen calculation





FPPM: Aircraft with Chemical or Gaseous Passenger Oxygen Syst




Constructing a Depressurization DescentProfile

0

5

10

15

20

25

30

35

40

45

0 5 10 15 20 2

Time (Minute s)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 f e e

t )

1. Use BPS to calculate the emergency descent profile between each intermediate cruise alt2. Determine the maximum allowed cruise time at each intermediate altitude

1 minute

2.5

minutes11.5 minutes

37000 feet Initial Altitude

22-minchemicenvelo




Constructing a Depressurization DescentProfile

0

5

10

15

20

25

30

35

40

45

0 20 40 60 80 100 120 140 160

Distance (Nm)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 f e e

t )

Combine Emergency Descent and Cruise Segments

2.5

minutes11.5 minutes

37000 feet Initial Altitude1 minute

• 737-700W• VMO/MMO• VMO/MMO




Airplane Descent Profiles Vary with Weig

0

5

10

15

20

25

30

35

40

45

0 5 10 15 20 2

Time (Minute s)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 f e e

t )

Airplane(70,000 k

Oxygen System Envelope

Emergency descent profi les forlighter weights are steeper, and

allow more time at higher cruisealtitudes.

Airp lane D(50,000 kg

• 737-700W• 22-minute Syst• FAA Regulatio• VMO/MMO Eme




Cabin Depressurization Terrain ClearanceData Sources

Boeing Performance Software (BPS)• Emergency descent profile• Any speed• Any weight• All engine, f laps up , gear up, spoi lers up configuration

Fligh t Planning and Performance Manual (FPPM):• Crew oxygen requirements• Passenger chemical oxygen system envelope• Passenger gaseous oxygen requirements






Oxygen Requirements Analysis Procedure(Chemical System)

Yes

GenerateTerrain

Elevation Data

Is thereTerrain

above 8,000feet

(assuming2,000 ftmargin)

Yes

Oxygen AnalysisComplete

Create Detailsfor

Flight Plan

Are On-Route

Al ternate Airpor ts

Available?

Have theCritical

RegionsBeen

Eliminated?Generate

DepressurizationDescent Profil e

Are there Any Crit ical

Regions?

Plot DescentProfile Over

Terrain Ar

T Alte Avvia E

Ro

HaC

ReB

Elim

No

Yes

Yes

No

No

No




Oxygen Requirements Analysis Procedure(Gaseous System)

Determine theDesired Numberof Critical Points

Is thereTerrain

above 8,000feet

(assuming2,000 ft

margin)


Create Detailsfor

Flight Plan

GenerateTerrain

Elevation Data

No

Yes

Assemble DescentProfi le(s) to Clear

the TerrainPlot DescentProfile over

Terrain and Verifythe Terrain is

Cleared Safely

Calculate the Crewand Passenger

OxygenRequirements

Adjust the Criti cal

Points

Assemble DescentProfil e(s) to Clear

the Terrain




Sample Oxygen System Analyses

1. Passenger Chemical Oxygen System Analysis

2. Passenger Gaseous Oxygen System Analysis

3. Crew Oxygen System Analysis




Passenger Chemical Oxygen System Analysis

Bueno

Panama City

Panama City (PTY)to

Buenos Aires (EZE)• 737-700W / CFM56-7B

TOW: 70,000-kilogram• Standard Day (ISA)• 126 Passengers• 22-Minute Chemical

Oxygen System• FAA Rules





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P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t





Yes

GenerateTerrain

Elevation Data

Is thereTerrain

above 8,000feet


Yes


Create Detailsfor

Flight Plan

Are On-Route


Available?

Have theCritical

RegionsBeen

Eliminated?Generate

DepressurizationDescent Profile


Regions?


