__)
Foreword
Conversations with colleagues, discussions during cruise flight coupled with my experiences
when conducting performance courses in the classroom have led me to draw the conclusion that
aircraft performance is not easily understood by airline pilots in their daily operation. Aircraft
manufacturers and airlines provide pilots with numerous performance data but it is not always
clear when or how this should be used.
It is because of this that the wish arose for a small guide containing all the performance rules
which might be faced by aircrew both occasionally and on a daily basis.
This Performance Reference Handbook (PRH) is the result.
This handbook contains European (EASA) performance regulations applicable to Performance
Class A (large civil multi-engined jet) aircraft in general and the related data plus application for
the Boeing 737 NG specifically. It is complete with many clarifying pictures and flowcharts, as
we pilots prefer. In addition, due to its handy size it will easily fit into your flight bag.
Anyway, I hope that this PRH will assist in making performance calculations and related
decisions and help you become more familiar with what specific performance data represents.
Moreover, the computerised era has dawned and this affects many of us, influencing
performance calculations with electronic tools like EFB. The lack of transparency in
computerisation means that many pilots will lose their overview of this aspect of the operation.
So with respect to the PRH, use, enjoy and don't hesitate to criticise it, because I'm looking
forward to any remarks, comments and/or feedback!
Maurits Hulshof
A ERONAUTICAL ENGINEER 85C.
C PT!rRI 8737NG
Order and update info
You can order your own copy of the PRH from www.performance737.com. This site will also inform you
about updates.
An FAA edition is also available. Both editions are also available as e-book (ePub).
Language
In accordance with the Boeing Manuals, this PRH is written in US English. However, the EU-OPS
regulations, which are quoted exactly, are written in UK English. E.g. you may find the word "airplane"
(as text) as well as "aeroplane" (as quote) in this handbook.
Where the pronoun 'he' is used in the PRH, the pronoun 'she ' could be inferred.
Disclaimer
Although a major part of the contents of this handbook consists of regulatory data, the PRH is not
authorized by any airline, local aviation authority, or by the manufacturer of the 737NG.
Although this guide has been put together carefully, the author guarantees neither currency nor accuracy
and cannot be held responsible for faults. Therefore company, manufacturer and state procedures must
always take precedence over this handbook.
Contact
For any remark, comment, feedback or error reporting, please contact: prh@performance737.com.
Copyright © 2012 M.M.Hulshof
All rights reserved. No part of this publication may be reproduced or transmitted in any form without the
explicit written permission of the author.
Cover
Design and photograph © by the author.
www.performance 737.com
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INTRODUCTION
Every public transport aircraft taking off has to meet several m1 n1mum performance
requirements in order to be able to reach an acceptable level of safety throughout the flight from
takeoff to the subsequent landing.
These minimum requirements, with respect to aircraft performance, are laid down in aviation
regulations which cover both the aircraft certification and operation.
Worldwide there are two major aviation rulemaking organizations, EASA and FAA.
EASA, the European Aviation Safety Agency, established in 2003 and absorbed the JAA (Joint
Aviation Authorities) by 2008, develops, adopts and implements requirements concerning
aircraft design, certification, operation, maintenance and crew licensing.
Certification requirements for Performance Class A (large civil multi-engined jet) aircraft, as is
the Boeing 737NG, are laid down in Part 25 of EASA's Certification Specifications (CS-25),
replacing the former JAR-25 (Joint Aviation Requirements), and almost identical to the FAA
(USA's Federal Aviation Administration) equivalent FAR-25.
Operating requirements are documented in EU-OPS.
This edition of the PRH reflects the EASA aircraft performance regulations recognized in CS-25
and EU-OPS. Acceptable Means of Compliance (AMC) and Interpretative I Explanatory Material
(I EM) form a part of these regulations and are also referenced.
(An FAA edition of the PRH is also available on www.performance737.com.)
This handbook contains 4 chapters (parts):
PART A Bas1c Performance Notes
~s and explains regulatory {EASA) requirements.
PART C 737NG Performance Data Appllcation
contams a pract•cal tool as to how the available performance data have to be applied,
both m logical steps and in fiOIIVCharts, and
.J contams add•t•onal operat1onal information.
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LEGEND
I CONS
c
Action
III
Additional information
=
Allowance
A
Attention
~
Definition
E3
Equat1on or Formula
=
Restriction
degree
inch
Celsius
Fahrenheit
feet
mercury
gravity
hectopascal (millibar)
1000 lbs (Engine thrust rating)
meter
millimeter
miles per hour
knots
second
[PRH p<tge X-i] cross reference within this handbook.
QUOTATIONS
CS-25.xxx Quotation of EASA 's Certification Specification Part 25
AMC-25.xxx Quotation of EASA 's CS Part 25 Acceptable Means of Compliance.
CS-AWO xxx Quotation of EASA 's CS Part All Weather Operations.
EU-OPS 1.xxx Quotation of EASA 's Operational Requirements.
IEM-OPS 1.xxx Quotation of EU-OPS's Interpretative Explanatory Material.
PANS-OPS xxxx Quotation of /GAO's Procedures for Alf Navigation Services- Aircraft Ops.
CFM Quotation of the manufacturer of the CFM56 engine.
TABLE OF CONTENTS
PART
A
BASIC PERFORMANCE NOTES
SECTION 1 TAKEOFF PERFORMANCE
1. TAKEO FF SPEEDS
1. 1. Demonstmted Takeoff Speeds
1.1.1. Stall Speed
1. 1.2. Minimum Unstick Speed
1.1.3. Minimum Control Speeds
1.2. Operational Takeoff Speeds
1.2.1.
1.2.2.
1.2.3.
1.2.4.
Takeoff Decision Speed
Rotati m Speed
Takeoff Safety Speed
Various influences on opNational speeds
2. TA KEOFF PERFORMANCE REQUIREMENTS
2.1 . Maximum Allowable Takeoff Weight
2. 1. 1. Maximum Certified Structural TOW
2. 1.2. Performance Limit TOW
2.2. Field Length Requirement
2.2.1.
2.22.
2.2.3.
2.2.4.
2.2.5.
AccelerJte Slop Distance
Takeoff Distance
Lineup Correction
Balanced Takeoff
Runway Surface Conditions
2.3. Climb Requirement
2.3. 1. Takeoff Flight Path
2.3.2. lmprov<:d Climb
2.4. Obstacle Clearance Requirement
2.4. 1. Emergency Turn
2.4.2. Additional Considerations
2.5. Tire Speed Requirement
2.6. Maximum Brake Energy Requirement
3. REDUCED TAKEOFF THRUST
3. 1. Engine Characteristics
3.2. Takeoff Thrust Reduction
3.2. 1. Derated Takeoff Thrust
3.2.2. Reduced Takeoff Thrust - Assumed Temperature Method
3.2.3. Combination Derate and Reduced Thrust
A-3
A-3
A-3
A-3
A-3
A-5
A-5
A-5
A-6
A-6
A-7
A-7
A-7
A-7
A-8
A-9
A-10
A-11
A-13
A-17
A-23
A-23
A-26
A-28
A-29
A-29
A-30
A-30
A-31
A-3 1
A-33
A-33
A-33
A-36
SECTION 2 ENROUTE PERFORMANCE
1. GENERAL
1. 1. Cost Index
1.2. Enroute Climb
1.3. Cruise Altitude
1.3. 1. Optimum Altitude
1.3.2. M1ximum Altitude
1.4. Cruise Speed
1.4. 1. Maximum Range Cruise
A-37
A-37
A-37
A-38
A-38
A-38
A-40
A-40
rt.:.,__c: :_ CC' . ·, ._:
A-40
A-41
1.4.2. Long Range Cruise
1.4.3. Economic Cruise Speed
2. ENRO UTE PERFORMANCE REQUIREMENTS
2. 1. General
2.2. Driftdown
2.3. Regulations
A-43
A-43
A-43
A-44
A-44
A-44
2.3. 1. Vertical Cle1rance
2.3.2. Lateral Clearance
SECTION 3 LAN DING PERFORMANCE
1. LANDING DISTANCE AND SPEED
1. 1. Landing Distance Available
1.2. Landing Speed
A-45
A-45
A-46
A-46
A-46
1.2. 1. Reference Speed
1.2 .2. Final Approach Speed
2. LANDING PERFORMANCE REQUIREMENTS- DISPATCH
A-47
A-47
A-48
A-48
A-49
A-50
A-50
A-50
A-5 1
A-52
2.1 . General
2.2. Landing Field Requirement
2.2. 1.
2.2.2.
2.2.3.
2.2.4.
2.2.5.
Dispatch Requirement
Certified Landing Distance
Landing Field Limit Weight- Dry Runway
Landing Field Limit Weight- Wet Runway
Landing Field Limit Weight - Contaminated rSiippcry) Runway
2.3. Approach and Landing Climb Requirement
2.4. Quick Turnaround Limit Weight
3. LANDING PERFORMANCE REQUIREMENTS - INFLIGHT
A-53
PART 8 PERFORMANCE DATA 737NG
SECTION 1 TAKEOFF DATA
1. TL-CHARTS
1. 1. General
1.2. Weight Adjustments
B-3
B-3
B-4
B-4
B-5
B-8
B-8
B-8
B-9
B-1 0
B-1 1
B -11
B -11
1.2. 1. Corrections on both BRLW and CLTOW
1.2.2. Additional Corrections on BRL W only
1.3. V1 Adjustment
1.3. 1.
1.3.2 .
1.3.3.
1.3.4.
2 . NO
2. 1.
2.2.
2.3.
2. 4.
2.5.
Clearway and Stopway Correction
Slope and Wind
Runway Surface Condition
Unserviceable Equipment
TL-CHART AVAILABLE
Field Limit Takeoff Weight
Climb Limit Takeoff Weight
Obstacle Limit Weight
Tire Speed Limit Weight
Brake Energy Limit
B-12
B-12
B -12
'I~A
,'
I
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SECTION 2 LANDING DATA
1. DISPATCH DATA
1. 1. Landing Field Limit Weight
1.1.1.
1. 1.2.
B-13
B-13
B-13
B-14
B-14
B-15
B-15
B-17
B-17
B-17
B-18
B-19
Dry and Wet Runway
Contaminated (Slippery) Runway
1.2. Landing Climb Limit Weight
1.3. Go-Around Climb Gradient
1.4. Quick runaround Limit Weight
2 . INFLIGH T (OPERATIONAL) DATA
2. 1. Landing Distance Required
2. 1. 1.
2. 1.2.
Normal Configuration Landing Distance
Non Normal Configuration Landing Distancco
2.2. Recommended Brake Cooling Schedule
PART
C PERFORMANCE DATA APPLICATION
SECTION 1 TAKEOFF CALCULATIONS
1. PERFORMANCE RULE DETERMINATION
2. DRY RUNWAY
2.1. Max Allowable TOW
2.2. Assumed Temperature Reduced Thrust
2.3. V Speeds
3. WET RUNWAY
3.1. Using Wet TL -Chart
3. 1.1.
3.1.2.
3. 1.3.
Maximum Allowable TOW
Assumed Temperature Reduced Thrust
V Speeds
3.2. Using Dry TL -Chart
3.2. 1.
3.2.2.
3.2.3.
Maximum Allowable TOW
Assumed Temperature Reduced Thrust
V Speeds
4. CONTAMINATED RUNWAY
4. 1. Contaminated Runway- Fluid Contaminant
4. 1.1.
4. 1.2.
Maximum Allowable TOW
V Speeds
4.2. Contaminated Runway - Hard Contaminant
4.2.1.
4.2 .2 .
Maximum Allowable TOW
V Speeds
5. INOPERATIVE EQUIPMENT
5.1. Antiskid !nap
5.2. Thrust Reverser /nap
5.2. 1.
5.2.2.
Wet Runway
Contaminated Runway
5.3. EEC AL TN Mode
5.4. Auto Speedbrake /nap
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11
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C-3
C-5
C-5
C-5
C-5
C-7
C-7
C-7
C-7
C-7
C-9
C-9
C-9
C-10
C-11
C-1 3
C-13
C-13
C-15
C-15
C-15
C-17
C-17
C-17
C-17
C-17
C-19
C-19
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SECTION 2 LANDING CALCULATIONS
1. DISPATCH CALCULATIONS
2. INFLIGHT CALCULATIONS
C-21
C-23
C-23
C-23
C-23
C-24
C-24
C-24
C-25
C-25
C-26
C-26
C-26
C-28
C-28
C-28
2. 1. Required calculation
2.1.1.
2. 1.2.
Landing Distance Required
Go Around Climb Gradient
2.2. Factors affecting landing distance
2.2.1.
2.2.2.
2.2.3.
2.2.4.
Auto/and
Aiming Point Marking
Threshold Crossing Height
Threshold Crossing Speed
2.3. Other landing distance considerations
2.3.1. Dispatch Data vs. lnflight Data
2.3.2.
Reverse Thrust with Manual Brakes vs. Autobrakes
3. BRAKE COOLING
3. 1. Dispatch
3.2. lnflight
PART D APPENDICES
I.
II.
Ill.
IV.
V.
VI.
RUNWAY STATE MESSAGE
SNOWTAM
GLOSSARY
ABBREVIATIONS
INDEX
REFERENCES
D-2
0-3
0 -4
0 -9
D-12
D-15
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SECTION 1 - TAKEOFF PERFORMANCE
1.
TAKEOFF SPEEDS
1.1. DEMONSTRATED TAKEOFF SPEEDS
o
Four speeds are demonstrated during the certification process: the stallspeed (Vs). the
minimum unstick speed (VMu) and the minimum control speeds on the ground (VMcG) and
in the air (VMCA).
1.1.1. Stall speed - Vs
Stall speed (Vs): The minimum steady flight speed at which the airplane is
controllable.
o Corresponds to the point where the lift
CL
can no longer be sustained.
o Vs1G is the one-g stall speed
corresponding to the maximum
liftcoefficient (CL) where the loadfactor is
still equal to 1 (i.e. just before the lift
starts decreasing with increasing angle
of attack AOA) .
E3
VSw> Vs
AOA
o The stall speed used in airplane certification is the reference stall speed, VSR.
CS-25.103
The reference stall speed VsR is a calibrated airspeed defined by the applicant. VsR
may not be less than a 1-g stall speed.
8
VSR ~ Vs,r-
1.1.2. Minimum Unstick speed- VMu
CS-25.107
VA<u is the calibrated airspeed at and above which the aeroplane can safely lift off
the ground, and continue the takeoff.
o Demonstrated in flight tests.
o Determined at the maximum angle
of attack that is physically
attainable by the aircraft while on
the ground.
1.1.3. Minimum Control speeds
1.1.3.1 . Minimum control speed- Ground- VMcG
CS-25.149
VMCG, the minimum control speed on the ground, is the calibrated airspeed
dunng the take-off run at which, when the critical engtne is suddenly made
inoperative, it is possible to maintain control of the aeroplane using the rudder
control alone.
E. ;A CO"" ·1on '
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o Crew must be able (without special skill required) to arrest the lateral motion
caused by an engine failure within 30 feet of the runway centerline, using only
aerodynamic controls (no nosewheel steering).
o VMcG is determined with:
c) the remaining engine at maximum takeoff thrust (bleeds off)
c) most unfavorable (farthest aft) center of gravity
c) maximum takeoff weight
c) aircraft trimmed for takeoff
A
In det~rmining the minimum control speeds the effects of crosswind are not
taken mto account.
~
1.1.3.2. Minimum control speed- Air - VMcA
CS-25.1 49
VA' " is the calibrated airspeed at which, when the critical engtne is suddenly
made inoperative, it is possible to maintam control of the aeroplane with that
engine still inoperative, and maintain stra1ght flight with an angle of bank of
not more than SO.
o Maximum 20° heading change during the recovery (without special skill
required) is allowed.
o VMcA is determined with:
c) the remaining engine at maximum takeoff thrust (bleeds off)
c) most unfavorable (farthest aft) center of gravity
c) aircraft trimmed for takeoff
c) maximum takeoff weight
c) most critical configuration but with gear up
c) negligible groundeffect
B
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1.2. OPERATIONAL TAKEOFF SPEEDS
From the demonstrated speeds the following operational speeds are derived:
1.2.1 . Takeoff Decision speed- V1
Takeoff Decision speed (Vr): The speed used as a reference in the event of engine or
other failure in deciding whether to continue or reject the takeoff.
CS-Definitions
v, means the maximum speed in the take-off at which the pilot must take the first
action (e.g. apply brakes, reduce thrust, deploy speed brakes) to stop the aeroplane
within the accelerate-stop distance.
v,
also means the minimum speed in the take-off, following a failure of the critical
engine at VEF at which the pilot can continue the take-off and achieve the required
height above the take-off surface within the takeoff distance.
o
Regulations require a single value of V 1 for the rejected and continued takeoff.
o
Regulations account for one second of recognition and reaction time between VEF, the
speed at which the event is assumed to take place, and the pilot's first action to reject
the takeoff.
CS-25.107
VEF is the calibrated airspeed at which the critrcal engine is assumed to fail. VEF must
be selected by the applicant, but may not be less than VMCG.
V
~ VEF~ VMCG
o Minimum V 1 is equal to VMCG· This minimum allowable V1 is referred to as: V1MCG.
o
~
B
Maximum V 1 is equal to VMsE and may not exceed V R.
Maximum Brake Energv speed (VMBE): The highest takeoff decision speed from which
the airplane may be brought to a stop without exceeding the maximum energy
absorption capability of the brakes.
VMCG~
V1
~ VR
orVMBr
1.2.2. Rotat ion speed - V R
AMC-25.111 (b)
Rotation speed, VR. is intended to be the speed at which the pilot initiates action to
raise the nose gear off the ground, during the acceleration to V2
o
Chosen such, that given a normal rotation rate of three degrees per second, the aircraft
will achieve V2 at the screenheight at the end of the runway if an engine fails at VEF.
o Results in a safe liftoff speed VLOF.
