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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
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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
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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
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Sources of Terrain Data
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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
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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
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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
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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
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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
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Sample Terrain
Bueno
Panama City
Panama City (PTY)to
Buenos Aires (EZE)
Lookup Terrain using:•Grid MORA•SRTM Digital Elevation Model
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Grid MORAPanama City
45
14 74
10 51
53
26 17 9
19 6
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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(
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FLIGHTOPERATIONS
ENGINEERING
For Training Purposes Only © Copyright 2009 Boeing
Operations in Mountainous TPart 2: Engine-Out Driftd
Phil CaloraPerformance Engineer Operations Co
Boeing Commercial AirplanesMarch 2009
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Agenda
• Description
• Part 25 Regulations
• Driftdown Profiles
• Driftdown Performance Sources
• Part 121/JAR-OPS Regulations
• Analysis Flow Chart
• Sample Analysis
• Additional Information
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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
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Driftdown Scenario
Engine fails
Set MCT thrus t
Maintain levelflight, decelerate todriftdown speed
Maintain driftdownspeed
Positive Climb Capabil
Thrust >= Drag > Thrust
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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
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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
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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)
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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
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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
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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
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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.
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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
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ETOPS Area of Operation for VariousDescent Speeds
Optimum Drift1100 Nm
LRC1125 Nm
330 KIAS1215 Nm
737-7
180-MInitia
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Regulations: Enroute Limitations:One Engine Inoperative
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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
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Enroute Limitations:One Engine Inoperative
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
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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
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Enroute Limitations:One Engine Inoperative
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
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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
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Regulations: Enroute Limitations:Two Engines Inoperative
Applicable to 3- and 4-engine airplane models
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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
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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
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Enroute Limitations: Track WidthsDriftdown Analysis
Intended Track
Track Half Width
13.5CAAC5JAA
4.3FAA
Track Half-Width by R
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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
Calculate NetLevel off Height
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
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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
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Route Terrain Definition - SRTM
0
5
10
15
20
25
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
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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
Calculate NetLevel off Height
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
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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
Distance from Panama City (Nm)
Net Level Off Height Must Have 1,000-foot Clearance Above the
Terrain+1000-ft
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Driftdown Analysis Procedure
Calculate NetLevel off Height
at TakeoffGross Weight
DriftdownComplete
No
No
Yes
Calculate NetLevel off Height
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
Does the NetLevel Off
Height Clear Al l t he
Terrain Alongthe Route?
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Calculate Weight over Mountainous Terrai
0
5
10
15
20
25
30
35
40
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
60,500-kilograms
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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
Distance from Panama City (Nm)
Terrain+1000-ft
6 0 , 5 0 0
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Driftdown Analysis Procedure
Calculate NetLevel off Height
at the ActualWeight at theCritical Point
Does the NetLevel OffHeight Clear
Al l t heTerrain Alo ng
the Route?
Calculate NetLevel off Height
at TakeoffGross Weight
DriftdownComplete
No
No
Yes
Yes
Yes
Generate TerrainElevation Data
Create Detailsfor
Flight Plan
Does the NetLevel Off
Height Clear Al l t he
Terrain Alongthe Route?
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Calculation of Driftdown Profile
FPPM: Driftdown Profiles
or
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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)
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0
5
10
15
20
25
30
35
40
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
Driftdown Profile over Terrain
Critical point canbe moved
because of margin
Terrain+2000-ft
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Driftdown Analysis Procedure
Calculate NetLevel off Height
at the ActualWeight at theCritical Point
Does the NetLevel OffHeight Clear
Al l t heTerrain Alo ng
the Route?
Calculate NetLevel off Height
at TakeoffGross Weight
DriftdownComplete
No
No
Yes
Yes
Yes
Generate TerrainElevation Data
Create Detailsfor
Flight Plan
Does the NetLevel Off
Height Clear Al l t he
Terrain Alongthe Route?
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Additional Information
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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
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Turn Direction
A right hand turn flysover MOCA’s of20,300-feet and12,500-feet
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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,
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Gradient Decrement in a Turn
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
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Gradient Decrement in a 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
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FLIGHTOPERATIONS
ENGINEERING
For Training Purposes Only © Copyright 2009 Boeing
Operations in Mountainous TPart 3: Oxygen Requirem
Phil CaloraPerformance Engineer Operations Co
Boeing Commercial AirplanesMarch 2009
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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
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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)
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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
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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:
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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
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Chemical Oxygen System Descent Envelope12-minute versus 22-minute Systems
0
5
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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
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Oxygen System Envelope Compared to the Airplane Descent Profile
0
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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.
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Gaseous Oxygen Descent ProfileComparison
0
5
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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
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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?
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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
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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
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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
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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.