Terrain Ar

T Alte Avvia E

Ro

HaC

ReB

Elim

No

Yes

Yes

No

No

No




Descent Envelope for22-Minute Chemical Oxygen System




Generate Depressurization Descent Profile

0

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45

0 5 10 15 2

Time from Depressurization (Min)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t )

The depressur ization descent profile was assembleDescent:

• Spoilers Up Configuration• VMO/MMO• Weight is not a significant factor Cruise:

• Determine cruise times at each altitude to remain wiEnvelope

• Use V MO/MMO to maximize distance

OxEn

DepressurizDescent Prof






0

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P r e s s u r e

A l t i t u d e

( 1 0 0 0


D I K U N

O R O K O

Critical Region

ContBuen

(Fuel PReturn to

Panama City

Critical Region:Cannot Return to Panama City

or Continue to Buenos Aires

Consider:1. Enroute alternate airports2. Escape routes/Off-track

alternate airports3. Re-routing4. Gaseous Oxygen System





Create Detailsfor

Flight Plan


Are On-Route


Available?

Have theCritical

RegionsBeen

Eliminated?


Regions?

ArT

Alte Avvia E

Ro

HaC

ReB

Elim

YesNo

No


Terrain

Yes

Yes

No

NoYes

GenerateTerrain

Elevation Data

Is thereTerrain

above 8,000feet


GenerateDepressurizationDescent Profile




Critical Region and Enroute Alternates

Buenos Aires

Panama City

Iquitos

La Paz

Salta

C r i t i c a

l R e g i o n

DIKUN

Oroko




First Mountainous Region

0

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0 500 1000 1500 2000 2500


P r e s s u r e

A l t i t u d e

( 1 0 0 0

Iquitos




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0 100 200 300 400 500 600 700 800 90


P r e s s u r e

A l t i t u d e

( 1 0 0 0

First Mountainous Region

First point fromwhich diversion to IquitosIs Possible(Waypoint As iko)

Point of No Return – Lastpoint from which coursereversal is possib le(Waypoint Dikun)

Both course continuationor reversal are possible

Panama City




Second Mountainous Region

0

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La Paz




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1400 1500 1600 1700 1800 1900 2000 2100


P r e s s u r e

A l t i t u d e

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Second Mountainous Region

Last point fromwhich return to IquitosIs Possible(Waypoi nt PAZ)

Diversion to La PazCritical Region – Noavailable Airpor ts

La Paz

Last point from whichdiversion to La Paz ispossible(S18 52.7 W067 18.9)




Critical Region and Enroute Alternates

Buenos Aires

Panama City

Iquitos

La Paz

Salta

DIKUN

OrokoStill have a critical between(S18 52.7 W067 18.9) andOroko

S18 52.7 W067 18.9





Create Detailsfor

Flight Plan


Are On-Route


Available?

Have theCritical

RegionsBeen

Eliminated?


Regions?

ArT

Alte Avvia E

Ro

HaC

ReB

Elim

YesNo

No


Terrain

Yes

Yes

No

NoYes

GenerateTerrain

Elevation Data

Is thereTerrain

above 8,000feet







La Paz

Salta

Sucre

Oroko

S18 52.7 W067 18.9

Possible Sol• For every p

S18 52.7 Wdivert to Su

• Analyze divstatute milecorridor wi

• Do not on lbeginning aregion

10 statute miles




S18 52.7 W067 18.9 to Sucre

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Distance (Nm)

P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

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L

S18 52.7 W067 18.9

Terrain+2000-ftSucre

S18 52.7 W067 18.9




Oroko to Sucre

0

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P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t )

L

S18 52.7 W067 18.9

Terrain+2000-ft

Sucre

Oroko

TERRAIN NOT CLEARED!





Create Detailsfor

Flight Plan


Are On-Route


Available?

Have theCritical

RegionsBeen

Eliminated?


Regions?