CS-25.107
Vw~o is the calibrated airspeed at which the airplane first becomes airborne.
8
8
VLOF ~ 1 1 VMlJ(N) Q[ 1 05 VMUtN ,
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1.2.3. Takeoff Safety speed- V2
CS-Definitions
Take-off safety speed means a referenced airspeed obtained after liftoff at which the
required one engme-inoperati ve climb performance can be achieved.
Takeoff Safetv speed (V2): The target speed to be reached at the screenheight,
assuming an engine failure at or after V1.
8
o
Selected by the certification applicant and is the speed at which the one engine
inoperative second segment climb performance is demonstrated. [PRH page A-<:4]
o
Not necessarily the absolute minimum safety speed for one engine inoperative, since a
higher speed may provide better climb performance and may also be scheduled to
reduce the tail-strike risk on long-body aircraft.
V~ ~ 1 13 Vsw, !MJfi 1 1 VMCA
1.2.4. Various influences on operational speeds
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OVERVIEW TAKEOFF SPEEDS
DEMONSTRATED Speeds
OPERATIONAL Speeds
Related o petational Speed s
D
tolf
Or' II •
2.
TAKEOFF PERFORMANCE REQUIREMENTS
MAX ALLOWABLE TAKEOFF WEIGHT
2.1 . MAXIMUM ALLOWABLE TAKEOFF WEIGHT
o
The maximum weight the aircraft is allowed to takeoff with is limited by:
q legal performance requirements - resulting in a Performance Limit TOW (PLTOW),
which may be further restricted by MEL requirements, and
q a weight taking the airframe structure into account- the Maximum Certified Structural
TOW.
The Max Allowable TOW is determined by the most limiting of the PLTOW and the
Maximum Certified Structural TOW.
The Max Allowable TOW may be further restricted by the Max Allowable LOW {PRH pa')e
A-47. C-20]plus the weight of the tripfuel.
o
o
2.1 .1. Maximum Certified Structural TOW
Structural weight: The maximum weight the airframe, landing gear and wings can
support.
o
Specified by the manufacturer but may be lowered by the airline company for
economical reasons (ATC and landingfees are based on this weight).
2.1.2. Performance Limit TOW
o
Requirements which determine the PLTOW are considering the:
q Field Length- to ensure that, following an engine failure at the most critical
q
q
moment, the aircraft can either safely continue or reject the takeoff on the available
runway length - resulting in the Field Length Limit TOW. {PRH page A-8]
Climb - to ensure that the aircraft has sufficient climb capability in all phases of the
takeoff - resulting in the Climb Limit TOW. {PRH page A-23]
Obstacle Clearance . to ensure that the aircraft is able to clear all obstacles with
the required margin - resulting in the Obstacle Limit TOW. {PRH page A -28]
q
Tire Speed - to ensure that the maximum speed on the ground prior to liftoff does
not exceed the maxi mum certified tire speed - resulting in the Tire Speed Limit
TOW. {PRH page A-30]
q Brake Energy - to ensure that the maximum amount of energy which the brakes
can absorb in the event of a rejected takeoff will not be exceeded - resulting, for a
given runway, in the Brake Energy Limit TOW. [PRH page A-30]
o Regulations require the PLTOW to be determined taking certain environmental
elements into account.
REQUIRED ENVIRONMENTAL CONDITIONS [E U-OPS 1.490]
q
q
¢
¢
Not more than 50% of the reported HWC and no less than 150°~ of the reported TWC .<l.>
Pressure altitude (PA) and OAT at the aerodrome.
B
PA
=Fteld ElevattOn + [27 x ( 1013
- Ac.tual QNHt-4' })
Runway slope in takeoff duection.
Runway surface condition
ID Where manut1cturer pro~ idPS d:lfa depending on wind, this requiremef>l IS already implemented.
No~: Thn Climb Limit TOW IS determined under no 1'1ind conditions.
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MAX ALLOWABLE TOW
MAX
Allowable
TOW
2.2. FIELD LENGTH REQUIREMENT
o The maximum takeoff weight with respect to field length is restricted by two specific
requirements which ensure that the aircraft has sufficient performance for the actual
runway available.
c> Accelerate-Stop Distance Required must not exceed Accelerate-Stop Distance
Available. [PRH page A-9}
8
ASDR
s ASDA
c> Takeoff Distance Required must not exceed Takeoff Distance Available.
[PRH page A-1OJ
B
TODRSTODA
o The accelerate-stop distance requ irement will result in a Accelerate-Stop Distance (ASD)
Limit TOW and the takeoff distance requirement will result in a Takeoff Distance (TOO)
Limit TOW.
o The Field Length Limit TOW is the most restrictive (lowest) of the ASO Limit TOW and
the TOO Limit Weight.
I
ASD Limit TOW
I TOO Limit TOW I
•
~
LOVVEST
FIELD
LENGTH
Limit TOW
o In the following definitions and figures TORA is defined as:
EU-OPS 1.480
Take-off run available {TORAI The length of runway which is declared available by the
appropriate Authority and suitable for the ground run of an aeroplane taking off.
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2.2.1. Accelerate Stop Distance
o
Aircraft must be able to safely abort the takeoff following an event at VEF.
Accelerate Stop Distance Required (ASDRJ: The required distance to accelerate with
all (N) engines operating to
(including 1 second recognition time between VEF and
Vr) plus the required distance to travel 2 seconds at constant speed (to allow for the
transition from acceleration to the stopping configuration) plus the required distance to
decelerate from
to a full stop.
v,
v,
v,
o In determining the ASDR on a dry runway, no credit for reverse thrust during the RTO is
allowed, however, regulations do allow the credit for reverse thrust on a wet or
contaminated runway. The use of speedbrake is always credited.
For a given runway the Accelerate-Stop Distance Limit Weight is the weight for which
ASDR equals ASDA. At this limit weight the aircraft will just be able to stop within the
ASDA, when maximum braking action is initiated at the latest by V1, with only the use of
speedbrake on a dry runway, and with the additional use of one T/R on a wet or
contaminated runway.
o
C
Of course, whon actually rejecting a takeoff on a dry runway, the TI R should be used.
[I]
[I]
CS-25.101 The accelerate-stop(. ..) distances ( .. )must be determined with all the
aeroplane wheel brake assemblies at the fully worn limit of their allowable wear range.
Regulation require certification of takeoff performance on a wet runway be based on
tire tread depths of 20', (which is about 2mm) of a new tire.
o ASDA may be increased by a stopway.
~
EU-OPS 1.480 Accelerate-stop distance available (ASDAJ The length of the take-off
run available plus the length of stopway, if such stopway is declared available by the
appropriate Authority and is capable of bearing the mass of the aeroplane under the
prevailing operating conditions.
Config
Transition
Deceleration
~C\1
~
ASDR
STOPWAY
TORA
ASDA
Accelerate Stop Distance for a certain TOW
2.2.1.1. Stopway
CS-Definitions Stopway means an area beyond the take-off runway. no less
wide than the runway and centred upon the extended centreline of the runway,
able to support the aeroplane during an abortive take-off, without causing
structural damage to the aeroplane, and designated by the affport authonties for
use in decelerating the aeroplane during an abortive take-off.
o The maximum takeoff weight of an aircraft may be increased by using the stopway
to increase the ASDA when calculating Field Length Limit TOW.
o There is no limit on the length of the available stopway that may be used in
calculating Field Length Limit TOW, except that V1 may never exceed the maximum
tire speed (VTIRE).
o RESA {PRH page A-12] may not be used as stopway in performance calculations.
....
E.'\:,\~
I
1
:.'' 1':
I"-'
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2.2.2.
o
o
o
Takeoff Distance
Also referred to as Accelerate-Go Distance.
Aircraft must be able to safely continue the takeoff following an engine failure at V EF.
and reach V2 at a screenheight of 35 feet at the end of the runway.
Aircraft must also be able to safely take off with all engines operating.
Takeoff Distance Required fTODRI: the higher of:
c)
The required distance to accelerate with all (N) engines operating to VEF, plus
the required distance to accelerate with one engine inoperative (N-1) to V2 at a
screenheight of 35 feet above the takeoff surface, and
CLEARWAY
TODA
One Engine Inoperative Takeoff Distance for
c)
certain TOW
The required distance to accelerate with all (N) engines operating to a
screenheight of 35 feet, plus a distance margin of 15%.
N
~-------------+
TODR
TORA
CLEARWAY
TODA
All Engir e Takeoff D'>t~nce for a certain TOW
o
o
o
o
o
For a 2 engine aircraft the one engine inoperative takeoff distance requirement is
normally more limiting than the all engine takeoff distance requirement.
Only in the one engine inoperative case, the screenheight may be reduced to 15 feet
when the runway is wet or contaminated.
In the all engine takeoff case the speed at the 35 feet point will be greater than the
scheduled safe flying speed, V2.
For a given runway the TOO Limit Weight is the weight for which TODR equals TODA.
At this limit weight a 2 engined aircraft will just be able to reach the required
screenheight at the end of the TODA, when the takeoff is continued following an
engine failure at V EF.
TODA may be increased by a clearway which does not exceed half the TORA.
EU-OPS 1.480 Take -off distance available (TOOAI The length of the take-off run
available plus the length of the clearway available
EU-OPS 1.490 [ ..] clearway distance not exceeding half of the take-off run available.
r:ASA ,._,
c·n
2r.1 2 '
2.2.2.1. Clearway
CS-Def initions Clearwav means an area beyond the runway not less than 152m
(500 ft) wide, centrally located about the extended centreline of the runway, and
under the control of the airport authorities.
o The maximum takeoff weight of an aircraft may be increased by using the clearway to
increase the takeoff distance available when calculating Field Length Limit Weight.
o The clearway plane extends from the end of the runway with an upward slope not
exceeding 1.25% above which no object or terrain protrudes (except threshold lights
with max height 0,66m (26") if located at each side of the runway) .
=
Maximum allowable clearway which may be
used in takeoff performance calculations
equals half the takeoff flare distance {where
the flare distance is the distance along the
ground from the point where the aircraft is at
the liftoff speed to the point where the
aircraft reaches the screenheight) and may
not exceed half the TORA.
T/0 Flare Distance
Takeoff Flare Distance
Max Allowable CWY
0
2.2.3.
~
' 1! TIO Flare
01~tance ~ '2 TORA
Because of the reduced screenheight, regulations do not allow the use of a clearway
on a wet runway (The use of a clearway on a contaminated runway is not addressed
by regulations [PRH page A -2.!})
RESA {PRH page A- 12) may not be used as clearway in performance calculations .
Line-up Correction
Line-up corrections: The adjustments made to the available runway length to account
for the fact that some of the runway length is used for aligning the aircraft on the
runway prior to beginning the takeoff roll.
o
Required to be taken into account any time the access to the runway does not permit
positioning of the aircraft at the runway threshold [EU-OPS 1.490).
o Assumes positioning of the aircraft taking the minimum edge safety distance of the
landing gear (10 feet for 8737) into account.
o Both ASDA and TODA needs to be corrected:
~ ASDA correction: distance from threshold to nosegear.
~ TODA correction : distance from threshold to maingear.
• ·- J
I
1:
~14
(A)
(B)
TODA
ASDA
(A) Line-up correction for TODA
(B) Line-up correction for ASDA
Line-up corrections
Generally pilots are provided with takeoff data in which line-up corrections are already
implemented, therefore normally no additional corrections by crew are required.
f.r . . A ... "'(, .'
.-<~·
""'·' ·.~ ··~.:..r...·_.
·S
OVERVIEW CLEARWA Y AND STOPWA Y
Stopway - ASDA - TORA
Clearway = TODA - TORA
TORA
ASDA
TODA
I
I
:....------------- ------'-l-=::.: : : : ; ; ; :=:j ---r:
CLEARWAY
Position
Control
Minimum Width
Max Allowable
Length
Requirement
Used to
Restriction
Max 1,25%
STOPWA Y
Area beyond the liftoff end of the runway, centrally
located about the extended centreline
Declared available by a1rport
Controlled by auport
authority
authority
500 ft
Runway w1dth
< 1/2 T/0 Flare Distance
No length restnct1ons
< Y2 TORA
No obJect above a 1.25%
Able to support the a1rcraft
plane
Increase TODA
Increase ASDA
None, except V1 may not
Not allowed on wet runway
exceed VnRE
Clearway and stopway are not the same as RESA, therefore RESA shall
not be used as such in performance calculations.
Runway End Safety Area (RESAJ An area symmetrical about the
extended runway centre line and adjacent to the end of the strip primarily
intended to reduce the risJ.. of damage to an aeroplane undershooting or
overrunning the runway. [/GAO annex 14)
l 1\f
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2.2.4. Balanced Takeoff
o For a given runway (fixed ASDA en TODA), selection of V 1 is dependent on the TOW
(Gr4~H 1). Subsequently, for a given (fixed) TOW, both ASDR and TODR are influenced
by selection of V 1 (G!"IAPH 2).
o For a given runway, maximum TOW will be achieved when is selected such, that the
ASDR and the TODR for that TOW are equal (balanced) -at the intersection of the two
lines in GRAPH 1. This V1 is called Balanced
and corresponding TOW is called
Balanced (Takeoff) Weight.
v,
v,
[j]
For better understanding, graphs give a simplified presentation.
TOW
FIXED TORA - TODA - ASDA
The RED line shows the relationship
between TOW and v,, for a given ASDA,
in case of a discontinued takeoff.
To limit the amount of energy at the
moment the decision to stop is made, a
high TOW requires a low
in order to
be able to stop within the ASDA.
Subsequently, a low TOW allows a high
I
v,,
Balanced
(Max)
TOW
v,.
Balanced
v,
v,
The GREEN line shows the relationship
between TOW and v,, for a given TODA,
in case of a continued takeoff.
To limit the acceleration on 1 engine
from V, to V , a high TOW requires a
high V, in order to be able to reach V2at
the screenheight at the end of the
TOO A. Subsequently, a low TOW allows
a low V,.
G.IArH 1 - TOW vs. V,
o
For a given (fixed) TOW, the required field length is determined by ASDR and TODR.
The lowest required field length is reached where ASDR equals TODR -at the
intersection of the two lines in GRAf 12 . This is called the Balanced Field Length.
Field
length
FIXED TOW
The RED line shows the relationship
bet ween required field length (ASDR)
and V1, for a given TOW, in case of a
discontinued takeoff.
Due to the lower amount of energy at the
moment the decision to stop is made, a
low
results in a shorter ASDR,
contrary to a high
Balanced
Field
Length
v,
Balanced
v,
v,
GRAPH 2 -Field length (TODA 'ASDA) v.;. V,
8
Balanced F1eld Length ASDR =- TODR
v,.
The GREEN line shows the relationship
between required field length (TODR)
and V, , for a given TOW, in case of a
continued takeoff.
Due to the longer acceleration on 1
engine from
to V2. a low
results in
a longer TODA, contrary to a high V,.
v,
v,
2.2.4.1. Unbalancing
~ Unbalancing: Using any value other than balanced V1•
o Unbalancing is optional when not field limited, but mav be required when field limited
(in case clearway # stopway {PRH page A· q ).
2.2.4. 1.1. Optional unbalancing
o Balanced V1 requires the lowest runway length (balanced field length), but if the
actual runway is greater than the balanced field length, a range of V 1 is available
(GRAPH3).
Field
Length
FIXED TOW
-------- -~ -------------------------,7-.
,
, :
:'
''
,,
'
'
,,
'
I
I
,
Balanded Field ' ' /
--- Iei-i9ih- - - -- -~
I
I
I
I
I
I
I
I
I
Balanced
•
v,
Available range of V 1
v1
GF1PH3- Available V,-range for a given TOW
o The dotted yellow line in the graph shows the required runway length which is at
its minimum (and eq ual to the balanced field length) when using balanced V1•
~ If V 1 is set to the lower limit, the aircraft will stop well before the end of the
runway in case of a rejected takeoff, following an event at VEF, but it would
only just be possible to reach V2 at the screenheight at the end of the runway
in case of a continued takeoff, following an engine failure at VEF·
~ If V1 is set to the upper limit, the aircraft will reach V2 at the screenheight well
before the end of the runway in case of a continued takeoff, following an
engine failure at VEF, but it would just be possible to stop at the end of the
runway in case of a rejected takeoff following an event at VEF·
o Other than balanced V, may be used to:
~ increase V1 to above VMCG in order to increase V,MCG Limit TOW.
~ reduce V1 to below VMBE in order to increase Brake Energy Limit TOW.
o Even with a range of V, available, the absolute upper and lower limit {PRH f .ne A·5J
still applies:
~
~
v, may not exceed VAbecause no takeoff may be rejected after rotation.
v, may not be less than VMcG-
2.2.4.1.2. Required unbalancing
o ASDA may be increased with a stopway [PRH page A·9J and TODA may be increased
with a clearway [PRH page A-11Jin order to increase the TOW.
But if stop- and clearway are not equal, there is no balanced takeoff situation. To use
the higher TOW resulting from the use of clearway and/or stopway,
has to be
adjusted to be able to meet the requirements for stop and go. This
correction is a
function of the difference between clearway and stopway.
v,
v,
Two situations are distinguished:
~ Clearway > Stopway
In case clearway exceeds stopway, V 1 needs to be lowered. Starting from the
balanced situation, an aircraft with the higher TOW, resulting from the increased
TODA, still needs to be stopped within the (unchanged) ASDA.
TODA
TOW
Increased
TOW
[
8
increased with
clearway . /
/
Clearway •' Stopway -7 Vt .().
;('i)
1~SDA
..
I
-
I
.
Clearway
lncr~as<'d TODA
v,
Adjusted
(lower) V,
~
• ·,::. :.1
v
Extreme situJti:m with clearway and no stopway
Stopway > Clearway
In case stopway exceeds clearway, V1 needs to be increased. Starting from the
balanced situation, an aircraft with the higher TOW, resulting from the increased
ASDA, must still be able to reach V2 within the (unchanged) TODA.
