ENG OUT ACC altitude.

Disclaimer: 

▪︎This content is Not an official document and does not represent the views of Airbus or any other aviation authority.

▪︎The information provided may be incorrect or misinterpreted and should not be relied upon for decision-making. 

▪︎Always refer to official documents and consult with a qualified aviation professional before making any decisions based on the information provided in this blog post.

▪︎The information provided in this blog post is based on personal study and review.

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Engine out acceleration altitude on FMGC. 

The engine-out acceleration altitude that we insert into the FMGC is for display purposes only.
On the takeoff page and go-around page of the A320 FMGC, there is an engine-out acceleration insertion.

However, this does not affect any FMA or vertical mode changes of FMA or FD.

 

 

 

 

 

Here's the revised version:

 As we input the engine out acceleration altitude on the takeoff performance page, pilots need to be reminded that there are also minimum acceleration altitude and maximum acceleration altitude considerations.

The maximum altitude considers engine operating time limitations, which are 5 minutes for all engines operative and 10 minutes for one engine operative.

So, if the minimum engine out acceleration is relatively high due to terrain or other factors, it is necessary to consider not exceeding the 10-minute limitation when using TOGA or flex thrust in case of an engine out.

(by switching to MCT- maximum continuous thrust) 

While terrain clearance is the primary concern, since there is no alerting about reaching the engine out acceleration altitude, pilots might need to consider this 10-minute limitation in case of an engine out. 

 

 

 

 

 

 

Required Climb Gradient 

 

According to ICAO Document 8168, the standard climb gradient for departure procedures is 3.3 percent and 2.5 percent for the missed approach.

ICAO 8168

 

Acceleration altitude can be calculated on FlySmart or EFB, 

but if the departure climb gradient or missed approach climb gradient differs from these standards, it needs to be inserted manually.

The required climb gradient is also indicated on the SID chart or approach chart.

 

 

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Disclaimer:

▪︎This content is Not an official document and does not represent the views of Airbus or any other aviation authority.

▪︎The information provided may be incorrect or misinterpreted and should not be relied upon for decision-making. 

▪︎Always refer to official documents and consult with a qualified aviation professional before making any decisions based on the information provided in this blog post.

▪︎The information provided in this blog post is based on personal study and review.