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United Airlines 747-400 Procedures

Thu Feb 18, 2010 9:30 pm

Couple of questions regarding UAL SOP (standard operating procedures)

Accel. Height in the USA (unless special engine out requirement): 800'AGL thrust reduction flaps 5

What accel. Height is used in the USA at lets say KSFO RWYs 28L/R? (not sure if this has a special engine out accel height?) 

ORD: 4000' and 5000' MNM alt. Requirements at 5Nm and 8nm DME. So accel. Height is increased to 5000' but then thrust reduction can no longer  be at flaps 5 or can it? (5 minute takeof power limit) so what is it 1500'?

Intenational stations accel. 3000' thrust red. 1500' on ICAO noise abatement departures. What is used however when there is no noise abatement procedure in place? 800' accel. Flaps 5 thrust reduction? (like in the U.S.)

What is the cost index range used at the moment?

Would be much appreciated!
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RE: United Airlines 747-400 Procedures

Fri Feb 19, 2010 1:53 am

Anybody with some UAL info. That can answer this?
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RE: United Airlines 747-400 Procedures

Fri Feb 19, 2010 3:35 am

1) SFO does have special T-Turns (EO Procedures) but the all engine accel height is still 800' AFE (Above Field Elevation) for all types in the fleet. There are different engine out accel heights for both 28L/R and 19L/R depending of if you've already started a turn or are still on runway heading though.

2) When the airplane is heavy at ORD they will call up ORD clearance after they get their PDC (Pre-Departure Clearance) and notify them that they are "unable ORD4." So that alleviates the altitude requirements and then 800' AFE is used with "non-ORD4" radar vectors provided.

3) Normal profiles for the entire fleet is at 800' AFE, accel to CMS (Clean Maneuvering Speed) and then maintain CMS until 3000' AFE. Its actually 250 or CMS, whichever is higher, and this only applies to the 747 and 777 fleet.


[Edited 2010-02-18 19:40:07]
Nicholas William Reed KSAN/KLAX/KSFO
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RE: United Airlines 747-400 Procedures

Fri Feb 19, 2010 4:51 am

Thank you very much Nick!

That is exactly what I was looking for! I really appreciate it.

I do however still have a few questions:

Regarding SFO:

1. MARLN3 Departure has 1800' minimum at MARLN, very close to the airport(similar climb gradient to ORD) in this case is accel. Height still 800'? As in: (they call SFO clearance and say unable: MARLN 1800')

2. You mentioned different engine out accel. Heights for 28L/R and 19L/R at SFO. Does this mean they are actually higher then the all engine operating accel height? Of 800' AFE (what are the engine out accel. Heights?)

Regarding CMS:

Makes perfect sense, but what is maintained after 3000' AFE? I am thinking of 250/CMS(whichever is higher) until 10,000' and further acceleration. Or did i get this wrong?

I really really appreciate your detailed answers!

Thank you very much!

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RE: United Airlines 747-400 Procedures

Sat Feb 20, 2010 1:17 am

For the CI, common numbers these days are in the low 40 range. Was down in the 20 and 30s when fuel cost was higher.
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