8
TOW
Stopway > Clearway -7 V1
il"
lncre1scd
TOW
r
"
L
Increased ASDA
v,
Adjusted
(higher) V,
Extreme situa tion
~ ith
stopway and no cte,1N.<ly
;',·S1 . ' ' 1 · 7. "'' OFF P .. · .~ · . IAA::.;c:
2.2.4.2.
o
Rebalancing
Actual conditions which differ from the situation for which V 1 is published (level/dry
runway at SL, standard day, no wind) require adjustment of V1 in order to maintain a
balanced takeoff.
c:>
Conditions causing reduced stopping capability require a lower v,.
The ASDA becomes more restrictive - the decision to abort the takeoff has to be
made earlier to guarantee a safe stop before the end of the runway.
8
Reduced stopptng capabrhty --7 V, ~
Possible conditions:
- Runway surface not being dry
- Downsloping runway
- Inoperative equipment affecting the aircrafts ability to stop (eg. T/R inop)
,:·.. ·-··
----·
- -- - - - - Re-Balanced Fietdlength - - - -- - -•
Reduced s:opping capability requires
l fOVI L'f
VI
c:> Conditions causing reduced acceleration capability require a higher V,.
The TODA becomes more restrictive - the decision to continue the takeoff must
be made at a higher speed to make the (reduced) acceleration on one engine
shorter so that V2 can be reached within the TODA.
8
Reduced acceleratron capabrltty ~
, 'fr
Possible conditions:
- Less available thrust due to high airport elevation or high (actual or assumed)
OAT
- Upsloping runway
- Deposits on the runway causing drag (eg. slush, standing water)
· - ·b·;
- - --
1
F .. ,_;; ... "J!.. - - - - -
- - - Re-Balanced Fieldlength - - - - - - -•
Reduced acceleration e-apabilil; requires a high,•.r V I
Rebalancing V, requires a longer balanced field length and must therefore be
accompanied by a weight reduction, in order to equal the rebalanced field length to
the standard balanced field length.
2.2.5. Runway Surface Conditions
2.2.5.1. Dry Runway
~
EU-OPS 1 .480
A dry runway is one which ts netther wet nor contaminated, and includes those
paved runways which have been specially prepared with grooves or porous
pavement and maintained to retain 'effecttvely dry' braking action even when
moisture is present.
Grooved or porous friction course runwav: A paved runway that has been prepared
with lateral grooving or a porous friction course (PFC) surface to improve braking
characteristics when wet.
EU-OPS 1.475
For performance purposes. a damp runway other than a grass runway, may be
considered to be dry.
EU-OPS 1.480
A runway is considered damp when the surface is not dry, but when the moisture on
it does not give it a shiny appearance.
Damp is a runway condition when the runway is drying up following rain or when
covered with morning dew as indicated by a color change.
A damp runway or a wet grooved or PFC (Porous Friction Course) runway may not
yield the same level of performance as a dry runway.
2.2.5.2. Wet Runway
~
o
o
EU- OPS 1.480
A runway is considered wet, when the runway surface is covered with water, or
equivalent precipitation, less than specified as 'contaminated runway', or when
there is sufftcient moisture on the runway surface to cause it to appear reflective,
but without significant areas of standing water
A runway is considered wet as soon as it has a shiny appearance, but without risk of
hydroplaning due to standing water (or other fluid) on any part of its surface.
The aircraft's acceleration is not affected, but the stopping capability is degraded due
to the reduction in tire to ground friction, therefore:
~ V 1 needs to be rebalanced to a lower value in order to be able to stop the aircraft
before the end of the runway in case of a discontinued takeoff. [PRH page A-16}
~ Field Length Limit TOW needs to be lowered, in order to reduce the increased
balanced field length, resulting from the rebalanced V1 , to within the runway
limits.
~ Credit for the use of reverse thrust on the operative engine during an aborted takeoff
following an engine failure is allowed.
~ The screen height to be reached at the end of the takeoff distance is lowered to 15
feet (instead of 35 feet on a dry runway).
[ TOWv.eT < TOW . '"
Same TODR and ASDR for dry and wet runv. <~y takeoff
SLCi
~).".
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-
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.''.
Because of the lower screen height, the use of clearway on a wet runway is not
allowed.
The TOW on a wet runway must not exceed that permitted for a takeoff on a dry
runway under the same conditions. Therefore a Dry Check is required to exclude the
theoretical possibility that, due to credits for reverse thrust and use of a reduced
screen height, a higher takeoff weight is obtained on a wet runway than on a dry
runway, which is not allowed.
2.2.5.3.
Contaminated Runway
o Regulations regarding a contaminated runway is addressed by EASA in EU-OPS.
EU-OPS 1.480
A runway is considered to be contaminated, when more than 25% of the runway
surface area (whether in isolated areas or not) withm the required length and width
being used IS covered by the following:
• Surface water more than 3 mm (0. 125 inch) deep, or by slush, or loose snow,
equivalent to more than 3 mm (0. 125 inch} of water;
• Snow, whtch has been compressed into a solid mass which resists further
compression and will hold together, or break into lumps if picked up (compacted
snow); or
• Ice, including wet ice.
o Surface contaminants can be classified as: fluid and hard contaminants.
2.2.5.3.1.
Fluid Contaminants
Fluid contaminants: Contaminants with a measurable depth which are drag
producing and tire braking friction reducing.
o
Aircraft runs through the contam inant, causing drag and reducing braking friction,
affecting both acceleration and deceleration.
o
Drag is caused by displacement of the contaminant and by impingement of the
displaced contaminant spray on the fuselage and/or wings.
Contaminant
depth
Airpl,!fle tin: on run way col'taminated
1~ith f/;~id contaminant
- ··r A .. 3,, ..; : ··-4! ...... //'\.::; .. N"i:
o
..:
The slush drag force (FstusH)
increases with the square of the
aircraft's groundspeed (Va) and peaks
just above the hydroplaning speed
(VHP) - speed at which the tire starts to
lift out of the fluid contaminant
(resulting in ineffective wheelbrakes) and then decreases with further speed
increase.
B
V'* : 8 63 'P
II]
FSLuSH
[Pis tire pressure in psi)
HydrOf".minJ
Sp <t j (VHP)
B737NG hydroplaning speed is approximately 120 kts.
~
Hvdroplaninq (Aquaplaning): Partial or total loss of contact and friction between the
tire and the runway which occurs when the tire cannot squeeze anymore of the fluid
contaminant layer between its tread and lifts off the runway surface.
To assure a safe operation from a runway contaminated with a fluid contaminant, the
TOW needs to be reduced to compensate for the reduced acceleration capability
and the reduced braking capability.
o
Since the reduced stopping capability (requi ring a lower V 1) is more significant than
the reduced acceleration capability (requiring a higher V1) , V1 needs to be rebalanced
to a lower value {PRH page A-16}, but the V1-adjustment becomes less negative with
increasing contaminant depth due to increasing significancy of the reduced
acceleration capability.
o
Contaminants of this kind are:
~ Standing water
~
EASA/AMC-25.1591
Water of a depth greatet than 3mm.
o
Typical temperature is above DOC (32 °F)
~Slush
EASA/ AMC-25.1591
Partly melted snow or ice with a high water content, from which water can
readily flow, with an assumed speciftc gravity of 0.85.
o
Normally a transient condition found only at temperatures close to DOC (32~).
~ Wetsnow
~
EASA/AMC-25.1 591
Snow that will stick together when compressed, but will not readily allow water to
flow from it when squee?ed, with an ass umed specific gravity of 0.5.
o
Typical temperature for wet snow to be present is between -5 OC (23 ~) and 1 (3D~).
oc
~ Dry Ooose) snow
~
EASA/AMC-25. 1591
Fresh snow that can be blown, or, if compacted by hand will fall apart upon
release (also commonly refered to as loose snow), with an assumed specific
gravity of 0.2.
o
o
EAS, ~ .. :
'n ·.: ~ :n ~
The assumption with respect to specific gravity is not applicable to snow which
has been subjected to the natural ageing process.
Typical temperature for dry (loose) snow to be present is below -SOC (23~).
·1.': H _. ' "
r.!I.J ,. .. ,t~..;,., . n,.
2.2.5.3.2.
·.~ .' # (
·· ~; --:
Hard contaminants
Hard contaminants: Solid contaminants with no measurable depth (depth is not
relevant) which are tire braking friction reducing.
o Aircraft runs on the contaminant, causing only reduced braking friction (no extra
drag), affecting onlv the deceleration .
.. '
.
'
Contaminant
depth not
relevant
Airplane tire vn runway contammatPd ~"th r?rd contaminant
To assure a safe operation from a runway contaminated with a hard contaminant,
the TOW needs to be reduced to compensate for the reduced braking capability
and V 1 needs to be re-balanced to a lower value.
o Contaminants of this kind are:
q
Compacted Snow
~
EASA/AMC-25.1591
Snow which has been compressed into a solid mass such that the aeroplane
wheels, at representative operating press ures and loadings, will run on the
surface without causing stgnificant ruttmg.
q
Ice
~
2.2.5.3.3.
EASAIAMC-25.1591
Wa ter which has frozen on the runway surface, including the condition where
compacted snow transitions to a polished ice surface.
Regulation allowances and restrictions on contaminated runways
o Regulation allowances to reduce the performance effects (which result in a weight
penalty) on contaminated runways :
~ Credit for the use of reverse thrust on the operative engine during an aborted
takeoff following an engine failure is allowed.
~ The screen height to be reached at the end of the takeoff distance is lowered to
15 feet (instead of 35 feet on a dry runway) .
=
o Regulation restrictions:
The use of Assumed Temperature reduced thrust is not allowed on
contaminated runways.
t
A0.,\ ed:' .. 1
• ::;,•...:
'U
l ~l .. =>h' ~
2.2.5.3.4.
V1MCG Limit Weight
o
If V 1 is adjusted to compensate the reduced braking capability on a contaminated
runway, a check is required to ensure that the adjusted V 1 is not less than VMcGo If the adjusted (required) V 1 is lower than VMcG. it must be set equal to VMcG- In
such a case, the resulting (higher) V1MCG requires more runway length than was
required for the adjusted V1. If the increased required length exceeds the ASDA, the
takeoff weight must be limited in order to be able to stop within the ASDA limits in
case of a RTO.
o For a given available runway length (ASDA), there will be a limit weight for which V 1
is equal to VMcG: V,MCG Limit Weight. FCOM/PI provides V1MCG limit weights and it
must be checked that this weight is not exceeded .
Limit Weight: The maximum weight for which the airplane can accelerate to
and just be able to stop within the available accelerate stop distance.
.'{,MeG
V MCG
~ ~-=---~1
1_,.:..'_·: ~ ,._ J
-~
V,MCG Limit We '9ht
If
v,_~ ;c
V,MCG
2.2.5.3.5.
o
limited, the use of Derated (not Reduced) takeoff thrust might increase
Limit Weight. {PRH A-33]
Additional considerations
Because the contamination on the runway is only influencing the aircraft whi le still
on the ground, the reduced Field Length Limit TOW will result in a higher climb
capability, hence greater obstacle clearance, once the aircraft is airborne.
Reduced Field
LimiiTOW
:adjusted for
con•1m.nated
runway)
/
/
~
7
/
35 It
Bet~er
-- ,m
..• :;, 2 " · .' Hu
'·;f
~:'-~~
1
dl -' !
TCW I ~- 1 dry
_ _ r_u1_ ·. !Y
t
-------~' 15ft
A.S
·
/
climb perfor -nanco due to reduced (Field Limit) TOW
s· '"'· ..
! 1 . •A: .
o
: ·- . , • .-: · , ·, ·..-,\. :
Regulations do not address the use of clearway on a contaminated runway, but
consider the following:
q
Applying the contaminated runway performance adjustments to the dry Field
Length Limit TOW, the reduced TOW, along with the associated V1 adjustment,
results in the same TODR to reach 15 feet as the dry Field Length Limit TOW
would take to reach 35 feet. So, if the dry Field Length Limit TOW takes credit for
clearway, the height over the end of the runway following an engine failure at the
critical point will be lower than 15 feet. In fact, the height over the end of the
runway could be as low as zero at the liftoff end of the runway.
~----~--~-------------------···············
Dry Runway
Clearway
SameTODR
,:, .
~0
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( All. A - '
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•· r: nr•,., 0
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2.3. CLIMB REQUIREMENT
o
Regulations require minimum climb gradients in the takeoff flight path, assuming an engine
failure at VEF under NO WIND conditions.
2.3.1. Takeoff Flight Path
o
The takeoff path can be divided into the takeoff distance and the takeoff flight path. The
climb requirement addresses the takeoff flight path.
•
•
CS -25.111
The take-off path extends from a standing start to a point at which the aeroplane is at a
height:
• Of 1500 ft above the take-off surface, or
· At which the transition from the take-off to the en-route configuration is completed and
the final take-off speed is reached, whichever point is higher.
CS-25.11 5
The takeoff flight path begins 35 ft above the take-off surface at the end of the take-off
distance.
o
The takeoff flight path is divided into 4 segments, each being characteristic of a distinct
change in configuration, thrust and speed, based on performance without groundeffect
and zero-wind conditions.
o Per segment, regulations require a minimum climb gradient, assuming an engine failure
at VEF under NO WIND conditions.
o Any of these climb requirements may limit the maximum TOW. If a requirement cannot
be met, TOW must be reduced until the aircraft climb performance meets the climb
requirements (Climb Limit TOW).
Climb Limit TOW: A takeoff weight which is limited by the ability of the airplane to
achieve the minimum required climb gradient with one engine inoperative in still air.
Climb gradient: The ratio, expressed as a percentage, of the change in geometric height
divided by the horizontal distance travelled in a given time.
C·, · , G : J -;r.: .• ..: ~
Altitude qain
Travellect d1stance
Altitude
g ain
Travelled distance
As a rule of thumb, .the actu<JI climb gradient can be checked in flight by dividing the
actual vertical speed (in ftlmin) by the actual groundspeed (in kts).
r
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2.3.1.1. First Segment
o
Extends from the end of the takeoff distance to the point where the landing gear is
assumed to be fully retracted, using takeoff flaps at a constant V2 speed.
o Thrust of remaining engine is at TO/GA thrust.
o CS-25.121 (this requirement is applicable from liftoff):
B
1st Segment Requtted Climb Gradrent > 0
2.3.1.2. Second Segment
o Extends from the gear up point to a gross height of at least 400 feet (max 1500 feet) ,
using takeoff thrust on the remaining engine and takeoff flaps at a constant V2 speed.
o CS-25.121 :
B
2"' Segment ReqUtred CJimb Grad•ent ~ 2 4%
o For a 2-engine aircraft, this requirement is often the most limiting.
o May be extended above 1500 feet AAL to clear obstacles in the 3'd segment, provided
MCT is sufficient to maintain the required climb gradient in the 3'd segment.
2.3.1.3. Third Segment
a The horizontal distance required to accelerate, at constant altitude using takeoff thrust
on the remaining engine, to the final climb speed while retracting flaps in accordance
with the recommended speed schedule.
o According CS-25.111 the available climb gradient above 400 feet AAL must be a
minimum of 1.2%.This requirement can be transformed into a level acceleration.
8
3d Segment Level acceleratton
o
Level-off height is determined by:
c>
c:>
c:>
c:>
Regulations:
- Minimum 400 feet AAL
Company policy
Obstacles
TO/GA thrust time limit:
- The use of TO/GA thrust is normally limited to 5 minutes. For single engine
operations this time limit may be increased to 10 minutes, provided the
availability of an AFM Appendix where this is stated.
- If TO/GA thrust is needed to maintain the required gradient capability, the time
limit on the use of TO/GA thrust defines the maximum level-off height.
- If MCT is sufficient to maintain the required gradient capability, the 2nd segment
may be extended beyond this maximum level-off height- Extended Second
Segment-which can be used to clear obstacles that lie in the 3'd segment.
OJ
Your company may choose to limit the TOW when the end of the 3'0 segment
cannot be reached within the TO!GA thrust time limit.
2.3.1.4. Final Segment
o
Extends from the end of the third segment to a gross height of at least 1500 feet, with
flaps up, maximum continuous thrust on the remaining engine and at final climb speed.
a CS-25.121 :
8
Fmal Segment. Requ1red Cl1mb Gradrent ~ 1 2%
a
Final segment, and thereby the takeoff (flight) path, is completed when the aircraft
has reached 1500 feet AAL or the altitude at whic h the transition from the takeoff to
the enroute configuration is completed and VMINCLEAN is reached, whichever is
higher.
I O.SA ed: :
1 •.
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2.3.2. Improved Climb
Improved Climb: Trading excess runway for higher takeoff speeds to increase the
aerodynamic efficiency, resulting in better climb performance.
o Only applicable when takeoff performance is not limited by the field length, leaving
excess runway available.
o This improved climb capability can be used to increase Climb Limit TOW and might
also increase the Obstacle Limit TOW.
Climb
Gradient
St andard
TOW
Required
Gradient
Higher
TOW
0
®
0
r .~o nimum requlfed g·adient achie¥cd ill standard
I
v, with standard TOW
I
Higher v, u ed to 1choeve minimum "'quired gniient with I ;gher TOW
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Higher V ! ust;d to
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(FMC/FCOM)
Improved
Climb
v,
higher c:.mb gradient Wtlh standard TOW
v.
o To achieve the higher V2 , the rotation speed, VR, must be increased.
o Due to the increased weight, V 1 must be increased to ensure that, if an engine fails at
VEF, the aircraft has sufficient speed to continue the takeoff.
o Speeds can be increased up to the point where the Field Length Limit TOW and Tire
Speed Limit TOW becomes more limiting than the Climb Limit TOW. If the resulting
v, exceeds VMsE the improved TOW must be adjusted.