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Flight Crew Breathing Requirements
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
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Flight Crew Breathing Requirements
FPPM: Aircraft with Chemical or Gaseous Passenger Oxygen Syst
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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
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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
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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
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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
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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
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Oxygen Requirements Analysis Procedure(Gaseous System)
Determine theDesired Numberof Critical Points
Is thereTerrain
above 8,000feet
(assuming2,000 ft
margin)
Oxygen AnalysisComplete
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
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Sample Oxygen System Analyses
1. Passenger Chemical Oxygen System Analysis
2. Passenger Gaseous Oxygen System Analysis
3. Crew Oxygen System Analysis
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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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Route Terrain Definition - SRTM
0
5
10
15
20
25
0 500 1000 1500 2000 250
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
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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 Profile
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
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Descent Envelope for22-Minute Chemical Oxygen System
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Generate Depressurization Descent Profile
0
5
10
15
20
25
30
35
40
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
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0
5
10
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20
25
30
35
40
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
Oxygen Requirements Analysis Procedure(Chemical System)
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
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Oxygen Requirements Analysis Procedure(Chemical System)
Create Detailsfor
Flight Plan
Oxygen AnalysisComplete
Are On-Route
Al ternate Airpor ts
Available?
Have theCritical
RegionsBeen
Eliminated?
Are there Any Crit ical
Regions?
ArT
Alte Avvia E
Ro
HaC
ReB
Elim
YesNo
No
Plot DescentProfile Over
Terrain
Yes
Yes
No
NoYes
GenerateTerrain
Elevation Data
Is thereTerrain
above 8,000feet
(assuming2,000 ftmargin)
GenerateDepressurizationDescent Profile
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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
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First Mountainous Region
0
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30
35
40
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
Iquitos
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0
5
10
15
20
25
30
35
40
0 100 200 300 400 500 600 700 800 90
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
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
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Second Mountainous Region
0
5
10
15
20
25
30
35
40
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
Iquitos
La Paz
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0
5
10
15
20
25
30
35
40
1400 1500 1600 1700 1800 1900 2000 2100
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
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)
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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
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Oxygen Requirements Analysis Procedure(Chemical System)
Create Detailsfor
Flight Plan
Oxygen AnalysisComplete
Are On-Route
Al ternate Airpor ts
Available?
Have theCritical
RegionsBeen
Eliminated?
Are there Any Crit ical
Regions?
ArT
Alte Avvia E
Ro
HaC
ReB
Elim
YesNo
No
Plot DescentProfile Over
Terrain
Yes
Yes
No
NoYes
GenerateTerrain
Elevation Data
Is thereTerrain
above 8,000feet
(assuming2,000 ftmargin)
GenerateDepressurizationDescent Profile
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Oxygen Requirements Analysis Procedure(Chemical System)
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
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S18 52.7 W067 18.9 to Sucre
0
5
10
15
20
25
30
35
40
0 50 100 150 200 250
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 )
L
S18 52.7 W067 18.9
Terrain+2000-ftSucre
S18 52.7 W067 18.9
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Oroko to Sucre
0
5
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15
20
25
30
35
40
0 50 100 150 200 250
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 )
L
S18 52.7 W067 18.9
Terrain+2000-ft
Sucre
Oroko
TERRAIN NOT CLEARED!
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Oxygen Requirements Analysis Procedure(Chemical System)
Create Detailsfor
Flight Plan
Oxygen AnalysisComplete
Are On-Route
Al ternate Airpor ts
Available?
Have theCritical
RegionsBeen
Eliminated?
Are there Any Crit ical
Regions?
