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lbs. would require about 190 NM to driftdown from FL240 to
15,000 ft with all ice protection on.
Enroute (TC)
Aircraft takeoff weight was at or below the Terrain Clearance weight limit: If an engine fails at cruise altitude, the aircraft is capable of clearing all terrain along the route between the departure airport and the destination. The crew may proceed along the route to the nearest suitable airport for landing.
Enroute (DD)
Aircraft takeoff weight was greater than the Terrain Clearance weight limit: If an engine fails at cruise altitude the aircraft is not capable of clearing all terrain along the route between the departure airport and the destination. For dispatch, the route was analyzed in sections based on high terrain. The flight crew should proceed to an appropriate driftdown alternate for the portion of the route they are on.
Enroute (TC/DD)
If the flight has deviated from the planned route due to weather/ATC vectors: The crew must become familiar with the terrain/obstructions, determine safe flight levels, and should consider returning to the route when able. Failure to return to the route compromises TC/DD planning for obstruction clearance and complicates off-route flight as the MORA/single engine altitude capability do not necessarily provide navigation signal coverage or ATC communication. If the flight is off the planned route and engine failure occurs, the crew should proceed to an appropriate driftdown alternate or the nearest suitable airport for landing. The Western US Driftdown chart in the Jeppesen enroute section may be used in planning a course of action. The engine out altitudes shown on the flight plan may be compared to the grid MORA’s on the Jeppesen high charts. The One Engine Operation - Net Altitude Capability charts in this section may be checked to assure terrain clearance.
Descent
The crew should not descend below cruise altitude until necessary for landing at the destination. Prior to descent, the crew should review the MEA /MOCA /MSA’s for the arrival and review the location of known obstructions. If ATC offers early descent, the crew should be wary of descending to an altitude that would not allow continuation of the flight to destination in the event of engine failure. If it becomes necessary to proceed from the destination to an alternate with an engine failure, use the same considerations listed above in Takeoff/Climbout.
EPR - Maximum Continuous Thrust (One Engine Operation)
-217
RAT .C  PRESSURE ALTITUDE - FEET 
1000  2000  5000  10000  15000  20000  25000  30000  35000 
-50  2.02  2.07  2.09  2.09  2.09  2.08  2.06  2.05  2.04 
-16  “  “  “  “  2.08  2.07  2.06  2.05  2.04 
-12  “  2.07  2.09  2.09  2.07  2.06  2.04  2.03  2.02 
-8  “  2.06  2.07  2.07  2.06  2.04  2.03  2.02  2.01 
-4  “  2.05  2.05  2.05  2.04  2.03  2.02  2.01  2.00 
0  “  2.04  2.04  2.04  2.03  2.02  2.01  2.00  1.99 
4  2.02  2.03  2.03  2.03  2.02  2.01  2.00  2.00  1.98 
8  2.01  2.01  2.01  2.01  2.00  1.99  1.98  1.97  1.96 
12  2.00  2.00  2.00  2.00  1.99  1.98  1.97  1.96  1.95 
16  1.98  1.98  1.98  1.98  1.97  1.96  1.95  1.94  -
20  1.96  1.96  1.96  1.96  1.95  1.94  1.93  1.92  -
24  1.94  1.94  1.94  1.94  1.93  1.92  1.91  - -
30  1.90  1.90  1.90  1.90  1.90  1.88  1.87  - -
40  1.83  1.83  1.83  1.83  1.82  - - - -
46  1.79  1.79  1.79  1.79  - - - - -
Bleed Corrections: Anti-ice Engine ON -0.08 / Engine & airfoil -0.13 Pack OFF (Below 10,000’) +.02 

-217A

RAT .C  PRESSURE ALTITUDE - FEET 
1000  2000  5000  10000  15000  20000  25000  30000  35000 
-50 1.97  2.00  2.06  2.06  2.05  2.04  2.03  2.02  2.01 
-8 “  “  2.06  2.06  2.05  2.04  2.03  2.02  2.01 
-4 “  “  2.05  2.05  2.04  2.03  2.02  2.01  2.00 
0 “  “  2.04  2.04  2.03  2.02  2.01  2.00  1.99 
　
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本文鏈接地址：MD-80 Flight Manual 麥道80飛行手冊 2(94)