ArT

Alte Avvia E

Ro

HaC

ReB

Elim

YesNo

No


Terrain

Yes

Yes

No

NoYes

GenerateTerrain

Elevation Data

Is thereTerrain

above 8,000feet













Passenger Gaseous Oxygen System Analysis

Bueno

Panama City

Panama City (PTY)to

Buenos Aires (EZE)• 737-700W / CFM56-7B• TOW: 70,000-kilogram• Standard Day (ISA)• 126 Passengers• Gaseous Oxygen System• FAA Rules






Is thereTerrain

above 8,000feet

(assuming2,000 ft

margin)


Create Detailsfor

Flight Plan

GenerateTerrain

Elevation Data

No

Yes


the TerrainPlot DescentProfile over


Cleared Safely


OxygenRequirements


Points


the Terrain





0

5

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15

20

25

0 500 1000 1500 2000 2500


P r e s s u r e

A l t i t u d e

( 1 0 0 0 F e e

t






Is thereTerrain

above 8,000feet



Create Detailsfor

Flight Plan

GenerateTerrain

Elevation Data

No

Yes


the Terrain

Plot DescentProfile over


Cleared Safely


OxygenRequirements


Points


the Terrain




Gaseous Oxygen System Profiles with1 Critical Point

0

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Critical Point

1 Critical Point:• Requires most o xygen• Extra weight• Simplest flight-planni• Reduces crew worklo a




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2 Critical Points:• Reduces Oxygen Requ• Lower weight than hav• Addi tional fligh t plann• Increases crew worklo


Critical PointCritical Point





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P r e s s u r e

A l t i t u d e

( 1 0 0 0

3 Critical Points:• Further Reduces O• Lowest weight (le• Addi tional fligh t • Increases crew wo

Critical PointCritical Point Critical Point

La Paz







the Terrain

Plot DescentProfile over


Cleared Safely

Is thereTerrain

above 8,000feet



Create Detailsfor

Flight Plan

GenerateTerrain

Elevation Data

No

Yes


OxygenRequirements


Points


the Terrain




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P r e s s u r e

A l t i t u d e

( 1 0 0 0

Sample Calculation of OxygenRequirements

155-minutes @ 15,000 Feet

15-minutes @ 23,000 Feet

180-minutes to descend to 10,000-feet(15-minutes + 155-minutes + 10-minutes*)*10-minutes appr oximates d irect descent to 10,000-feet

Critical Point




FPPM Passenger Oxygen Requirements

Total Oxygen Quantity Required = Table 1 + Tab




Table 1 Passenger Oxygen Calculation• 126-passengers• 180-minutes to 10,000 feet (3-hours)• Al ti tude at Decompression of 37,000 feet

35000 37000 39000

100 3070 3175 3280200 6120 6315 6510

Number ofOccupants In

Passenger Cabin

Pressure Altitude At Compression

Liters Required

Interpolate for 37,000 ft Pressu

Pressure Altitude At Compression37000

Liters Required100 3175126 3991200 6315


Passenger Cabin

Interpolate for 126 Passengers




Table 2 Passenger Oxygen Calculations23,000-feet Level-Off

• 126-passengers• 15-minutes @ 23,000 feet

21000 23000 25000100 149 179 209200 298 358 418


Passenger

Additional Oxygen Required (Liters per minute)Intermediate Pressure Altitude

Interpolate for 23,000 ft Pressure A



23000100 179126 226200 358


Passenger Cabin




Table 2 Passenger Oxygen Calculations15,000-feet Level-Off


15000100 13126 16200 26


Passenger Cabin

• 126-passengers• 155-minutes @ 15,000 feet





Total Passenger Oxygen Requirement

23,000 ft: 226 liters per minute x 15 minutes = 3390 Liters

15,000 ft: 16 liters per minute x 155 minutes = 2480 Liters

Total = 5870

Table 1

Table 2

3991

Total 9861




Required Number of Cylinders

• Assume Cyl inder Pressure of

1500 PSI• Oxygen Volume Required of

9861 Liters• Passenger Cylinder

Requirement = 5











FPPM Flight Crew Oxygen Requirement

Total Oxygen Quantity Required = Larger of Table 1 or Table 2 + T




Crew Oxygen Calculation• 2-crew• 180-minutes to 10,000 feet (3-hours)