ArT
Alte Avvia E
Ro
HaC
ReB
Elim
YesNo
No
Plot DescentProfile Over
Terrain
Yes
Yes
No
NoYes
GenerateTerrain
Elevation Data
Is thereTerrain
above 8,000feet
(assuming2,000 ftmargin)
GenerateDepressurizationDescent Profile
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Sample Oxygen System Analyses
1. Passenger Chemical Oxygen System Analysis
2. Passenger Gaseous Oxygen System Analysis
3. Crew Oxygen System Analysis
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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
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Oxygen Requirements Analysis Procedure(Gaseous System)
Determine theDesired Numberof Critical Points
Is thereTerrain
above 8,000feet
(assuming2,000 ft
margin)
Oxygen AnalysisComplete
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
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Route Terrain Definition - SRTM
0
5
10
15
20
25
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
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Oxygen Requirements Analysis Procedure(Gaseous System)
Determine theDesired Numberof Critical Points
Is thereTerrain
above 8,000feet
(assuming2,000 ftmargin)
Oxygen AnalysisComplete
Create Detailsfor
Flight Plan
GenerateTerrain
Elevation Data
No
Yes
Assemble DescentProfi le(s) to Clear
the Terrain
Plot 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
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Gaseous Oxygen System Profiles with1 Critical Point
0
5
10
15
20
25
30
35
40
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
Critical Point
1 Critical Point:• Requires most o xygen• Extra weight• Simplest flight-planni• Reduces crew worklo a
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0
5
10
15
20
25
30
35
40
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
2 Critical Points:• Reduces Oxygen Requ• Lower weight than hav• Addi tional fligh t plann• Increases crew worklo
Gaseous Oxygen System Profiles with2 Critical Point
Critical PointCritical Point
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Gaseous Oxygen System Profiles with3 Critical Point
0
5
10
15
20
25
30
35
40
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
3 Critical Points:• Further Reduces O• Lowest weight (le• Addi tional fligh t • Increases crew wo
Critical PointCritical Point Critical Point
La Paz
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Oxygen Requirements Analysis Procedure(Gaseous System)
Determine theDesired Numberof Critical Points
Assemble DescentProfi le(s) to Clear
the Terrain
Plot DescentProfile over
Terrain and Verifythe Terrain is
Cleared Safely
Is thereTerrain
above 8,000feet
(assuming2,000 ftmargin)
Oxygen AnalysisComplete
Create Detailsfor
Flight Plan
GenerateTerrain
Elevation Data
No
Yes
Calculate the Crewand Passenger
OxygenRequirements
Adjust the Criti cal
Points
Assemble DescentProfil e(s) to Clear
the Terrain
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0
5
10
15
20
25
30
35
40
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
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
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FPPM Passenger Oxygen Requirements
Total Oxygen Quantity Required = Table 1 + Tab
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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
Number ofOccupants In
Passenger Cabin
Interpolate for 126 Passengers
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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
Number ofOccupants In
Passenger
Additional Oxygen Required (Liters per minute)Intermediate Pressure Altitude
Interpolate for 23,000 ft Pressure A
Interpolate for 126 Passengers
Additional Oxygen Required (Liters per minute)Intermediate Pressure Altitude
23000100 179126 226200 358
Number ofOccupants In
Passenger Cabin
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Table 2 Passenger Oxygen Calculations15,000-feet Level-Off
Additional Oxygen Required (Liters per minute)Intermediate Pressure Altitude
15000100 13126 16200 26
Number ofOccupants In
Passenger Cabin
• 126-passengers• 155-minutes @ 15,000 feet
Interpolate for 126 Passengers
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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
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Required Number of Cylinders
• Assume Cyl inder Pressure of
1500 PSI• Oxygen Volume Required of
9861 Liters• Passenger Cylinder
Requirement = 5
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Sample Oxygen System Analyses
1. Passenger Chemical Oxygen System Analysis
2. Passenger Gaseous Oxygen System Analysis
3. Crew Oxygen System Analysis
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FPPM Flight Crew Oxygen Requirement
Total Oxygen Quantity Required = Larger of Table 1 or Table 2 + T
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Crew Oxygen Calculation• 2-crew• 180-minutes to 10,000 feet (3-hours)
• Alti tude at Decompression of 37,000 feet
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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
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Additional Information
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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
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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
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Practical Exercisesfor
Operations in Mountainous Terrain
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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
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375
400
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
2 0 , 8 0 0 f t
1 9 , 3 0 0 f t
Operations in Mountainous Terrain Practical Exercises Page 2
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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
Operations in Mountainous Terrain Practical Exercises Page 3
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Flight Planning and Performance Manual
FLIGHT PLANNINGDriftdown
767-300/PW4060FAACategory C & D Brakes
Copyright © The Boeing Company. See title page for details.
D632T003-VV679 2.3.3
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
Operations in Mountainous Terrain Practical Exercises Page 4
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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:
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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
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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
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375
400
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
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Practical Exercise 3:
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
Determine the following:
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?:
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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
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
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
2 2 , 8 0 0 f t
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2.2.12 D632U001-RZ001
Flight Planning and Performance Manual
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
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2.2.14 D632U001-RZ001
Flight Planning and Performance Manual
747-400/CF6-80C2B1FFAA
Category J Brakes
FLIGHT PLANNINGSimplified Flight Planning
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).
October 1, 2008FOR TRAINING PURPOSES ONLY. MATERIAL WILL NOT BE KEPT UP-TO-DATE
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Flight Planning and Performance Manual
FLIGHT PLANNINGSimplified Flight Planning
747-400/CF6-80C2B1FFAACategory J Brakes
Copyright © The Boeing Company. See title page for details.
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.
October 1, 2008FOR TRAINING PURPOSES ONLY. MATERIAL WILL NOT BE KEPT UP-TO-DATE
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Answers to Practical Exercises
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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): 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.
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Practical Exercise 3:
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
Determine the following:
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