TOW
Climb Lim it
TOW
Maximum
Improved
TOW
Most limiting of
Field and nre
speed Limit TOW
Limited TOW
without
impr.climb
Standard
(FMC/FCOM)
speeds
Maximum
Speed
increase
Speed increase
o Because improved climb speeds are higher than the standard takeoff speeds, the
takeoff speeds from FMC and FCOM cannot be used and have to be obtained from
the FPPM or a special TL chart.
2.3.2.1 . Advantages of improved climb
+ The primary benefit of improved climb is the increase in Max Allowable TOW when
the performance is limited by the required climb gradient or obstacles.
Instead of a higher weight, the increased performance can also be used to apply
less thrust (higher assumed temperature or lower thrust rating).
+ A higher VLOF results in an increased tail clearance (higher speed requires lower
pitch attitude for the same lift) .
+
m
Ea.8737-900: 5kts VwF increase requires 1 degree less pitch attitude
representing 1 inch increased tail clearance.
+
+
Distant obstacles become less limiting.
Regarding the 10 minute TOGA-thrust time limit, the end of the third takeoff
segment is reached at a higher altitude, allowing a higher maximum level off
height.
+ The faster and steeper climb out reduces noise (in duration and intensity) on the
ground (except for close-in noise monitoring).
Decrca!.~.-d obstacle clearance
for close-in obstnc!~ .
lnc rea~ ·:d obstacle clearance for
distant obstacle.
Without
Close-in
Distant
obstade
obstade
Effect of improved climb on obrtacle clearance
2.3.2.2. Disadvantages and restrictions
-
Due to using more excess runway, the RTO stopping margin is reduced.
-
Close-in obstacles can become more limiting.
-
Tire wear increases due to longer ground roll and higher speeds.
-
A higher V LOF decreases the margin to Vr tRE (resulting in lower Tirespeed Limit
Weight) and a higher V1 decreases the margin to VMsE (resulting in lower Brake
Energy Limit Weight) .
A
=
=
Due to higher speeds, there is an increased chance of being limited by
brake energy (which limits V1) or tire speed limitations (which limits VwF,
thus VR) -
Use of reduced th rust or weight corrections for a contaminated runway is not
allowed in combination with improved climb performance.
Dispatch with antiskid inoperative in combination with improved climb is not
allowed.
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2.4. OBSTACLE CLEARANCE REQUIREMENT
o All obstacles in the Obstacle Accountability Area (OAA) or Departure Sector have to be
taken into account prior to takeoff to ensure that the aircraft will be able to clear them, with
one engine inoperative.
o OAA is defined by the lateral clearance criteria as stated in EU-OPS and extends to the
point at which the aircraft attains a net height of 1500 feet AAL.
A
Non-Accountable
obstacle
/ •\
TODA
o
For departures with trackchanges > 15°, the OAA is curved along the track and wider (up
to a total width of 1800m or 1200m with sufficient NAVAID accuracy).
EU-OPS 1.495
An operator shall ensure that the net takeoff flight path clears all obstacles by a vertical
distance of 35 ft [. .. ].
o
il
il
Regulations require that the Net T/0 Flight Path clears all obstacles in the Departure
Sector by a minimum vertical distance of 35 feet or, if the bank angle is greater than 15·,
by 50 feet.
Net T/0 Flight Path: Theoretical flight path starting at the end of the TODA at 35 feet.
Gross T/ 0 Flight Path: Actual flight path with one engine inoperative.
o
For a 2 engine aircraft, regulations require the Gross T/0 flight path to have a 0.8%
greater penalty than the Net T/0 flight path gradient, to account for average pilot skill and
average airplane performance.
Gross Takeoff Flight Path
Net Takeoff Fl ight Path
Vertical obs tacle clrarar.ce requirem.m t
o Obstacles in the Final Takeoff Segment may be avoided by turning .
o The most penalizing obstacle determines the Obstacle Limit TOW.
· •
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2.4.1. Emergency Turn
o
Where obstacles in the takeoff path would severely disrupt operations, a special
Engine Failure Procedure, or Emergency Turn may be developed by the company.
PANS-OPS 8168
Development of contingency procedures, required to cover the case of engine failure
or an emergency in flight which occurs after
is the responsibility of the operator.
v,,
o
~
D
In such a case, a SID deviation point can be identified. {IEM-OPS 1.495}
SID deviation point: A specified point on the SID where the engine failure route
deviates from the normal departure route.
To cover the situation that an engine fails on the SID beyond the SID deviation point,
the operator may also define a SID restriction point, since the achievable climb
gradient with one engine inoperative may not be sufficient to achieve the required SID
gradient.
Meeting a SID climb gradient (standard is 3.3%) does not necessarily assure that oneengine-inoperative obstacle clearance requirements are met.
SID restriction point: A specified point (or altitude) on the SID after (or above) which
following the SID assures sufficient obstacle clearance with one engine inoperative.
Note from the graph on the right
that the climb performance (which
is a function of excess thrust- i.e.
thrust minus drag) with both
engines operating is about 4 timec;
better than with one engine
inoperative.
Therefore the engine failure
situation heavily depends on what
altitude is already gained on both
engines before an engine fails .
I
DRAG
THRUST (N)
E cess
Thrust
(II',
Speed
2.4.2. Additional Consideration
Since takeoff from a wet or contaminated runway is based on a screenheight of 15 feet
- where the Gross (actual) Flight Path starts - and the Net flight path is defined to start
at the 35 feet point, the aircraft may clear a close-in obstacle with less than 35 feet, but
at least with 15 feet. {IEM-OPS 1.495]
3511 /~
15ft
Obsucle cleannce with reduced screenheight
EASA •. . • :n
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A-29
2.5. TI RE SPEED REQUIREMENT
o
II]
Maximum certified ti re speed limitation restricts the maximum speed of the aircraft while on ·
the ground (VLoF) which restricts the VR, which in turn restricts the TOW.
With a restricted Vn the amount of lift that can be produced to counteract the
weight is also restricted, thereby limiting the TOW.
Tire Speed Limit TOW represents a weight requiring a liftoff speed equal to the tire
speed limit.
II]
o
8737 certified tire speed is 225 mph I 195 kts.
Reducing VLOF can be performed by:
~ Reducing TOW
~ Increasing takeoff flap setting
Tire speeds can be limiting on hot and high airports or when Improved Climb Performance
is used.
When operating at or near the Tire Speed Limit TOW, a slower rotation than the
recommended 2-3°/sec may increase the actual groundspeed at liftoff beyond the certified
tire speed limit.
2.6. MAXIMUM BRAKE ENERGY REQU IREMENT
Maximum Brake Energy speed (VMaE) represents the maximum speed, for a given
TOW, at which the brakes are able to absorb the built-up energy (which is a
function of weight and speed) and still be effective.
o
Maximum possible energy absorption occurs at
is restricted by VMBE·
o
If
v, during an RTO, therefore maximum V
v, exceeds VMsE, reducing v, can be performed by:
~ Reduc ing TOW
~ Unbalancing [PRH p 1ge A· t 4]
1
3.
REOUCEOTAKEOFFTHRUST
SAVING YOUR ENGINES
o Engines contribute about 66% to the aircraft performance deterioration, therefore:
~ Reducing the takeoff thrust whenever possible is a major tool for pi lots to increase
engine reliability (improving flight safety) and decreasing (maintenance) costs.
~ Using a lower than full rated (i.e. derated or reduced) takeoff thrust is a way of
saving engine life.
3.1. ENGINE CHARACTERISTICS- CFM Notes
o To meet aircraft performance
requirements, the CFM56 engine
(mounted on a Boeing 737) is a
flat-rated engine: Producing
constant TO/GA thrust up to the
Flat-Rated Temperature (FRT) or
Corner Point OAT.
Both N1 and EGT increases with
OAT up to the FRT, beyond
which N1 decreases and EGT
remains constant.
B
FAT01'1.156
- ISA
15 'C (27"F)
TO/GA
Thru st
FIJI Rated
N1
EGT Limit (Red Line)
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EGT
FAT or
OAT
Corner Point Limit
OAT
EGTMarg1n
OAT
EGT Margin: the difference between the EGT Red Line and the EGT, observed on an
engine at TO/ GA thrust with OAT greater than the Corner Point OAT.
o EGT Margin is representative of the engine life:
EGT
FRT
Decreasing
EGT Margin
OAT Limit
<FRT
Decreasing
OAT Limit
OAT
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Engine deterioration results in a lower EGT margin and hence lower OAT limit,
which increases the possibility of EGT (red line) exceedance.
In case the OAT Limit becomes less than the FRT, EGT exceedance may occur
during a full thrust takeoff.
¢ A decreasing EGT margin increases the fuel burn.
CFM:
An EGT margin decrease of 10 C ( 18"F), which corresponds to 3000 engine
cycles, results in a Specific Fuel Consumption rise of 0. 7%
o
[]
Keeping the EGT margin as large as possible will improve the flight safety (less engine
deterioration) and lower the maintenance costs due to an increase of the "Time On
Wing" (number of cycles before an engine overhaul or replacement is needed).
EGT margin of a new CFM56 (27K) engine is about 60 'C (1 08 'F). A decrease of
10 'C (18 'F) per 3000 cycles (from idle to full thrust and back to idle} result in an
average Time On Wing of 18000 cycles.
o
Pilot-tools to maintain the highest possible EGT margin are:
C Allow enough time for the engine to cool down.
Insufficient cooling time will result in the high pressure turbine blades scraping the
(quicker} cooled engine casing after shutdown, hence increasing the tip clearance
(space between the turbine bladetip and the engine housing). Due to the increased
air leakage, a larger tip clearance results in a less efficient engine which can be
noticed by a higher fuelflow and a decreased EGT margin.
CFM :
An HP turbine tip clearance increase of 0.25 mm (0. 01'') results m a 10 'C ( 18 'F)
less EGT margin, which represents 3000 engine cycles.
CFM recommends a cooling time, at or near idle, of at least 3 minutes (taxi time
included) after landing.
C
Perform, whenever possible, a reduced thrust takeoff.
- Lower N1 values result in lower EGTs.
CFM
At given OAT, 1% N11s equivalent to approximately 10'C (18 -F) EGT
- Reducing engine thrust by assuming a higher than actual OAT also has a
positive effect on the EGT, hence EGT margin.
CFM:
1 'C (2 F) OAT or Assumed Temperature is equivalent to 3.5 'C (6 'F) EGT.
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TAKEOFF THRUST REDUCTION
Anytime the Performance Limit TOW is greater than the Actual TOW, there is a possibility
to reduce the takeoff thrust and still meet the regulatory requirements for takeoff
performance.
PLTOW > Actu tl TOW -7 Reduced takeoff thwst possible
o
Two possible ways of reducing the takeoff thrust are by a fixed Derate and by a flexible
thrust reduction - the Assumed Temperature Method.
3.2.1 . Derated Takeoff Thrust (fixed)
EASA/AMC 25-13
Derated takeoff thrust, for an aeroplane, is a take-off thrust /eva/less than the
maximum take-off thrust, for which exists in the AFM a set of separate and
independent. or clearly distingwshable, take-off limitations and performance data
that complies with all the take-off requirements. When operating with a derated takeoff thrust, the value of the thrust setting parameter which establishes thrust for takeoff is presented m the AFM and IS considered a normal take-off operating limit.
o The engine will be operating at a defined lower thrust rating, just as if the aircraft was
equipped with less powerful engines.
o Derate value can be altered by the crew reprogramming the FMC, but this option might
be inhibited to avoid the possibility of an unwanted combination of an assumed
temperature with a derate thrust level.
o Depending on the level of full rated thrust, there are up to two derates possible.
o Derate thrust level will be considered to be a new maximum and may not be
exceeded.
DErate is not the same as RErate the engine (change the approved engine thrust)
which can be mechanically done by the manufacturer or by maintenance.
o Since VMcG has to be calculated with maximum TO/GA thrust, a Derate thrust level
(lower maximum) results in a lower VMcG, hence a higher V,MCG Limit weight.
[PRH page A-2 1}
If thrustlevers are advanced to beyond the Derate thrust limit, directional control
problems might occur when an engine fails during the takeoff roll.
o Disadvantage: for each of the available thrust ratings, separate data (TL-charts) must
be available in order to select the appropriate derate.
3.2.2. Reduced Takeoff Thrust- Assumed Temperature Method (ATM)
EASA/AMC 25-13
Reduced take-off thrust, for an aeroplane, is a take-off thrust less than the take-off
(or derated take-off) thrust. The aeroplane take-off performance and thrust setting
are established by approved simple methods. such as adjustments. or by corrections
to the take-off or derated take-off thrust setting and performance When operating
with a reduced take-off thrust, the thrust setting parameter which establishes thrust
for take-off IS not considered a take-off operatmg limit.
ATM is a flexible way of reducing the takeoff thrust - depending on the situation- and
is based on assuming a higher than actual temperature resulting in a lower thrust
output of the engines. [tigurP. on PRH rage A-35}
o Assumed Temperature (TASSuMEo) varies with actual TOW, engine thrust rating, engine
bleed demand, flap setting and different runways/intersections.
o Reduced thrust based on an T ASSUMED is not a limit- pilots may advance the thrust
levers to the TO/GA-thrust setting for the actual OAT (eg. in N-1 operations).
·' ·
A ~. · .
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3.2.2. 1. Performance Margins
o
Using the max allowable T AssuMED. still leaves performance margins, due to true
airspeed and thrust effects.
o
True Airspeed Effect
TAS is affected by OAT. lAS is based on air pressure difference in the pitot static
system. Due to a higher air density at low OAT, a slower airflow is sufficient to
generate the pressure difference needed to reach a given lAS, resulting in a lower
TAS. The opposite is true for a high OAT.
c} When assuming a higher than actual OAT, the resulting takeoff performance is
based on a higher TAS, but the actua!TAS will be lower (because the actual
OAT is lower).
o
Thrust Effect
A high-bypass turbofan engine, as mounted on the B737, produces about 80% of
the total thrust by accelerating air mass through the fan. Higher air density, hence
higher air mass, results in higher thrust.
c} When assuming a higher than actual OAT, the resulting takeoff performance is
based on a lower air density and therefore lower thrust, but the actual thrust will
be higher (because of the actual higher air density).
o
A lower TAS combined with a higher thrust will result in:
c} Shorter ground distance
c} Higher climb gradient
EXAMPLE:
- - - T, .... , 4Q'C / OAT15"C
- - - OAT 40"C
/
Extra marqin due to
con>er'< t;sm in ATM
Meets minimum
regulatory
~ requirements
M,1rgins when using A TM
[]
Using the Assumed Temperature Method is always conservative because the actual
performance of the airplane is always better than its assumed capabilities even at the
maximum allowdble assumed temperature.
o These performance margins exist anytime TAssuMED (if> FRT) exceeds OAT. The
greater the difference between OAT and TAssuMeo, the greater the performance
margin.
o These performance margins are not available when using the Derate method.
o To achieve the available performance margins, proper takeoff speeds have to be used
-7 overspeed will reduce those available margins.
o Using these inherent margins for takeoff weight planning is prohibited.
A-34
Pe ' . n • ".:·J ; ,~ ' . '' :. H::r 1bo:.'<
3.2.2.2. Restrictions
o The amount of thrust reduction is restricted by the following:
=
~ Regulations
VMCG and VMCA must be calculated at the TO/GA-thrust for the actual OAT.
=
EASA/ AMC 25-1 3
The reduced take-off thrust setting enables compliance with the aeroplane
controllability requirements in the event that take-off thrust is applied at any
point in the take-off path.
Reduced thrust takeoffs are not allowed on contaminated runways, but, if
suitable data is available, are allowed on wet runways.
EASA/AMC 25-1 3
Takeoffs utilising reduced take-off thrust settings are not authorised on
runways contaminated with standing water snow, slush or ice and are not
authorised on wet runways unless suitable performance accountability is
made for the increased stopping dtstance on the wet surface.
=
Maximum allowable T ASSUMED is the lower of the performance-limited
temperature, and the temperature which results in 25% thrust reduction.
EASA/AMC 25-13
The reduced take-off thrust setting ts at least 75o.;, of the take-off thrust, or
derated take-off thrust (if such is the performance basts) for the existing
ambient conditions {.. .].
TO/GA
Thrust
Available
Thrust
Reduced
Thrust
Min allowed
Red.Thrust
=
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FAT
Actual
OAT
TASsUMED
(Min
T: :.- ··o.. '.n )
Max
OAT
T ASSUMED
The use of reduced thrust is also not allowed when certain items cause a
significant workload increase.
EASAIAMC 25-13
Take-offs utilizing reduced take-off thrust settings are not authorised where
items affecting performance cause significant increase in crew workload.
Examples of these are:
- Inoperative Equipment: lnoperattve engine gauges, reversers, anti-skid
systems or engine systems resultmg in the need for additional
performance c01rections.
·- Engine Intermix· Mixed engine configurations resulting in an increase in
the normal number of power setting values.
- Non-standard operations: Any situation requiring a non-standard take-off
technique.
·. ': . .'' \11 ·
=
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Regulations do allow application of full thrust whenever desirable.
EASAIAMC 25-13
When conducting a take-off using reduced take-off thrust take-off thrust (or
derated take-off thrust Jf such is the performance basis) may be selected at
any time during the take-off operation.
EASAIAMC 25-13
Application of reduced take-off thrust m service is always at the discretion of
the p1lot.
c:::> Performance Limits
PLTOW decreases with decreasing takeoff thrust. The amount of thrust reduction
will be limited to the situation where the PLTOW equals the Actual TOW.
c:::> Engine limits
Using an T AssuMED less than the FRT will
not result in less thrust.
EB
TO/GA
Thrust
Available
Thrusl
TASSI.im:c, < FRT -7 No thrust reductiOn
Red: ced
~1-""""l'~~r---.
¥
Thrust
The FRT is the minimum assumed
temperature which still results in a thrust
reduction.
Ac tual T.., uwEo FRT
OAT
OAT
c:::> Company restrictions
Your company might have additional restrictions on the use of reduced thrust.