• Alti tude at Decompression of 37,000 feet




Crew Oxygen Calculation

660 Liters

Table 1 Table 2 + Table 3

Table 2 = 960 Liters

Table 3:23,000 ft 6 liters per minute x 15 min15,000 ft 1 liter per minute x 155 m

Table 2 + Table 3 = 1205 Liters






Additional Information




Available Oxygen Systems by Model

A All Minor Models All Minor Models777

All Minor Models All Minor Models767

757-200 On Airlines (X Airlines (X

All Minor Models All Minor Models757

A747

AvailableCurre

Operating All Minor Models All Minor Models737NG

All Minor Models737Classic

22-Minute Chemical12-Minute Chemical




Other Considerations:Turn Radius

5 Miles (4.3 Nmi)FAA Regulations

T e r r a i n

C o r r i d o r

W i d t h

Engine Failure / Initiate Tu

R a d i u s o f T u r

F ( T A S ,B a n k A n

The airplane may exit theterrain corridor during a turn.

Track

4.2

6.311.0

Radius(Nmi)

13.235º

19.925º34.515º

Distance(Nmi)

Bank Angle

At Cru ise Alti tude:FL350, Mach 0.78,

After Driftdown:FL250, 235 IAS,

2.4

3.76.3

Radius(Nmi)

7.735º

11.525º20.115º

Distance(Nmi)

Bank Angle



Practical Exercisesfor

Operations in Mountainous Terrain





R o u

t e T e r r a

i n E l e v a

t i o n

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( n m

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E l e v a t i o n ( 1 0 0 0 f t

T r a c k

W i d t h o f ±

5 n m

i

2 0 , 8 0 0 f t

1 9 , 3 0 0 f t

Operations in Mountainous Terrain Practical Exercises Page 2



Flight Planning and Performance Manual

FLIGHT PLANNINGDriftdown

767-300/PW4060FAACategory C & D Brakes

Copyright © The Boeing Company. See title page for details.

D632T003-VV679 2.3.1

2.3 FLIGHT PLANNING-DriftdownENGINE INOP

MAX CONTINUOUS THRUSTDriftdown

Net Level Off WeightBased on engine bleed for packs on or off, APU on or off and anti-ice off

With engine anti-ice on, decrease allowable weight by 6000 kg.With engine and wing anti-ice on, decrease allowable weight by 14500 kg.

WEIGHT 1000 KG

100 110 120 130 140 150 160 170 180 190

L E V E L O F F P R E S S U R E A L T I T U D E

1 0 0 0 F T

0

2

4

6

8

10

12

14

16

18

20

22

24

26

28

30

32

I S A D E V I A T I O N + 1 0 C & B E L O W

+ 1 5 C + 2 0 C

December 1, 2005FOR TRAINING PURPOSES ONLY. MATERIAL WILL NOT BE KEPT UP-TO-DATE





FLIGHT PLANNINGDriftdown

767-300/PW4060FAACategory C & D Brakes


D632T003-VV679 2.3.3

ENGINE INOPMAX CONTINUOUS THRUST

Driftdown

Driftdown Profiles Net Flight PathBased on engine bleed for packs on or off, APU on or off and anti-ice off 35000 FT to 37000 FT

With engine anti-ice on, increase allowable weight by 6000 kg.With engine and wing anti-ice on, increase allowable weight by 14500 kg.

