DIST TO ALT IN NM TIME TO ALT MIN LANDING WEIGHT - LBS. CRUISE ALTITUDE TO ALTERNATE
90,000 TO 100,000 100,000 TO 110,000 110,000 TO 120,000 120,000 TO 130,000
FUEL LBS.
￡ 50 10 <2400 2400 2600 2800 11,000
75 15 <2600 2600 2800 3000 15,000
100 25 <2800 2800 3000 3200 17,000
125 29 3200 3200 3400 3600 19,000
150 32 3600 3600 3800 4000 25,000
175 36 3900 3900 4100 4300 27,000
200 39 4300 4300 4700 5100 29,000
225 43 4600 4600 5000 5400 31,000
250 46 4900 4900 5300 5700 33,000
275 50 5100 5100 5500 5900 35,000
300 53 5400 5400 5800 6200 35,000
Climb speed: 250 KIAS to 10,000 / 290 KIAS to .72 MACH Cruise speed: LRC Data includes 400 lbs. / 1 minute for missed approach at original destination and 450 lbs. / 4 minutes for approach and landing at alternate.
Note: For every 50 Knots of headwind, use the data from the next row down.
Example: Distance to alternate is 200 NM and there is a 100 knot headwind at FL 290. For a 120,00 LB aircraft, time and fuel are 46 minutes and 5300 lbs.
Driftdown Information
Note: TC=Terrain Clearance DD=Driftdown
Preflight
The flight release will contain the applicable TC or DD weight limit and enroute alternates (must meet alternate weather minimums) if dispatched DD. The flight crew must carefully monitor aircraft gross weight changes due to adding fuel, extra payload, and passenger count to remain within the TC or DD weight limit. If dispatched DD, the flight crew should review the route, noting the location of driftdown alternates and high terrain. The engine out altitudes on the flight plan can be compared to the appropriate grid MORA’s (Minimum Off-Route Altitude) on the Jeppesen charts to determine driftdown possibilities. The forecast weather and notams for the driftdown alternate airports should be checked for suitability. The departure airport Jeppesen pages should be reviewed for any special engine out departure procedures, the IFR departure procedure, and the MSA’s.
Takeoff
In the event of engine failure, follow the special engine out departure procedure if applicable. If no special engine out procedure is applicable, fly a ground track that avoids obstructions by use of ATC vector, the IFR departure procedure, or MSA’s. If diversion to a takeoff alternate is required use these means to climb to the MEA/MOCA/MORA for the planned route.
Climbout
If engine failure occurs during climbout over high/mountainous terrain prior to reaching the cruise altitude, the aircraft should proceed via the climb-out track back to the departure airport and land. Two engine aircraft have an all engine climb capability steeper than the engine out driftdown flight path at altitudes where terrain could be encountered. Specifically, the MD-80 at 140,000 lbs. and 290 kias will normally be climbing at a gradient of +9.7% at 10,000 ft. The engine out gradient at that altitude and 210 kias would be a +2.0%. If it is necessary to proceed to a takeoff alternate, choose an enroute altitude that is at or above the MEA/MOCA/ MORA as appropriate.
Note: If engine failure occurs on climb-out above FL240, or in cruise, the
distance to driftdown to the single engine gross climb altitude will,
in all cases, exceed 150 NM. For example, the MD-80 at 140,000
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