3.2.2.3. Reduced thrust and speeds
o Consequences of reduced takeoff thrust for the takeoff speeds are:
c:::> Higher Vt
Reducing the takeoff thrust results in a reduced acceleration capability. In order to
preserye the field length requirement a higher V 1 shall be used. [PRH pJuc A·tf!
c:::> Lower V2
Reducing the takeoff thrust results in less (excess) thrust available to reach
standard V2 at the screenheight. In order to preserve the desired field length,
obstacle and/ or climb requirement a lower V 2 shall be used.
3.2.2.4. Reduced thrust and trim
Since the trim setting for takeoff is based on full thrust, normally a pitch up trim
movement is required after takeoff with reduced thrust.
3.2.3.
o
o
o
Combination Derate and Reduced thrust
This is a method of thrust reduction which consists of applying the assumed
temperature method on a derated thrust level.
The derate thrust level is a maximum and may not be exceeded.
Maximum allowed thrust reduction is 25% of the derate thrust level.
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SECTION 2 - ENROUTE PERFORMANCE
1.
GENERAL
1.1. COST INDEX
Cost Index (CI): Parameter which reflects the relationship between time-related costs
versus fuel costs.
Cost Index = Trme-related costs I Fuel costs
o
Used to minimize the Direct Operating Costs (total costs) which are divided into time
related costs, fuel costs and fixed costs. Fixed costs are not part of Cl calculation.
q Low Cl : low speed, low fuelburn, high triptime.
Will be used when time related costs are low or the fuel cost are high.
q
High Cl : high speed, high fuelburn, low triptime.
Will be used when the time related costs are high or the fuel cost are low.
1.2. ENROUTE CLIMB
o
o
Enroute climb speed depends on weight and Cl.
High weight or high Cl wi ll result in a higher enroute climb speed.
CRUISE ALTITUDE
Enroute climb $peed depends on w<Jight and Cl
o
o
Climbing with a constant lAS results in an increasing TAS. Climbing with a constant
Mach number will result in a decreasing TAS.
Around 29.000 It lies the crossover altitude where the climbspeed changes from lAS to
Mach number.
FLt
400 1
350
300
250
200
/
- -r -
/
/
Tropor~u! e
/
_(__ c r:S:over
--
altitude
.1
350 lAS (kts)
150
100
Accelerabon
25010 300
50
0 ~~~~~~~~~~~~~~
300 325 350
T AS
lAS I Mach number vPrsus altitude
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A-37
1.3. CRUISE ALTITUDE
o Choosing the best altitude will maximize the fuel or cost efficiency and will ensure that
adequate speed margins are preserved.
o
Altitude selection depends on:
- Fuel/cost efficiency
- Thrust limits
- Maneuver capability
- Trip distance
- Altitude winds
1.3.1 . Optimum altitude
Optimum Altitude: Altitude which offers the highest fuel mileage (or specific range).
Fuel Mileage (Specific Rangel: The distance the airplane can fly using a given
amount of fuel.
o
Maximum fuel mileage means minimum trip fuel. Varies with the airplane's weight.
Regarding fuel mileage, a lower weight yields a higher optimum altitude.
o Altitude which offers the lowest costs is also an optimum altitude and may not be the
same as the altitude offering the highest fuel mileage.
o Optimum altitude which balances the costs and the fuel mileage is determined by the
cost index.
8
Cost Index ~ ~ Optimum Altitude ~
o
Efficiency is maximized when the aircraft stays within a bandwidth (normally +1- 2000
feet, in RVSM-airspace +1- 1000 feet) around the optimum altitude.
Step
~timb
11 stay r'os._, tv the opttmum altitud·'
1.3.2. Maximum Altitude
o The maximum altitude at which the aircraft is able to operate is constrained by
available thrust (thrust limited altitude) and maneuver (or buffet) margin (maneuvermargin limited altitude).
c:::> Thrust limited altitude
o Due to decreasi ng air density, available thrust decreases with increasing
altitude.
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a The thrust limited altitude is the highest altitude the airplane can maintain at
the Maximum Cruise Thrust rating or climb to at the Maximum Climb Thrust
rating.
a Calculation of the thrust limited altitude is based on a residual rate-of-climb of
100 fpm in cruise or 300 fpm in climb.
Maneuver margin limited altitude
a Maneuver margin is the number of g's the airplane could experience before
entering buffet. [e.g. 1.2 g-margin means initial buffet would be expected upon
reaching a steady 34 degree bank (1/cos34 = 1.2)].
o Margin to initial buffet decreases with increasing altitude. Due to a wingload
increase (caused by maneuvering or turbulence) , a lower buffet margin could
result in buffet, or stall.
o Limited by (EASA) regulations: 1.3g (up to 1.6g is airline option).
m
m
m
The standard default FMC buffet margin value is 1.3g.
The default value of cruise CG on the FMC-CRZ page shows the minimum
forward flight (most unfavorable) CG (-5-8% MAC), which may be overwritten.
In order to be able to have the correct actual maximum altitude displayed on the
FMC-CRZ page, the correct actual cruise CG must be entered in the FMC. A
realistic value of cruise CG can be obtained by assessing the CG travel with fuel
burn.
The FMC does not take stick shaker speeds into account when calculating
maximum altitude.
28
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A-39
1.4. CRUISE SPEED
o
For a given altitude, the fuel efficiency the airplane can achieve in cruise depends on the
cruise speed. Very low speeds are relatively inefficient, as are very high speeds. The fuel
mileage depends on airplane weight.
1.4.1. Maximum Range Cruise
Maximum Range Cruise speed fMRC): The speed at which, for a given weight, the
highest possible fuel mileage is achieved.
o MRC is the speed with Cost Index= 0.
o MRC decreases with decreasing weight due to fuel burn. To achieve the maximum
range possible when flying at a constant altitude, the Mach number needs to be
adjusted to correspond to the change in weight.
1.4.2. Long Range Cruise
o Long Range Cruise speed (LRC) is a speed higher than MRC with only a slight
increase in fuel consumption.
o LRC has a 1% less fuel mileage but is typically 3 to 5% higher than MRC -7 the 1%
loss compared to the maximum fuel mileage is largely compensated by the cruise
speed increase.
o Operating at MRC speed requires constant thrust adjustments due to lack of speed
stability. LRC speed offers improved speed stability (less thrust lever activity).
o As with the MRC, the LRC also decreases with decreasing weight.
Fuel
Mileage
I.'RC \lith
LRC vdh
1.-<>rea•;ngW
IW1 > W2>W31
Altitude unchanged
M C
LRC
Cruise Speed
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1.4.3. Economic Cruise speed (ECON speed)
~
ECON speed: Speed based on the cost index, therefore offering the least costs.
Costs
Fuel+ Time
costs
Mmo/Vmo
ECON
o
8
Cruise
Speed
Can vary from a low speed of MRC at a cost index of zero to the Cruise Thrust limit
speed at a high cost index. {PRH par;o A·37J
Cost Index
JJ. -7
ECON Speed
JJ
o Is also a function of gross weight, altitude and the actual winds, so it will change
during the flight as fuel burns, the wind changes or a different altitude is selected.
o A strong tailwind will result in a reduced ECON speed in order to maximize the
advantage gained from the tailwind during cruise. Conversely, a higher ECON
speed is calculated in case of a headwind in cruise to minimize the time-related
costs associated with the headwind.
E3
8
o
Tatlwtnd if -7 FCON Speed ~
Headwmd
11 -7 I:.:GON Spe• d 11
Typical airline cost index values result in a cruise speed between MRC and LRC.
Fuel
Mileage
Typical airline
C l values
Cruise Speed
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Performance
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2.
ENROUTE PERFORMANCE REQUIREMENTS
DRIFTDOWN
2.1 . GENERAL
o
o
o
Enroute performance requirements address the aircraft capabilities in case of an engine
failure in the enroute phase of flight.
If an engine fails during flight, the required thrust to maintain the altitude becomes
greater than the available MGT of the remaining engine.
The aircraft has to descend to a lower altitude where, due to the higher density, the
remaining engine can produce more thrust and is able to equal the required thrust to
compensate the drag.
•
D
1¥1
~~
~
TN
TN = D
D
I
~
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t
IT N i < D l
TN·i
Lower altitude - higher density- m Jfe available thrust
2.2. DRIFTDOWN
o
If after an engine failure the aircraft is unable to maintain sufficient terrain clearance,
within the prescribed corridor width along the route, a driftdown procedure should be
followed.
o
The driftdown procedure consists of the following steps:
~ Setting of MGT on the remaining engine,
~ Decelerating to the optimum driftdown speed, while maintaining altitude,
~ Descending with this speed until reaching the driftdown ceiling (level-off altitude).
o
The optimum driftdown speed offers the best lift-to-drag ratio and should be used in
cases where staying as high as possible for as long as possible is desirable due to
terrain or weather concerns.
Oriftdown Ceiling: The maximum altitude that can be flown at the driftdown speed with
one engine inoperative.
o
o
Using a higher than optimum driftdown speed will result in a slightly steeper descent
path and a lower level-off altitude.
After driftdown, flying LAC-speed offers the best fuel mileage and range.
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2.3. REGULATIONS
2.3.1. Vertical clearance
D
Regulations define a Net and Gross driftdown flightpath.
Net Driftdown F/iqhtpath: A theoretical flightpath which must clear all obstacles vertically
with at least 2000 feet during descent and with at least 1000 feet after level-off and must
maintain level flight at least 1500 feet above the airport of intended landing, meeting
weather and landing performance requirements.
D
D
If weather conditions require its use, the effect of anti-ice systems on the net flight path
must be taken into account.
The Gross (actual) driftdown flightpath gradient must be 1.1% (for a 2-engine aircraft)
more penalizing than the Net driftdown flightpath gradient.
'
Diversion Airport
Dnltdown requirements
2.3.2. Lateral Clearance
o
Regulations require that within 5 NM either side of the intended track, all terrain must
be considered with regard to obstacles that have to be cleared.
o EASA's requirement of 5NM has to be increased to 1ONM if certain navigational
accuracy requirements are not met.
o For all routes to be flown a route study is necessary to evaluate whether or not an
acceptable escape procedure is possible when a failure occurs at the most critical
point along the route.
If, on a certain route, the above mentioned requirements cannot be met, the aircraft
weight will be restricted for that specific route or a new route must be found.
A-44
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SECTION 3 - LANDING PERFORMANCE
1.
LANDING DISTANCE AND SPEED
1.1. LANDING DISTANCE AVAILABLE (LOA)
EU-OPS 1.480
Landing Distance Available (LOA): The length of the runway which is declared
available by the appropriate Authority and suitable for the ground run of an aeroplane
landing.
o
The stopway cannot be used for landing calculation.
o
In cases where there are no obstacles under the landing path the LOA is equal to the
runway length (TORA).
o
The LOA may be shortened due to the presence of obstacles under the landing path.
o
If there is an obstacle present in a specified protection area (approach funne~ in front of
the runway, a displaced threshold is defined. In such cases the LOA is equal to the
length measured from the displaced threshold to the end of the runway
The runway part before the displaced threshold may be used for taxiing, takeoff and
landing roll-out.
60m
LOA
APPROACH
FUNNEL
_;&_
~
Displaced throshu:d due to obst:Jcle in approach path
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1.2. LANDING SPEED
1.2.1. Reference Speed (VREF)
Reference Speed fVREF): The reference landing approach speed for a defined
landing configuration.
o This speed must not be less than VMcL. the minimum landing control speed.
CS-25.149
VA~L. the minimum control speed during approach and landing with all engines
operating, is the calibrated airspeed at whtch, when the critical engine is suddenly
made inoperative, it is possible to maintain control of the aeroplane with that
engine still moperative, and maintain straight flight with an angle of bank of not
more than s ~.
o VAEF must also be at least 23% greater than the reference stall speed in landing
configuration (VSAo) .
8
VAEF :!!: 1 23 VSRo
o Because VAEF is based on the stall speed, it depends directly on the airplane's
gross weight.
1.2.2. Final Approach Speed (FAS)
o Final Approach Speed (FAS) is based on VAEF·
Final Approach Speed (FAS): The airspeed to be maintained down to 50 feet over
the threshold.
FAS =V AEf
1-
correct1on
o This correction is normally based on operational factors such as wind, but can
additionaly be based on an abnormal (landing) configuration.
o The wind correction is typically half the steady headwind component plus the full
gust increment, cumu latively minimum 5 knots and limited to 20 knots, or the
resulting FAS is limited to 5 knots below the landing flap placard speed.
8
FAS = (VAI::F _. ·~ HWC +Gust) S (VAFF _. 20) S (Flap placard speed - 5 kts}
o Touchdown will normally occur at a speed between VAEF and VAEF minus 5 knots.
An applicable gust increment needs to be maintained until touchdown.
Landing Speeds
, •. , . rc:: 3 - u
2.
•. :_ ·· -,. ~ .... ·.'. .7
LANDING PERFORMANCE REQUIREMENTS- DISPATCH
MAXIMUM ALLOWABLE LANDING WEIGHT
2.1. GENERA L
o Dispatch (planning) requirements are laid down in the EU-OPS regulations and are
designed to make weight calculations in the flight planning stage in such a way that the
crew will not have to make critical performance decisions inflight.
o The planning purpose, regarding landing performance, consists of determining the
maximum Landing Weight (LOW) for the destination and alternate aerodromes which
still meets the regulatory requirements.
o With respect to landing performance the requirements consider:
<:::) landing field length, resulting in a Landing Field Limit Weight (LFLW) [PRH p.1ge A-48]
<:::) approach and landing climb, resulting in a Landing Climb Limit Weight (LCLW) [PRH
page A-5 1]
o The most limiting of these requirements defines the Performance Limit LOW (PL-LDW)
for dispatch and need to be compared to the Max (Certified) Structural LOW to
determine the Maximum Allowable LOW.
MAX
LOWEST
Allowable
LOW
o Besides these requirements, operation can also be restricted by the maximum weight
for a quick turnaround concerning brake cooling. [PRH paq<· A-52]
o The following environmental conditions have to be taken into account:
EU·OPS 1.515
(1) The altitude at the aerodrome;
(2) Not more than 50% of the headwind component or not less than 150% of the
tailwind component; and
(3) The runway slope in the direction of landing if greater than +1- 2 %.
Normally, pilots are provided with data which already meet the head/tail wind
requirements. {PRH pJrt BJ
B737NG is limited to operations on runways with a slope not exceeding +1- 2"::..
o
A known aircraft system failure has also to be taken into account (MEL restriction).
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2.2. LANDING FIELD REQUIREMENT- LFLW
2.2.1. Dispatch Requirements
o The dispatch requirements regarding landing field length are laid down in EU-OPS
1.515.
EU-OPS 1.51 5
(a) An operator shall ensure that the landing mass of the aeroplane{... ] for the
estimated time of landing at the destination aerodrome and at any alternate
aerodrome allows a full stop landing from 50 tt above the threshold:
(1) For turbo1et powered aeroplanes, within 60% of the landing distance available.
{. ..]
When showing compliance with subparagraph (a) above, it must be assumed that:
(1 ) The aeroplane will/and on the most favourable runway, in still air; and
(2) The aeroplane will land on the runway most likely to be ass1g ned considering the
probable wind speed and direcbon and the ground handling characteristics of the
aeroplane, and considering other conditions such as landing a1ds and terrain.
o Estimated LDW must permit a landing within 60% of the LDA at the destination and
any alternate airport. Herewith, two considerations have to be established in
determining the maximum permissible landing mass, of which the most limiting
determines the Landing Field Limit Weight:
1) It is assumed that the aircraft will land on the most favorable (normally the longest)
runway under no wind conditions.
When the Estimated Landing Weight (ELW) exceeds the LFLW determined
for the most favorable runway without credit for headwind, dispatch with this
higher ELW to an airport with a single runway is allowed, provided that 2
alternate aerodromes are selected which fully comply to the dispatch
landing requirements. [EU-OPS 1. 515}
If being dispatched with this higher EL W, it must be checked inflight that the
actual LOW upon arrival does not exceed the LFL W, determined with taking
the actual wind into account. [EU-OPS 1.515]
2) If a different runway is more likely to be assigned as landing runway (due to
expected wind, noise abatement or ATC), it is assumed that the aircraft will land
on this expected arrival runway, where anticipated headwind may be credited but
anticipated tailwind must be taken into account (anticipated wind is the wind
expected to exist at the time of arrival). [IEM-OPS 1.515}
When the Estimated Landing Weight (ELW) exceeds the LFLW determined
for the expected arrival runway with credit for headwind, dispatch with thi s
higher ELW is allowed, provided that 1 alternate airport is selected which
fully complies to the dispatch landing requirements . [EU-OPS 1.515]
o How this LFLW requirement is developed and how it is applied on other than dry
runways is further explained in the next paragraphs.
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2.2.2. Certified Landing Distance
o
Landing field length performance is developed from flight test demonstrated landing
distances (performed by test pilots).
Flight Test Landing Distance: Demonstrated landing distance on a dry runway,
measured from a height of 50 feet above the landing surface using an aggressive
touchdown technique, maximum manual wheel braking and speed brakes, but without
credit for reverse thrust during the landing ground roll.
o
o
E3
o
8
Flight test landing techniques used by manufacturers are usually not the same as
techniques used by flight crews in normal airline operations.
The Certified Landing Distance on a dry runway (CLDoRv) is the Flight Test
Demonstrated Landing Distance (FTDLD) plus an additional margin of 67 percent.
CLOoR" ,. 1 67 )( FTDLD
According EU-OPS 1.520 the Certified Landing Distance on a wet runway (CLDwET) is
CLDoRY plus an additional margin of 15%, due to reduced braking performance.
CLDwe-1 - 1 15 x CLDoRf Q! 1 92 x FTDLD
o
B
Certified Landing Distance on a contaminated (slippery) runway (CLDcNTM) is the
longest of CLOwEr and 115% of the required landing distance in accordance with
approved contaminated runway landing distance data [EU-OPS 1.520).