W I N D K T S

GROUND DISTANCE FROM ENGINE FAILURE NM

0 50 100 150 200 250 300100

50

0

50

100

TAIL

HEAD

REF LINE

190

180

170

160150

140

130

120

110

100

5 0 0

1 0 0 0

1 5 0 0

2 0 0 0

2 5 0 0

3 0 0 0

3 5 0 0

4 0 0 0

4 5 0 0

5 0 0 0

5 5 0 0

P R E S S U R E A L T I T U D E

1 0 0 0 F T

TIME FROM ENGINE FAILURE MIN

0 5 10 15 20 25 30 35 40 45 10

15

20

25

30

35

G R O S S W E I G H T A T E N G I N E F A I L U R E

1 0 0 0 K G

E Q U I V A L E N T G R O S S W E I G H T

A T E N G I N E F A I L U R E

1 0 0 0 K G

ISA DEV C

10

& BELOW

15 20100 100

110 110

120 120

130 130

140 140

150 150

160 160

170 170

180 180

190 190

F U E L B U R N F R O M E N G I N E F A I L U R E

K G

EQUIVALENT GROSS

WEIGHT AT ENGINE

FAILURE 1000 KG

December 1, 2005FOR TRAINING PURPOSES ONLY. MATERIAL WILL NOT BE KEPT UP-TO-DATE




Practical Exercise 2:

Assumptions:777-200ER / GE90-90BFlight Altitude FL310

Temperature = ISA ConditionsTerrain on following pages12 minute chemical oxygen system (profile on following pages)

Determine the following:

If a depressurization were to occur 200 nmi along the route, will the 12 minute oxygensystem safely clear the terrain? (remember to include 2,000 ft offset):

If you can not clear the terrain, what will you do:




7 7 7 - 2 0 0 E R / G E 9 0 - 9 0 B E m e r g e n c y

D e s c e n

t P r o

f i l e

( 1 2 - M

i n u

t e C

h e m

i c a

l O x y g e n

S y s

t e m

)

0 4 8 1 2

1 6

2 0

2 4

2 8

3 2

3 6

0

1 0

2 0

3 0

4 0

5 0

6 0

7 0

8 0

9 0

1 0 0

R a n g e

( n m

i )

E l e v a t i o n ( 1 0 0 0 f t

FOR TRAINING PURPOSES ONLY. MATERIAL WILL NOT BE KEPT UP-TO-DATE




R o u

t e T e r r a

i n E l e v a

t i o n

0 4 8 1 2

1 6

2 0

2 4

2 8

3 2

3 6

0

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R a n g e

( n m

i )

E l e v a t i o n ( 1 0 0 0 f t

T r a c k

W i d t h o f ±

5 n m

i

T e r r a i n

+ 2 0 0 0 f t

T e r r a i n





Assumptions:747-400 / CFM6-80C2B1FGaseous passenger activated oxygen system with 21 cylinders

Passengers: 400Flight Altitude: FL430Ambient Temperature at Dispatch: 21° C (do not apply any temperature corrections)Terrain on following page


What level off altitude is required?:

How much distance at that altitude is required?:

How much time at that altitude is required? (assume 400 KTAS):

What total passenger oxygen volume is required to clear the terrain?:

What system pressure is required for this volume of oxygen?:

What could be done to reduce the passenger oxygen requirement?:

What is the protective breathing oxygen volume required for a flight crew of 2?:

What is the supplemental breathing oxygen volume required for a flight crew of 2?Assume an airline policy of 100% oxygen setting to 10,000 feet:

What is the resulting crew oxygen requirement for this mission?:




R o u

t e T e r r a

i n E l e v a

t i o n

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1 6

2 0

2 4

2 8

3 2

3 6

0

100

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600

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800

900

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1300

1400

R a n g e

( n m

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E l e v a t i o n ( 1 0 0 0 f t

T r a c k

W i d t h o f ±

5 n m

i

T e r r a i n

+ 2 0 0 0 f t

T e r r a i n

2 2 , 8 0 0 f t





2.2.12 D632U001-RZ001


747-400/CF6-80C2B1FFAA

Category J Brakes

FLIGHT PLANNINGSimplified Flight Planning

Oxygen RequirementsPassenger Activated SystemTable 1

Table 2

NO. OFOCCUPANTS

IN PASSENGER CABIN

TOTAL POSTDECOMPRESSION

TIME (HOURS)

PRESSURE ALTITUDE AT DECOMPRESSION (FT)20000 27000 31000 35000 39000 43000 45000

LITERS REQUIRED

100

.17** 830 990 1020 1160 1340 1525 16101 960 1190 1265 1435 1650 1880 20002 1410 1640 1715 1885 2100 2330 24503 1860 2090 2165 2335 2550 2780 29004 2310 2540 2615 2785 3000 3230 33505 2760 2990 3065 3235 3450 3680 3800

200

.17** 1660 1980 2040 2280 2620 2965 31201 1920 2380 2530 2830 3240 3675 39002 2820 3280 3430 3730 4140 4575 48003 3720 4180 4330 4630 5040 5475 57004 4620 5080 5230 5530 5940 6375 66005 5520 5980 6130 6430 6840 7275 7500

300

.17** 2490 2970 3060 3400 3900 4405 46301 2880 3570 3795 4225 4830 5470 58002 4230 4920 5145 5575 6180 6820 71503 5580 6270 6495 6925 7530 8170 85004 6930 7620 7845 8275 8880 9520 98505 8280 8970 9195 9625 10230 10870 11200

400

.17** 3320 3960 4080 4520 5180 5845 61401 3840 4760 5060 5620 6420 7265 77002 5640 6560 6860 7420 8220 9065 95003 7440 8360 8660 9220 10020 10865 113004 9240 10160 10460 11020 11820 12665 131005 11040 11960 12260 12820 13620 14465 14900

500

.17** 4150 4950 5100 5640 6460 7285 76501 4800 5950 6325 7015 8010 9060 96002 7050 8200 8575 9265 10260 11310 118503 9300 10450 10825 11515 12510 13560 141004 11550 12700 13075 13765 14760 15810 163505 13800 14950 15325 16015 17010 18060 18600

600

.17** 4980 5940 6120 6760 7740 8725 91601 5760 7140 7590 8410 9600 10855 115002 8460 9840 10290 11110 12300 13555 142003 11160 12540 12990 13810 15000 16255 169004 13860 15240 15690 16510 17700 18955 196005 16560 17940 18390 19210 20400 21655 22300

Total post decompression time includes descent, level off at intermediate altitude ( if applicable) and flight at final level off altitude. Time to shutdown 90% masks at 14000 ft pressure altitude i s 11 minute.** Minimum post decompression time (10 min) approximates direct descent to 10000 ft pressure altitude.

NO. OFOCCUPANTS IN

PASSENGER CA BIN

ADDITIONAL OXYGEN REQUIRED LITERS PER MINUTE ABOVE 14000 FT PRESSURE ALTITUDEINTERMEDIATE PRESSURE ALTITUDE

15000* 17000 21000 25000100 18 123 198 288200 36 245 395 540300 54 368 593 793400 72 490 790 1045500 90 613 988 1298600 108 735 1185 1550

*30% Cabin Occupants using Oxygen.

October 1, 2008FOR TRAINING PURPOSES ONLY. MATERIAL WILL NOT BE KEPT UP-TO-DATE





2.2.14 D632U001-RZ001


747-400/CF6-80C2B1FFAA

Category J Brakes


Oxygen RequirementsFlight Crew SystemTable 1

Table 2

Table 3

NUMBER OF CREW OXYGEN REQUIRED (LITE RS)2 6803 10204 1340

Includes normal usage allowance of one man for 15 minutes at 8000 ft.

NUMBER OF CREWOXYGEN REQUIRED FOR LEVEL OFF AT 14000 FT (LITERS)

TOTAL POST DECOMPRESSION TIME (HR)2 3 4 5

2 650 960 1260 15703 980 1440 1900 23604 1310 1920 2530 3150

Includes normal usage allowance of one man for 15 minutes at 8000 ft cabin altitude.