CLDcNTM ·= CLDwfl Q[ 1 15 x LDR<NT'-~
~
FIXED WEIGHT
50fJT:'>
~
+67%
FTDLD
~I
I
I
I
I
CLDoRv
CLDwET
Certifif'd Landing Distances
Landing Field Limit Weight (LFLW): The maximum weight for which the Landing Distance
A vailable (LOA) equals the required CLD.
~ For a dry runway this implies that the planned landing distance for the LFLWoRY
equals (1 / 1.67 =) 60% of the LOA, leaving a 40% planning margin.
~ For a wet runway this implies that the planned landing distance for the LFLWwET
equals (1 I [1.67x1.15] =) 52% of the LOA, leaving a 48% planning margin.
50ft ~
I
Dry Runway
50ft]~
Wet Runway
...
Iw
~-
= LFLW
I
1
,~
~
I
Planning Margin 40%
~I
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Planning Margin 48'•
LOA
THRESHOLD
LFL IV planning margins on LOA
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2.2.3. Landing Field Limit Weight - Dry Runway
o The LFLWoRv is the maximum weight for which the LOA equals CLOoRv and therefore
requires, under planning conditions, a landing distance from 50 feet above the threshold
equal to only 60% LOA.
8
LFLWDBv reqwres 60% LOA
o This weight does not account for runway slope (if less than 2%), non-standard
temperature and approach speed additives, but this is protected by the margins used to
define the LFLW.
2.2.4. Landing Field Limit Weight- Wet Runway
EU-OPS 1.520
An operator shall ensure that when the appropriate weather reports or forecasts , or a
combination thereof, indicate that the runway at the estimated time of arrival may be
wet, the landing distance available is at least 115% of the required landing distance,
determined in accordance with EU-OPS 1.515.
o
o
o
B
o
8
EU-OPS 1.515 reflects determination of the landing distance on a dry runway.
If, according the weather reports, there is a possibility that at ETA the runway may be
wet, the ELW may not exceed LFLWwET·
LFLWwET is the maximum weight for which the LOA equals CLOwET and therefore
requires, under planning conditions , a landing distance from 50 feet above the threshold
equal to only 52% LOA.
LFLWwtt reqUtres 52% LOA
LFLWwET also equals (1/1.15 =) 0.87 LFLWoRv.
LFLWwn = 87% LFLWoRY
2.2.5. Landing Field Limit Weight- Contaminated (Slippery) Runway
o
[EU-OPS 1.520] If the planned landing is expected to be made on a contami nated
(slippery) runway, the LFLW shall be the most limiting of:
Q
LFLWwET, or
c:::> LFLWcNTM, which is the LFLW based on 11 5% of the landing distance determined in
accordance with approved contaminated runway data.
m
o
Approved contaminated (slippery) runway landing distance data for the 8737NG is
available in QRHI PI Normal Configuration Landing Distance. These distances are
already factored by 15%. {PRH p.1ge 8 · 14]
In determining LFLWcNTM with approved contaminated runway data, regulations do not
require the 60% planning margin to be taken into account. This margin is implemented
in the determination of LFLWwET against which LFLWcNTM has to be checked.
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2.3. APPROACH AND LANDING CLIMB REQUIREMENT- LCLW
Go-Around Requirement
o To ensure a minimum climb gradient capability in the certified approach and landing
configuration in case a go-around becomes necessary at any point during the landing
approach, two separate requirements have to be met.
~ Approach Climb [CS 25.1?./(d)J
For a two engine airplane the minimum required climb gradient in the approach
configuration (approach flap setting and gear up) with one engine inoperative and
remaining engine at go-around thrust is 2.1 %, calculated at a speed not greater t han
1.4 Vs1G for the selected approach flap setting.
~ Landing Climb [CS 25. 119]
For a two engine airplane the minimum required climb gradient in the landing
configuration (landing flap setting and gear down) with both engines operating, where
go-around thrust is available 8 seconds after thrust levers are moved from minimum
flight idle to the go-around position, is 3.2%, calculated at a speed not less than 1.13
VsR or VMcL and not greater than VREF for the selected approach flaps.
Approach Climb
· App<oach Flaps
· Gear Up
• 1 Engine lnop
/
Landing Climb
· L· "ldurJ F." r.;
· GltrDc•:o
· Thn · t > 8 ser:
Approach and Landing Climb rvquirments
o
o
For a two engine aircraft, the approach climb requirement is normally more limiting than
the landing climb requi rement.
Additional approach climb requirements :
~ For instrument approaches with a missed approach gradient greater than 2.1% the
approach climb gradient must be at least equal to or greater than the applicable
missed approach gradient.
[I]
Published approach minima are normally based on a missed approach gradient of
{IEM-OPS 1.510}
2. 5~;,.
~ Only for operators subjected to EU-OPS, there is an additional requirement for Cat
11/111 approaches:
EU-OPS 1.510
For instrument approaches with decision heights below 200 ft, an operator must
verify that the expected landing mass of the aeroplane allows a m1ssed approach
gradient of climb, with the critical engine failed and with the speed and
configuration used for go-around of at least 2.5°{..
Landing Climb Limit Weight (LCLW): The maximum weight which can just achieve the
most limiting of the approach and landing climb requirements.
2.4. QUICK TURNAROUND LIMIT WEIGHT
o Besides the LFLW and LCLW, operation can also be limited by the maximum weight for a
quick turnaround (Quick Turnaround Limit Weight- QTLW), thereby limiting the LOW.
Quick Turnaround Limit Weight (QTLW): The maximum landing weight for which there is no
minimum ground time required with respect to possible fuse plug melting. This weight does not
guarantee sufficient brake energy absorbtion in case of a subsequent aborted takeoff.
o The QTLW protects the wheel fuse plugs from melting during a subsequent takeoff.
CS-AMC 25.735
The temperature sensitive devices (e.g. fuse or fusible plugs) should be sufficient in
number and appropriately located to reduce the tyre pressure to a safe level before any
part of the wheel becomes unacceptably hot, irrespective of the wheel orientation. The
devices should be designed and mstal/ed so that once operated (or triggered) their
continued operation is not impaired by the releasing gas. The effectiveness of these
devices in preventing hazardous tyre blow-out or wheel failure should be demonstrated.
It should also be demonstrated that the devices will not release the tyre pressure
prematurely during take-off and landing, including during "quick turnaround" types of
operation.
The Quick Turnaround Limit Weight restriction only guarantees that fuse plugs will not
melt during the next takeoff and does not provide additional brake energy protection if it
becomes necessary to reject the takeoff.
A-52
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LANDING PERFORMANCE REQUIREMENTS- INFLIGHT
REQUIRED LANDING DISTANCE
o Where dispatch landing requirements result in a Max Allowable LOW, based on
(restrictive) assumed conditions, the inflight requirement consists of determination of the
required landing distance based on the actual LOW under actual conditions.
o lnflight landing field requirements consist of what is stated in EU-OPS:
EU-OPS 1.400
Before commencing an approach to land, the commander must satisfy himself that.
according to the information available to him. the weather at the aerodrome and the
condition of the runway intended to be used should not prevent a safe approach,
landing or miss ed approach, having regard to the performance information contained in
the Operations Manual.
o
From this it can be concluded that for the actual LOW under the actual landing
circumstances:
C LOR must not exceed the LOA.
C Required go-around climb gradient must be achieved.
o
Regulations do not require margins when determining LOR, but when determining the
LOR when the runway is not dry, a margin of 15% is recommended.
m
Normally, pilots are provided with data where this recommendation is implemented.
{PRH p3ge 8·17)
o In case of an autoland, an increased landing distance must be taken into account.
CS-AWO 142 [Automatic] Landing distance
The landing distance required must be established and scheduled in the aeroplane
Flight Manual if it exceeds the distance scheduled for manual landing.
CS-AWO 342 [Automatic] Landing distance
If there is any feature of the system or the associated procedures which would result in
an increase to the landing distance required, the appropriate increment must be
established and scheduled m the aeroplane Flight Manual.
o
Your company may require an additional margin.
A dditional infliqht check:
When dispatched to a destination having a single runway and the ELW exceeds the
LFL W, which has been determined for the most favorable runway without credit for
headwind, an inflight check must determine that the actual LOW does not exceed the
LFL W calculated for actual wind. [PRH page A -4 ~)
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Handbook
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INTRODUCTION PERFORMANCE DATA
Performance Data of the 737NG rs made avarlable by Boemg rn manuals and
also m drg1tal format, all denved from the Airplane Fl1ght Manual (AFM)
o
AFM conta1ns
q Certified held length lrm1ted takeoff we1ghts for both dry and wet runways
q
u
Advisory data regarding a runway covered With slush. snow and 1ce
Not part of the appwved AFM, but st1ll prov1ded as we1ght reductions
and V1 adjustments 1n the FCOM/ PI rn tabular format and 1n the
performance software
- Due to the h1gh cost of cert1fyrng the advrsory mformatron thrs adv1sory
1nformat1on 1S accepted performance 1n EASA cerllflcatron T herefore
JANEASA operators must use thr~ Adv1sory Information as mandq..JQrx
performance
Manuals contarn1ng performance data
¢
FPPM [Flight Plannmg and Performance Manual]
- Manual contarntng expanded performanc e data to be u:;ed dunng flrght
plannrng (drspatch)
- Data presented rn graph1cal format
- M1ght not be avarlable for p1lots
¢ FCOM/PD & PI [Fitght Crew Operating Manual volume 1 - sectwn
Performance Dtspatch & Performance lnfltght]
-
Manual conta1nrng performance data generally to be used dunng flight
plann1ng (dispatch)
Less expanded than FPPM
Data presented rn tabular format
Normally ava1lable to p1lots
q QRH/PI [Qwck Reference Handbook - sectton Perfo11nance lnfltght]
- Manual contarnrng performance data qenerally to be used 111f11ght
espec1ally w1th an rnoperat1ve FMC
- Normally avatlable to p1lots
u
Performance software
q
Atrplane Flight Manual - D1g1tal Performance lnformatton (AFM -DPI)
W1th the use of th1s software, runway-spec1frc TL-charts are generated
wh1ch are normally available to p1lots
q Boerng Laptop Tool (BLT) or your company s equ1valent
-
Not d1scussed 1n th1s Gu1de
In th1s gu1de only the use ot performance data wh1ch IS normally available to p1lots
(FCOM/ PD, FCOM/ PI, QRHt PI and TL-chartsl IS covered
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SECTION 1 - TAKIEOFF IOATA
1.
TL-CHARTS
1.1. GENERAL
o A Takeoff Limiting (TL) - chart is:
~ also referred to as Runway-, Airport- or Takeoff Analysis.
~ an efficient and accurate means for determining Max Allowable TOW and
assumed temperature for reduced thrust.
~ a printed result of runway-specific takeoff performance information for a specific
aircraft configuration, generated using computer software (Boeing AFM-DP~ .
PLTOW's (and sometimes together with corresponding takeoff speeds) for a
range of temperatures and wind components are presented.
o
Boeing computer software can produce TL-charts in several formats, but, regarding
the PLTOW, normally displays:
~ Brake Release Limit Weights
(BRLW) as a function of OAT and
wind component.
- The most limiting value of Field
Length Limit, Obstacle, Tire
Speed and Brake Energy Limit
TOW is displayed, normally
provided with a Limit Code
corresponding to the most limiting
takeoff requirement.
~ Climb Limit Takeoff Weights
(CLTOW) as a function of OAT.
- Certified for no-wind condition so
independent of wind component.
- Constant (or almost constant)
below FRT and decreases with
increasing OAT (decreasing
thrust).
o
It also displays:
~ Airplane configuration (eg. winglet I
flap setting), engine rating (eg.
27K), and applicable airport data
(eg. field elevation).
~ Engine failure procedure
(Emergency Turn), if applicable.
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Cl'<H CorrP.r ••ns
I Engine lailure procedure
I M inimum llap retraction a ltitude
IPLJn·... · _. :t<tr~f"'1r•stlcs
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~ Runway characteristics and obstacle data.
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"""RUNWAY CONDITION"" "
~ Weight adjustment values for non-standard QNH.
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1.2. WEIGHT ADJUSTMENTS
o
Besides the OAT and wind component, weights on a standard TL-chart are based on:
c:> what is stated in the header, regarding runway condition and anti-ice and airco/press
system setting.
c:> standard pressure (1 013 hPa I 29.92" Hg).
c:>
all equipment operating at the start of takeoff.
Any deviation from standard pressure, equipment serviceability and what is stated in the
TL-chart header (i.e. what TL-data are based on) needs to be corrected for.
o
Both BRLW and CLTOW are influenced by situations affecting the available thrust:
c:> Ambient pressure, as a function of the air density.
c:> Engine bleed demand
- is increased by switching Anti Ice and Airco/Press systems ON, thereby
decreasing available thrust.
- can be diminished by using APU as bleed source.
o Only BRLW (and NOT the CLTOW) is influenced by the runway condition, since this is
the limit weight while the aircraft is still in contact with the runway.
1.2.1. Corrections on both BRLW and CLTOW
1.2. 1. 1. QNH Correction
o
o
o
TL-chart weights are based on the standard pressure of 1013 hPa (29.92" Hg).
If the actual QNH is not standard, the available thrust is different from what the TLweights are calculated with.
~ QNH < 1013 hPa (29.92" Hg) 7 BRLW and CLTOW need to be decreased.
~ QNH > 1013 hPa (29.92" Hg) 7 BRLW and CLTOW may be increased.
The amount of correction (given in kg/hPa) is normally displayed on the TL-table in
the same column (or row) from which the BRLW and CLTOW are taken.
1.2.1.2. Anti-Ice Correction
o
If the Wing Anti-Ice (WAI) or Engine Anti-Ice (EAI) system is switched ON, bleed
air is taken from the engine, resulting in less available thrust, thereby affecting
BRLW and CLTOW .
o EAI has to be switched ON any time icing conditions exist or are expected during
takeoff.
ICING CONDITIONS
Jc1ng cond1!1ons ex1st when OAT (on the ground) 01 TAT (lnfhght) IS 10 'C (50 "F) or
below and
c:>
V1s1ble mo1stute (Clouds perc1p1tallon, tog w1th VISibility < 1600m) IS present or
~ Stand1ng water 1ce or snow IS present on the ramps. I3J<tways or runways
o WAI shall be switched ON any time the EAI is switched ON except when the
aircraft is, or will be, treated with type II or IV de-icing fluid. Fluid-viscosity is
affected by the heat of the WAI, decreasing the effectiveness of the de-icing fluid.
liJ
a
8737: WAf is automatically switched OFF when advancing the Thrus t Levers for
takeoff
If TL-weights are based on Anti-Ice OFF, and the use of EAI and/or WAI is
anticipated during takeoff up to 1500 feet, BRLW and CLTOW need to be corrected
'
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A WAf penalty might not be applicable because it is not intended to be used
immediately after liftoff. Since WAf is primarily a DE-ice system, icing conditions
would be severe if WAf is needed during takeoff. When this is anticipated, the
takeoff should rather be delayed.
1.2.1.3. Engine Bleed Correction
o
When the engine bleeds are switched ON, bleed air is taken from the engines to
supply the airconditioning/pressurization system, resulting in less available thrust.
If TL-chart weights are based on Engine Bleeds OFF (indicated as " AJRCOND OFF"),
and it is switched ON during takeoff, BRLW and CLTOW need to be corrected.
Engine Bleed penalty may be avoided by using the APU as the bleed source.
o
o
1.2.1.4. Unserviceable Equipment
o MEL 73-11 allows dispatch with both Electronic Engine Control
EEC
{EEC) in the Alternate Mode.
With EEC in ALTN mode:
- TL-chart weights are not valid anymore and need to be
adjusted.
FCOM/PI offers a simplified and conservative method by
reducing the PLTOW.
o
1.2.2. Additional Corrections on BRLW only
1.2.2.1. Runway Surface Condition
o If, due to the runway not being dry, acceleration and/or deceleration are affected,
the BRLW has to be lower than in the dry ru nway situation. {PRH pAge A-16/
o A weight correction on BRLW is needed any time the actual runway condition does
not match the runway condition the TL-chart is based on.
o Weight penalties are available in the FCOM, where the dry-weight serves as an
input.
o TL-charts based on a specific runway condition {e.g. wet) may be available.
Wet runway weight correction
o
o
o
A TL-chart based on wet runway performance (WET TL-chart) may be
available.
The BRLW taken from a WET TL-chart {BRLWwer) already reflects the reduced
weight to account for the reduced stopping capability, but still needs to be
corrected for non-standard QNH, anti-ice etc.
If no WET TL-chart is available, the BRLWwer has to be determined from a
standard (DRY) TL-chart by reducing the BRLWoRv with a wet runway weight
adjustment.
BRLWw1: - BRLWoRv +wet runway w <Jhl adjustfTlent tneqatJVe vafUfiJ
0
Weight adjustment values from the FCOMIPI SLIPPERY RUNWAY- R EPORTED
BRAKING ACTION GOOD table may serve as wet runway weight adjustment.
This is only valid when no credit for clearway is accounted for in determining
BRLWoRr. since this is not allowed on a wet runway.
BRLWoRv
PA
- \ SA :.: •on • 2r 2 ' 1 .',:.:-'~ .1·11
Slippery Runway T/0 Weight adjustment 8/A GOOD
Wet runway
weight
adjustment
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SLUSH/STANDING WATER TAKEOFF table (PCOM, PI)
a Data assumes
screen height above the end of the runway IS reduced from 35 to 15ft
cred1t for one engme at reverse thrust dunng the stop calculatiOn
contammant IS evenly spread to a umform depth over the ent1re runway
surface
reduct/On m t"e to ground fnct10n and the effect of hydroplamng on the
anplane's stoppmg performance
No add1t10nal adjustment reqwred for reported brakmg action
Interpolation between the displayed values IS allowed
"MAl(IMUM REVERSE. THRUST" tables assume credit for one engme at reverse
thrust durmg the stop calculatiOn, therefore only m case BOTH Thrust
Re vers ers are serv1ceable the 'MAXIMUM REVERS£ THRUST" tables should
be used else use the "No REVERSE THRUST" tables
The Vt (MCG) Llm1t We1ght IS the maxtmum we1ght w1th wh1ch ttle a"plane
1s able to accelerate to V.vw and still stop w1thm the f1eld length ava!lable
for the slushstandmg water depth present [PRH page A-2 1}
u
u
u
u
SLIPPERY RUNWAY TAKEOFF table (FCOM1PI)
u
u
a
o
Data assumes
screen he1ght above the end of the runway IS reduced from 35 to 15ft
credit for one engme at reverse thrust durmg the stop calculation
contammant IS evenly spread over the enttre runway surface
reduction m tire to ground fncttOn affectmg the a"p/ane's stopp1ng
performance tl
lnterpola.t1on between tfle displayed values 1s allowed
"MAXIMUM REVERSE THRUS r • tables assume credit tor one engme at
reverse thrust durmg the stop calculatwn, therefore only m case BOTH
Thrust Reversers are serv1ceable the 'MAXIMUM REVERSE THRUST" tables
should be used else use the "No REVERSE THRusT· tables
The V1(MCG) L1m1t Wetght IS the ma l(tmum we1ght w1th wh1ch the
a"plane 1s able to accelerate to VMco and st1ll stop w1thtn the field length
avadable for the reported brakmg actwn present {PRH page A·21J
The reported brakmg act1on values of GOOD. MEDIUM and POOR
correspond to the A1rplane Brakmg CoeffiCients of 0 2 0 1 and 0 05
respectively
Alfplane Braking Coefficient: the average percentage of the we1ght
on wheels that can be converted to a braking force during the stop
An A1rplane Brakmq CoeffiCient of 0 2 means that an a1rplane w1th a
we1ght of 60.000 kgs would create 12 OOD kgs of stoppmg force
A.rpiJ"te BraKrng C "''--'f1c.ent IS NOr ~-·quwalent /c qro..,no .._art
•nr: <)rl value·;
[PRH pagP C -10}
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Contaminated runway weight correction
o
Determination of the Brake Release Limit Weight on a contaminated runway (BRLWcNTM)
is based on application of a weight penalty on BRLWoRY·
D
The applicable weight adjustment values depend on the contaminant type, which is either
fluid (like standing water, slush or snow) (PRH pageA-1B) or hard (like compacted snow or
ice) (PRH page A-20].
BRLWcNTM = BRLWoAv + contammated rwy we1ght adjustment tnegPtJv.e value;
Since fluid contaminants affect both acceleration and deceleration, the corresponding
weight penalties are higher than those with respect to hard contaminants, which only
affect deceleration.
~ Regarding runways contaminated with a fluid type contaminant, weight penalties can
be found in FCOM/P/ SLUSH/STANDING WATER TAKEOFF- WEIGHTADJUSTMENTtable.
~#INJ
BRLWo'A-r ---+
Contam1nant depth ---+
PA ---+
Slush/Standing Water
Takeoff Weight Adjustment
f----
Contaminated
runway
w eight
adjustment
~ Regarding runways contaminated with a hard type contaminant , weight penalties can
be found in FCOM/PI SLIPPERY RUNWAY TAKEOFF - WEIGHT ADJUSTMENT table.
BRLWofi'v
Brak1ng Act1on
PA
f3Ht i',
, .
, b• , • d ..,.
Contaminated
runway
weight
adjustment
Slippery Runway
Takeoff Weight adjustment
•• I
1.2.2.2. Unserviceable Equipment
o
o
TL-chart weights are based on all equipment operating at the start of the takeoff.
Unservicability of the following systems affect the BRLW:
~ Antiskid
- Unserviceability of the Antiskid system is allowed on a dry runway, but
prohibited if the runway is not dry.
- Weight (BRLWoRv) correction value is provided in the FCOM/PI. TEXT.
~ Thrust Reverser
- Since on a dry runway the ASD is not credited for reverse thrust, there is no
extra weight penalty in case this system is unservicable.
- On a wet or contaminated runway, use of T/R is credited, therefore a weight
penalty must be applied in case one or both T/Rs are unserviceable.
~ For a wet runway a weight (BRLWwEr) correction value is provided in the
FCOMIPI. TEXT Q[ the weight adjustment value from FCOM/ PI SLIPPERY
RUNWAY TAKEOFF -NO REVERSE THRUST- 8RAKINGACTION G000table
can be applied to BRLWoRv, depending on how BRLWwET is obtained.
(PRH page 8 5}
.;ASA•; ... ,• :.
~ Regarding a contaminated runway the FCOM/PI SLIPPERY RUNWAY or
SLUSH/STANDING WATER TAKEOFF - NO REVERSE THRUST tables shall be
used.
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1.3. V1 ADJUSTMENT- Actual TOW
o
V-speeds have to be obtained from the QRH or FMC for the actua/TOW.
V1 obtained from the FMC or QRH is the Balanced
and needs to be adjusted in case:
~ clearway and stopway are not equal. {PRHpage A-1 5}
~ acceleration or deceleration capability is affected {PRH page A-16], due to:
- runway slope
- headwind or tailwind
- runway surface condition
- unserviceable equipment
v,
o
1.3.1. Clearway and Stopway Correction
o From the runway information on the bottom of the TL-chart, the clearway can be
determined as TODA minus TORA and the stopway as ASDA minus TORA.
Clearway .. TODA - TORA
B
Clearway mtnus Stopway = TODA - ASDA
Stopway ,. ASDA - TORA
If clearway and stopway are not equal, the presented TL-chart weights are based on
this unbalanced situation and therefore FMC/FCOM v, needs to be adjusted [PRH page
A- 15].
0
B
Clearway rrunus Stopway > 0 ~ V,
Clearway mmus Stopway < 0 -) V,
JJ
if
The amount of v,-adjustment is a function of the difference between clearway and
stopway and can be found in the FCOM!PI CLEARWAY AND STOPWAY V1 ADJUSTMENT
table.
0
Cwy mtnus Spwy
Normal v,
DRY or WET
0
0
III
C/earway and StopwayV1 Adjustments
Cwy/Spwy
v, adjustment
Since on a wet runway no credit for clearway is allowed, the value of clearway minus
stopway is either zero (situation without stopway) or a negative value (situation with
stopway).
Regulations limit the clearway length to be taken into account to half the takeoff flare
distance [PRH p1ge A-1 1} . These values are displayed in the FCOM/PI MAXIMUM
ALLOWABLE CLEARWAY table.
Normally, pilots are provided with data which alt eady takes the maximum allowable
c/earway into account.
1.3.2. Slope and Wind
o A runway upslope or headwind component affect the acceleration -a higher V1 is
needed.
8
Upslope I Headwmd
~ V, if
o A runway downslope or tailwind component affect the deceleration - a lower V1 is
needed.
8
Downslope TaHwmd ~
v, -V
o The value that V , needs to be corrected for, is available in the FCOM!PI SLOPE AND
WIND V1 ADJUSTMENTS table.
,&.
Normally a single (average) value of runway slope is available where the actual slope
may vary along the runway. A non-lineair runway slope may have an adverse effect on
aircraft acceleration or deceleration, not reflected in the performance calculations.
1.3.3. Runway surface condition
o
o
o
8
o
FMC/FCOM V1 are available for a dry and wet runway.
Due to the degraded deceleration capability on a wet runway (acceleration is
unaffected), V1WET is lower than V1DRY. [PRH rageA -17]
If the runway is contaminated, the V1CNTM has to be obtained by adjusting V1DRY.
V,tJN'Iv'
=V DRY+ correct1on
The amount of V1 correction depends on the contaminant type, which is either fluid (like
standing water, slush or snow) {PRH page A·1B} or hard (like compacted snow or ice) [PRH
p.1ge A·20].
q
On a runway contaminated with a fluid contaminant the aircrafts ability to both
accelerate and decelerate is degraded [PRH p~.;OJ A· 1BJ. Since the deceleration is
affected more significantly than the acceleration, V1 needs to be lowered. But with
increasing contaminant depth, acceleration will become increasingly affected,
resulting in a less negative adjustment value on V1DRY. Corresponding adjustments
can be found in FCOM!PI SLUSH/STANDING WATER TAKEOFF- V1 ADJUSTMENTtable.
Actual TOW
Contam inant depth
PA
q
Slush/Standing Water
TakeoffV1 Adjustment
Contaminated
runway
V1 adjustment
' - - - - - --
_.-/
On a runway contaminated with a hard contaminant, acceleration is unaffected. Due
to degraded tire-to-ground friction , the deceleration capability is degraded and
lowering V 1 is needed. [PRH page A-20}. Corresponding adjustments can be found in
FCOM/PI SLIPPERY RUNWAY TAKEOFF- V1 ADJUSTMENT table.
Actual TOW
Brakmg Action
PA
v,
Slippery Runway
TakeoffV1 adjustment
Contaminated
runway
V1 adjustment
In case the adjusted
becomes lower than VMcG it has to be set equal to VMcGFor a given available runway length (ASDA), there will be a limit weight for which V1 is
equal to VMcG without risking a RTO overrun : V1MCG Limit Weight. FCOM/PI provides
V 1MCG limit weights for both slippery and slush/standing water takeoffs, and it must be
checked if this weight is not exceeded. [PRH page A·21 ].
1.3.4. Unserviceable Equipment
o
Unserviceabilty of equipment that affects the aircrafts ability to accelerate or
decelarate requires a V1 adjustment. {PRHpageA-16]
1.3.4.1. Deceleration affected
o
Unserviceability of the following systems affect deceleration requiring a lower v , :
~ Antiskid
- Unserviceability of the antiskid system is allowed on a dry
runway, but prohibited otherwise.
- V 1 correction value is provided in the FCOM/PI.TEXT.
~ Thrust Reverser
- Since the ASD on a dry runway does not credit the use of
reverse thrust, nov, adjustment is required in case this
system is unservicable during takeoff on a dry runway.
- On a wet or contaminated runway, use of 1 thrust reverser is credited,
therefore V1 must be adjusted in case one (the engine with the operative
thrust reverser might fail) or both thrust reversers are unserviceable when
taking off from a wet runway.
~ For a wet runway a correction value on V1 wET is provided in the
FCOM/PI. TEXT, QI apply the V1 adjustment value from the FCOM!PI
SLIPPERY RUNWAY TAKEOFF- No REVERSE THRUST - BRAKING ACTION
GOOD table to the normal (dry) v,.
~ Regarding a contaminated runway the FCOM/PI SLIPPERY R UNWAY or
SLUSH/STANDING WATER TAKEOFF-
No REVERSE THRUST tables shall be
used.
1.3.4.2. Acceleration affected
o
Unservicability of the following system affects accelaration, requiring a higher V 1:
~ EEC in ALTN mode
With EEC in ALTN mode, acceleration is affected, requiring
a higher DRY or WET V 1 •
- Takeoff speed correction values are found in the FCOM/PI
ALTERNATE MODE EEC.
• .c
2.
;7 · ,,. r • TA '· · ; 1 '. TA
NO TL-CHART AVAILABLE
TL tables become invalid in case of changes in specified takeoff runway length or
changes in obstacle situations.
In case no valid or updated TL-chart is available, the limiting Takeoff Weights in
accordance with the takeoff performance requirements must be separately determined.
The most limiting TOW determines the PLTOW and must be checked against the
structural TOW to find the Max Allowable TOW. (PRH page A-7/
In the FCOM/PD tables, Boeing provides conservative data to determine the Field length,
Climb and Obstacle Limit Takeoff Weights. Tirespeed Limit Weights can also be found in
the FCOM/PD together with the Max Brake Energy Speeds. When these data are not
provided, the Tirespeed and Brake Energy are not limiting for the range of conditions
shown (eg. 8737-700 data).
2.1 . Fl ELD LIMIT TAKEOFF WEIGHT
o
o
The FCOM/PD presents tabular data to determine the Field Limit TOW.
Data are available for Flaps 5 covering a range of pressure altitudes for both a dry and
wet runway and are valid for engine bleeds ON and anti-ice OFF.
o Corrections on the available field length with respect to slope and wind are also
presented.
o Regarding the wind correction data, the requirement to account for 50% of the HWC and
150% of the TWC is implemented.
o When the aircraft cannot be positioned at the threshold, the line-up correction (PRH p1ge
A 111 must be applied and correction values can be found in the text-section of the
FCOM/PD. The highest presented value (which is the ASDA-correction) must be used.
2.2. CLIMB LIMIT TAKEOFF WEIGHT
o The Climb Limit TOW can be obtained from the same FCOM/PD table as from which the
Field Limit TOW is determined.
o Data are available for Flaps 5 covering a range of Pressure Altitudes and OAT's and are
valid for engine bleeds ON and anti-ice OFF.
TORA
TODA--~~~~~--~
ASDA
Slope
Wmd
We1ght Correction for
- EAI / WAION
• Packs OFF
Normally a single (average) value of runway slope is available where the actual slope
may vary along the runway. A non-lineair runway slope may have an adverse effect on
aircraft acceleration or deceleration, not reflected in the performance calculations.
-A3 •' ·· .;·:
··_, .. :· . .
1
'I !l,· :of
: · ·, U
I • . AI<. .:;,c C'', ;r
2.3. OBSTACLE LIMIT WEIGHT
o Obstacle Limit TOW data are presented for flaps 5, engine bleeds ON and anti-ice OFF.
o Data is also available to make adjustments for OAT, PA and wind.
o In order to use this table, obstacle data, regarding height and distance from the brake
release point, must be available.
.&,
Obstacle data information may be given with reference to end of TORA.
o When applying line-up corrections, the obstacle distance from brake release must be
reduced by the ASDA adjustment.
o Obstacle height must be calculated from lowest point of the runway to conservatively
account for runway slope.
O bstacle he1ght
& d1stance
We1ght CorrecliOn for
· EAI / WAI ON
• Packs OFF
2.4. TIRE SPEED LIMIT WEIGHT
o These data are only provided if it might restrict the TOW for the conditions shown.
o The Tire Speed Limit Weight is shown as a function of OAT and PA, and is valid for a
flaps 5 takeoff under no wind conditions.
o Wind correction values are provided at the bottom of the table.
o Data are based on the certified tire speed limit of 225 mph (195 kts) .
Airport OAT
Airport PA
Tire Speed l W
W e1ght Correction for
Head I Ta1lw1nd
2.5. BRAKE ENERGY LIMIT
o FCOM/P D provides data to determine the Maximum Brake Energy speed as a function of
OAT, PA and Weight, on ly if it might restrict the takeoff for the conditions shown.
o These data are valid for a takeoff in zero wind on a level runway, th erefore need to be
adjusted for wind and/or runway slope. Correction values are presented at the bottom of
the table:
c) Uphill slope or headwind help the stopping capability, allowing a higher V MsE-
q Downhill slope or tailwind hurt the stopping capability, requiring a lower V MBEo The determined Maximum Brake Energy Speed (VMsE) is the upper-limit for V1 .
OAT / PA
TOW
Speed Corrections for
· up/downslope
• headlta1lw1nd
B-1 2 f'' (
~ · ' "' ." A• I:
r
lC C : j ;). •: .,
P~
r:::u r; .. ,....:_ -,·.-.-r:: .. ,;• r47
1.
'~ /$ .
,:r · ·::: - Lll\'.: ·· . 1::
.\'.....
,.
DISPATCH DATA
CERTIFIED DATA TO DETERMINE MAX ALLOWABLE LANDING WEIGHT
o
The Maximum Allowable LOW is determined from the most limiting of the Sructural LOW
and the Performance Limit LOW, which in turn is the lowest of the Landing Field and
Landing Climb Limit Weight.
MAX
LOWEST
Certified
Structural LDW
o
Allowable
LOW
Regulations also require a LOW check to assure the aircraft is able to achieve the
minimum required go-around climb gradient.
Besides regulatory restrictions, the Maximum Allowable LOW can also be limited by
operational restricti ons regarding a quick turnaround.
o
1.1. LANDING FIELD LIMIT WEIGHT
1.1.1. Dry and Wet Runway
o
FCOM/PO provides data to determine the Landing Field Limit Weight for both dry and
wet runways, either in separate or combined tables.
o
These data already meet the following requirements:
~ 60% of the available landing distance has been taken into account.
~ 50% of the HWC and 150% of the TWC is considered.
[jJ
As a dispatch requirement, LFL W is the lowest of the LFL W determined for:
u
the most favorable runway without wind, and
cJ
the expected landing runway with wind. (PRH p1ge A-48}
o
Presented data are valid for flaps 40, and are based on antiskid operative and
automatic speedbrakes, representing the best achievable landing perfomance regarding
required field length.
o In case the landing will be performed with manual selection of the speedbrakes, a
weight penalty is provided at the bottom of the table.
o Separate tables are available in case both the antiskid and auto speedbrake systems
are inoperative.
LOA
Wtnd component
PA
Manual SpeedbrakE'
Weight adjustment
(if applicable)
Usmg FCOMJPO data to determll;e LFLW"'" or LFLWwH
. .;'"l ~
h-tf • .- ;. ... ?· i
-. L : \_ .,~/1C.. L A
·~
?1,,.:... \
; j_
DA I A '
~
·.\ )
1.1.2. Contaminated (Slippery) Runway
Landing Field Limit Weight for a planned landing on a contaminated (slippery) runway is
the lesser of LFLWwET and the LFLW based on the required landing distance according
to approved contaminated runway data (LFLWcNTM). [PRH p1ge A -50]
o Approved contaminated runway data can be found as advisory information in the
QRH/PI Landing Distance tables with reported braking action. Normally this table has to
be applied when determining the required landing distance with the actual LDW inflight,
but can, during dispatch, also be used in reverse to determine the LFLWcNTM based on
the LDA.
o
Method to obtain the LFL WcNTM from QRH!PI Landing Distance data:
Obtain Reference Weight from the 151 column {REF DIST) of this table.