NUMBER OF CREW

ADDITIONAL LITERS REQUIRED FOR EACH MINUTE HELD AT INTERMEDIATE ALTITUDEOTHER THAN 14000 FT

INTERMEDIATE PRESSURE ALTITUDE (FT)8000 to 13999 14000 14001 to 17999 18000 to 21999 22000 to 25000

REGULATOR ON "NORMAL" OR (100%)2 0 (22) 0 (16) 1 (16) 3 (12) 4 (11)3 0 (33) 0 (24) 1 (24) 4 (18) 6 (16)4 0 (43) 0 (32) 2 (32) 5 (25) 8 (21)

Instructions:1. Determine protective breathing requirements from Table 1.2. Determine sustenance requirements for level off at 14000 ft from Table 2 and correct for level off altitudes other than 14000 ft using

Table 3.3. Flight crew system oxygen requirements are the larger of protective breathing (Table 1) or sustenance requirements (Table 2).







747-400/CF6-80C2B1FFAACategory J Brakes


D632U001-RZ001 2.2.15

Oxygen RequirementsCylinder Volume to Pressure Conversion

Minimum Cylinder Pressure Required

Temperature Corrections

CYLINDER PRESSURE@ 21°C (70°F)

(PSI)

NUMBER OF 114 CUBIC FOOT BOTTLES INSTALLED1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

OXYGEN IN CYLINDERS (1000 LITER)100 .1 .1 .1 .1 .2 .2 .2 .2 .3 .3 .3 .3 .4 .4 .4 .4 .5 .5 .5200 .1 .3 .5 .7 .9 1.1 1.3 1.5 1.7 1.9 2.1 2.3 2.5 2.7 2.9 3.1 3.3 3.5 3.7 3.9 4.1 4.3

300 .3 .7 1.1 1.4 1.8 2.2 2.6 2.9 3.3 3.7 4.0 4.4 4.8 5.2 5.5 5.9 6.3 6.7 7.0 7.4 7.8 8.1400 .5 1.0 1.6 2.1 2.7 3.2 3.8 4.3 4.9 5.4 6.0 6.5 7.0 7.6 8.1 8.7 9.2 9.8 10.3 10.9 11.4 12.0500 .7 1.4 2.1 2.8 3.5 4.3 5.0 5.7 6.4 7.1 7.9 8.6 9.3 10.0 10.7 11.5 12.2 12.9 13.6 14.3 15.1 15.8600 .8 1.7 2.6 3.5 4.4 5.3 6.2 7.1 8.0 8.9 9.8 10.7 11.6 12.4 13.3 14.2 15.1 16.0 16.9 17.8 18.7 19.6700 1.0 2.1 3.1 4.2 5.3 6.3 7.4 8.5 9.5 10.6 11.7 1 2.7 1 3.8 1 4.9 15.9 17.0 1 8.1 1 9.1 20.2 2 1.3 2 2.3 2 3.4800 1.2 2.4 3.7 4.9 6.1 7.4 8.6 9.9 11.1 1 2.3 1 3.6 1 4.8 1 6.1 1 7.3 1 8.5 1 9.8 2 1.0 2 2.3 2 3.5 2 4.7 2 6.0 2 7.2900 1.4 2.8 4.2 5.6 7.0 8.4 9.8 11.3 12.7 14.1 15.5 16.9 18.3 19.7 2 1.1 2 2.6 24.0 25.4 26.8 28.2 29.6 31.0

1000 1.5 3.1 4.7 6.3 7.9 9.5 11.1 12.6 1 4.2 1 5.8 1 7.4 1 9.0 2 0.6 2 2.2 2 3.7 2 5.3 2 6.9 2 8.5 3 0.1 3 1.7 3 3.3 3 4.81100 1.7 3.5 5.2 7.0 8.7 10.5 12.3 14.0 15.8 17.5 19.3 21.1 22.8 24.6 26.3 28.1 29.9 31.6 33.4 35.1 36.9 38.71200 1.9 3.8 5.7 7.7 9.6 11.5 13.5 15.4 17.3 19.3 21.2 23.1 25.1 27.0 28.9 30.9 32.8 34.7 36.7 38.6 40.5 42.51300 2.1 4.2 6.3 8.4 10.5 12.6 14.7 16.8 18.9 21.0 23.1 25.2 27.3 29.4 31.5 33.6 35.8 37.9 40.0 42.1 44.2 46.31400 2.2 4.5 6.8 9.1 11.3 13.6 15.9 18.2 20.5 22.7 25.0 27.3 29.6 31.9 34.1 36.4 38.7 41.0 43.3 45.5 47.8 50.11500 2.4 4.9 7.3 9.8 12.2 14.7 17.1 19.6 22.0 24.5 26.9 29.4 31.8 34.3 36.7 39.2 41.6 44.1 46.5 49.0 51.5 53.91600 2 .6 5.2 7.8 10.5 13.1 15.7 18.3 21.0 23.6 26. 2 2 8.8 31.5 34.1 36.7 39.3 42.0 44.6 47.2 49.8 5 2.5 55.1 57.71700 2 .7 5.5 8.3 11.1 13.9 16.7 19.5 22.3 25.1 27. 9 3 0.7 33.5 36.3 39.1 41.9 44.7 47.5 50.3 53.1 55.9 58.7 61.51800 2 .9 5.9 8.9 11.8 14.8 17.8 20.8 23.7 26.7 29. 7 3 2.6 35.6 38.6 41.6 44.5 47.5 50.5 53.5 56.4 59.4 62.4 65.31900 3 .1 6.2 9.4 12.5 15.7 18.8 22.0 25.1 28.3 31. 4 3 4.6 37.7 40.8 44.0 47.1 50.3 53.4 56.6 59.7 62.9 66.0 69.2

2000 3.3 6.6 9.9 13.2 16.5 19.9 23.2 26.5 29.8 33. 1 3 6.5 39.8 43.1 46.4 49.7 53.1 56.4 59.7 63.0 66.3 69.7 73.0CREWSYSTEM PASSENGER SYSTEM

Check minimum/maximum pressure in shaded area.Maximum cylinder pressure = 1850 psi at 21°C (70°F).For maximum cylinder pressure at hotter or colder temperatures add or substract 32 PSI per 5°C (10°F) respectively.

NUMBER OF 114 CU FTCYLINDERS

MINIMUM PRESSUREREQUIRED (PSI)

CREW1 6802 680

PASSENGER 3 8104 7805 7506 7207 6908 670

9 THROUGH 22 640

CYLINDER PRESSUREAT 21°C (70°F)

(PSI)

PRESSURE CORRECTIONFOR EACH 5°C (10°F)*

(PSI)400 7600 11800 14

1000 171200 211400 241600 281800 312000 34

* If ambient temperature above 21°C (70°F), add incrementshown. If ambient temperature below 21°C (70°F), subtractincrement shown.





Answers to Practical Exercises







Assumptions:777-200ER / GE90-90BFlight Altitude FL310

Temperature = ISA ConditionsTerrain on following pages12 minute chemical oxygen system (profile on following pages)


If a depressurization were to occur 200 nmi along the route, will the 12 minute oxygensystem safely clear the terrain? (remember to include 2,000 ft offset): No

If you can not clear the terrain, what will you do:

Look for escape paths, change the routing, look to retrofits to a 22 minute

chemical system.





Assumptions:747-400 / CFM6-80C2B1FGaseous passenger activated oxygen system with 21 cylinders

Passengers: 400Flight Altitude: FL430Ambient Temperature at Dispatch: 21° C (do not apply any temperature corrections)Terrain on following page


What level off altitude is required?: 22,800 feet (FL210)

How much distance at that altitude is required?:400 nm in each direction (800 total)

How much time at that altitude is required? (assume 400 KTAS): 1 hour

What total oxygen volume is required to clear the terrain?:7,265 liters (Table 1) + 60 min × 917.5 liters/minute (Table 2) = 62,315 liters

What system pressure is required for this volume of oxygen?: ~1800 psi

What could be done to reduce the passenger oxygen requirement?:Minimize the level off altitudes, change routing around the terrain, look for escape paths

d ff t k lt t i t

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Operations in Mountainous Terrain