C
C
C
C
Determine LDR of the Reference Weight {LDRREF) by adjusting REF DIST as
applicable for AL T, WIND, SLOPE, VREF and TEMP.
Use weight adjustment data from z>d column {WT ADJ) to convert the difference
between LDRREF and LDA into a weight adjustment.
If LDRREF < LDA add this weight adjustment to the Reference Weight.
It LDRREF > LDA substract this weight adjustment from the Reference Weight.
o When using approved contaminated runway data, regulations do require an additional
planning margin of 15% to be taken into account. In the Normal Configuration Landing
Distance data for braking action Good, Medium and Poor this margin of 15% is already
implemented (factored data).
LDA
Brak1ngActJon
OAT I PA
W1nd '··
~!.
As
d
('1~->
t!lt>, •; t .1 rt•Q,J •eo•er>c. L I i.
·n ..
r>f' ·tc(l •a ~w,.,o
,·v ,, uat
r1.1Jnr ,J ''''" •. no~t favorat' .. ' J .wat .vtrrau wm .
[PRH paqe A-48}
u:
rut ••.~ 1 w.:IJ wmd, ..J'ttc/Juw s •o we:
Usmg QRH
PI data
in revarsa to d etermme LFL Wcs rM
1.2. LANDING CLIMB LIMIT WEIGHT
o FCOM/PD provides data to determine the Landing Climb Limit Weight.
o Per OAT and PA only the most limiting (lowest) value of Approach Climb and Landing
o
o
Climb Limit Weight is given, therefore this table is valid for approach with flaps 15 and
landing with flaps 40.
Presented data are based on engine bleed for packs ON and anti-ice OFF, therefore a
weight correction is needed in case the configuration is different.
Besides weight correction values for anti-ice and packs, at the bottom of the table a
correction is also available to account for possible ice built-up on unheated surfaces (eg.
outboard LE devices).
Airport OAT
Airport PA
Landing Climb
Limit Weight
t
We1ght Correction for
- EAI I WAION
· Packs OFF
• p OSSible IC6 bUilt-up
Using FCOM'PD d.Jt3 to determine L CLW
' ·i.SJ\ er : : .. 2u1.;
1
\ ~ ~~
~ .of
. - .., .... \ 2 ...
1.3.
'j
•
' '!/(..
..., ...
GO-AROUND CLIMB GRADIENT
o
FCOM/PD provides data to determine if an aircraft with the planned (or inflight the actual)
LOW will be able to achieve the required go-around climb gradient.
o These data assume a go-around in the worst case configuration: one engine inoperative
with flaps still at 15 (e.g. as a result of an engine failure in a dual engine go-around).
This table can also be used in reverse by using the required missed 3pproach climb
gradient as input to determine the LCLW which is able to achieve this.
Airport OAT I PA
LOW
Speed
N-1 Go-Around
Grad ient
Grad1ent Co1rect1on fo1
- EAI/WAION
- Packs OFF
- possible 1ce bwlt-up
Usmg FCOMtPD datJ to determme N- 1 Go·Around Grad•t'nt
1.4. QUICK TURNAROUND LIMIT WEIGHT
a
o
o
a
The Quick Turnaround Limit Weight table in the FCOM/PD shows the maximum landing
weight for which there is no mandatory minimum ground time for brake cooling prior to
the next departure, given for only 1 flap setting (flaps 40).
Presented data is valid for a level runway in no wind, and corrections are available to
account for up- or downslope and head- or tailwind.
If the Actual Landing Weight exceeds the Quick Turnaround Limit Weight from the table,
a mandatory minimum ground time (8737: 67 minutes) must be observed to protect
against melting of the wheel fuse plug and loss of tire pressure during the next takeoff.
As a certification requirement, Quick Turnaround Limit Weight is conservatively based on
maximum manual wheel braking with no credit for reverse thrust.
The Quick Turnaround Limit Weight restriction only guarantees that fuse plugs will not
melt during the next takeoff and does not provide additional brake energy protection if it
becomes necessary to reject the takeoff.
A1rportOAT
Quick Turnaround
Limit Weight
Airport PA
WeJQht Correc!IOn fo1
- Up I Downslope
• Head I Tailwind
Usmg FCOM/PD data to deternme Owck Turmround Ltm1t We1ght
EASA '\.. ·! ::'I ..... . .; 2 •.'. \1.H ~.-.,., · I
, :A
'·~
2.
.... 11-• .'=(
'JI • · \";.
C ' T • ~·•
· 7N~
. ."-.~ · ·::·· 2 ' LA .:· · - L" TA
INFLIGHT (OPERATIONAL) DATA
o
QRH/PI presents advisory information to determine:
q
required landing distance in both normal and non-normal situations
~ recommended brake cooling schedule
Due to the high cost of certifying the advisory information, this advisory information is
accepted performance in EASA certification. Therefore EASA operators must use this
Advisory Information as mandatory performance .
o
2.1. LANDING DISTANCE REQUIRED
o To check if the available landing distance is sufficient for the landing distance required
by the actual landing weight under the actual conditions, landing distance data from the
QRH/PI have to be applied.
o Following data is available to determine required landing distance:
q Normal Configuration Landing Distance
q Non-normal Configuration Landi ng Distance
o The QRH/PI Landing Distance data assume the following :
- lmmr-diate bro.~•IC
application
- Reverse 1 sec after
brake appl.:ation
I~
Assumed (Non) Normal Configuration Landing Distance
ORH'PI Landing distance data assumptions
2.1.1 . Normal Configuration Landing Distance
o
Data available for both certified landing flap settings: 30 & 40.
o Regarding runway condition, data is provided for a dry runway and for runways with
reported braking action GOOD, MEDIUM and POOR.
o Distances for a dry runway are actual (unfactored) distances, and distances for
reported braking actions GOOD, MEDIUM and POOR are factored with 15%.
o Distance from 50 feet over the threshold to the touchdown point are included, where
touchdown is assumed to take place 1OOOft (305m) beyond the threshold with a
touchdown speed of approximately 98% of the threshold speed.
o Data is presented as a function of the braking configuration: MAX MANUAL and
Autobrake settings 1, 2, 3 and MAX.
AUTOBRAKE SETTING
1
2
3
MAX
SCHEDULED DECELERATION RATE
4 It/sec'
5 It/sec'
7.2 It/sec'
14 ftlsec' (>80kts) I 12 IVsec> ( <80kts)
Note: The limit value to achieve the MAX rate ts less than full hydrauFc system pressure. Manually
applying maximum pedal pressure to ochieve maximum hydraultc pressure to the brakes Wtll result m
a higher deceleration ra te than MAX and a shorter stopping distance.
L II.S;,
-~
·• 2J12 ·.~ ' ~.!-', . hof
.-form. ''' R•. ·.•·nc: • 1- " rfbL .•. 8 -17
As runway friction deteriorates, it is less likely that the airplane will achieve the
scheduled autobrake deceleration rates in which case the actual runway stopping
distance will be determined by the runway friction capability. {PRH page C-26]
o
Max manual braking achieves the best performance since it combines maximum
reverse thrust with maximum footbrake, where the autobrake modulates the wheel
brakes as a function of the amount of reverse thrust to keep the scheduled
deceleration rate.
o Max manual braking data assume the use of auto speedbrake. Max manual braking
in combination with manual speedbrakes requires a distance correction (penalty).
o Autobrake data is valid for both manual and auto speedbrake.
o Reference distance is valid for a reference weight at SL, standard day with no slope
or wind and 2 engine detent (no.2) reverse thrust (initiated within 2 seconds after
touchdown and 1 second after brake application).
o The following adjustments have to be made in cases where the actual situation
differs from the assumed conditions:
~ WEIGHT - a weight other than the reference weight has to be corrected for.
~ ALTITUDE - correction if ai rports PAis above SL.
~ WIND - head wind (tailwind) results in decreased (increased) LDR.
~ SLOPE - uphill (downhill) slope results in decreased (increased) LDR.
~ TEMPERATURE- deviations from ISA (at actual PA) requires correction.
~ VREF- distances assume VREF (for the given flap setting) over the threshold.
~ REVERSE THRUST- correction required if one or both T/Rs are not being used.
~ TOUCHDOWN POINT- The 1OOOft touchdown point is provided as a reference and
needs to be adjusted as required.
The aiming point marking on the runway is not always positioned at 1000 feet (305
meters) from the threshold, so when aiming for these markings, the actual touchdown
point might be more than 1000 feet (305 meters) from the threshold, thereby increasing
the actual landing distance.
When landing at the end of the aiming point marking, the actual landing distance might
be up to 500 feet (150 meters) longer than the operational landing data assume.
[PRH page C---1]
2.1.2. Non-Normal Configuration Landing Distance
o Distances are published for a dry runway and for runways with reported braking
action GOOD, MEDIUM and POOR.
o Distances are Ell actual (unfactored) distances and assume MAX MANUAL braking.
o Data is presented as a function of the (non-normal) configuration.
o Reference distance assumes a level runway at SL, standard day with no wind and
o
correction values are presented if the actual situation is different.
Regarding VREF adjustment: it is assumed that the reference speed required by the
(non-normal) configuration (eg. an all flaps up landing requires a reference speed of
VREF,4o +55 kts) is flown over the threshold.
Actual LOW
PNOAT
Slope/Wind
VAeF adjustment
Use of Rev Thrust
(Non)Normal
Configuration
Landing Distance
,'t ·! 13 • Pc
·:·~, - .•
'A',·, 0. TA
~
'37!.';
2.2. RECOMMENDED BRAKE COOLING SCHEDULE
o
Recommended Brake Cooling Schedule provides brake energy protection if it becomes
necessary to reject t he takeoff.
o Recommended Brake Cooling Schedule provides the only means of evaluating brake
cooling requirements following repeated landings at short time intervals or a rejected
takeoff.
o
Data is given as a function of:
~Weight
~ OAT/PA
~ Brakes on speed
~ Reverse thrust use (both or none)
~ Braking configuration (MAX MANUAL and Autobrake settings 1, 2, 3 and MAX)
o Adjustment is available for additional taxi distance.
o Interpolation is made a lot easier when groundspeed is used for brakes on speed, in
which case the wind may be ignored and the table may be entered with SL and 15 OC
(59 "F).
Actual LDW
PA/OAT
. Brakes on speed
Use of Rev Thrust
Autobrake settmg
Recommended
Cooling Time
Correctron for taxr drstance
EA$Ae.;
r . _
2' •.'>'1
0:''K'
:>ert·•rr,"Ge Refc .r ~ · h~ 1;!'· ·· ·
B-19
'· ..n·t;:,','
.. Li :.:•, . . !.Ti
B-20 Pr ·f<
·: :nc.• :· •k :~:~ f ·~ ...,,. :.
;:
SNOWTAM (NOTAM)
SNOWTAM A spec1altzed NO TAM noflfymg the presence of hazardous
runway cond1flons due to snow 1ce etc. by usmg a spec1f1ed ICAO format
0
u
(J
u
Available on the NOTAM or at the AIS off1ce as soon as the presence of
contammat1on 1s cons1dered to be operationally significant
A new SNOWTAM should normally be TSsued every 6 hours. For an a1rport wrth
no n~ght operat1ons or closed at night, a new SNOWTAM should be 1ssued 2
hours before the a1rport IS reopened
The val1d1ty of a SNOWTAM 1s maxmwm 24 hours If the val1dity exp1res a new
observat1on or measurement should be made even d conditions have not
changed and a new SNOWTAM should be ISsued
For SNOWTAM codes refer to PRH page D -3.
RUNWAY STATE MESSAGE (METAR)
Runway State Message Information on runway cond1t1ons by an 8-f1gure
group appended to METAR
u
0
u
u
0
Also 1eferred to as (METAR) Runway Report
Report 1s based on the same observation ' measurement as the SNOWTAM
and IS repeated with every subsequent weather report (METAR) until a new
report 1s made.
For pract1cal reasons not necessarily refreshed at the same 30 mmutes mterval
of a METAR Repet1t1on of a prev1ous Runway State Message may mean that
no s,gn1f1cant changed have taken place
If an a1rport 1s erased due to snow or snoW' ICe removal. the term SNOCL0/1
may replace the 8-flgure code group
For Runway State Message codes, refer to PRH page D-2
•
\SA ·;;-' ;
1
.. ~.;
~ ~\~ .'
1
H;
l-tc
1-·
,rc . . ~1: .. :; . ·. rc-:: ·;· -..·.__, r : ,,..,... ' ?' '"::-'\1 ••
"
c·
'
C/ Gl · A;'"'. 'JG
• .-!1 ... 7"AIC .:.
SECTION 1- TAKEOFF CALCULATIONS
1.
PERFORMANCE RULE DETERMINATION
In order to find out which performance rules apply to the actual takeoff situation:
C
C
determine the runway conditions using the Runway State Message in the METAR
(see PRH page 0 -2 for decoding) or SNOWTAM in the NO TAMS (see PRH page 0 -3
for decoding), whichever is available, and
use the outcome to enter the table below, from left to right.
This will lead you to the chapter which describes the applicable performance rules .
Eo~~:~ENT
DEPTH
I
BRAKING
ACTION
PERFORMANCE
RULES
None
:S 25%
WET
Any
< 3mm (0.125")
>25%
DRY
""' ,T
RI.i t 1
• 1\Nn
Damp
Water I Slush I
(Dry/Wet) Snow
C!: 3mm (0.125")
a> ~) and
:S 13mm (0.5")
VQTf< -
IANI/
C-5
C-7
Not given
WET
Given
CONTAMINATED
- HARD
C- 15
•\•?T
A• ~- IA.\r)
CONTAMINATED
- FLUID
C- 13
NOT RECOMMF 1\JDED
> 13mm (0.5")
Compacted snow I
Ice
•
.
Given
CONTAMINATED
- HARD
G)
C-15
<D /1s a 7uide ne. I tiE? l-'li1ter l::q£.,,,e/c 1t ":<Jp' 11 ;l'VEu ) ~a:l t.n c' ~turr 1erf .rc ''I. ,I.J tab ·:~ b,?ow:
'14FACUREO Cms-AJIU~~ANT _DEPTH
Standing Water I Slush .'
WetSnow
3 rm (C. 125' 1
6mm (0.2(..'''
9mr,J '0.375 1
13mr :o.s ,
Dry (LooseJ
Snow
1 :?rr. r. \0.5")
~
-· -: ( 1.0"1
36'llr.l ( 1.5"~
so:-., (2.0
WATER
EQUIVALENT DEPTH
3mm (0 125")
6mm (0 25")
9mm (0 375")
13mm (0 5")
a> "ltl.'ough Deer
u· .q .'·.· i::U OPS d":·.. 'l en (PRH pageA-18} <' runwa:, (> 2~ ··-1 ~:Jvc.T1 ;, '' :,f.' :1
en: i J.m:1 ..<:nt of Jx;;c. ·~ :;.u.l , . • ?,~ ; [f,. ~o , n,., · c:Jni.!~·'. d cv 1tamin~tr-d. it is recon;rr. 'nda' to
c: ·s;.'; ." rs we::. :.."iicc Boe:t :1 prv.'ir:'s ;;lusi·'s t'J. ·d..1,; w<.tNd<Jt. • :or c,·, :r-·,.s 'nclviinq :''Tim
,:... •?o ;.
OJ ; 'Jktir 1f i.J ~ ,,:.·:; d•'?tl · .• 13:: .. ;, (0. )''l i·, nc. rc.r.r, 1.:nu. 1ded OL•' t? po;. ·o;c D.'rphm. d; -:am,
(a.';; a •,o d.1t.::. ava
·a•·:.
" · ·''
• J•
:e · ,'f< .r•e H · ·,.; ·~·Jk C-3
DRY RUNWAY
1. MAXIMUM (ALLOWABLE) TAKEOFF WEIGHT
<D
CorrectiOns must be substracted e~cept
ONH correci/On ''above standard
OAT
W1nd
Component
2. ASSUMED TEMPERATURE (REDUCED THRUST)
11) CorrectiOns must be~ e>.cept
ONH correcf1on •f above stafl(]arcJ
ACT Perf TOW
3. V SPEEDS (FCOM)
C-4 .. ..:
j
•
l(.--!
I
.·! 1
E "'. •
H
.. ; C:~
.,
2.
: ·•. :
1 - T/<~'
· ··--;,..'_r· • ~.:..J.'..:
DRY RUNWAY
~
EU-OPS 1.480
A dry runway is one which is neither wet nor contaminated, and includes those paved
runways which have been specially prepared with grooves or porous pavement and
maintained to retam 'effectively dry braking act1on even when moisture is present.
EU-OPS 1.480
A runway is considered damp when the surface is not dry, but when the moisture on it
does not give it a shiny appearance.
{'.
Lll.
EU-OPS 1.475
For performance purpos es, a damp runway, other than a grass runway, may be
considered to be dry.
A damp or a wet grooved!PFC runway may not yield the same level of performance as
on a dry runway.
2.1. MAXIMUM ALLOWABLE TOW
C
C
C
C
Use OAT and Wind component to find BRLW and CLTOW on the TL chart of the
intended takeoff runway/intersection.
Apply (substract) weight corrections- AI I Eng Bleed I QNH (if< 1013, else add)- as
applicable to find BRLWDRv and (corrected) CLTOW. {PRH p17e 8·4}
Use most limiting as PLTOW and check this against (Certified) Structural TOW.
Use the lowest as Max Allowable TOW.
2.2. ASSUMED TEMPERATURE REDUCED THRUST
C
Use Actual TOW and apply (add) weight corrections - AI / Eng Bleed I QNH (if< 1013,
else substract- take highest value corresponding to BRLW and CLW)- as applicable, to find
Actual Performance TOW.
C Use TL chart of intended takeoff runway/intersection to find the highest OAT for which
C
OJ
both the associated BRLW and CLTOW exceeds the Actual Performance TOW, where
a TWC must be taken into account, and a HWC may be taken into account.
Use this OAT as Assumed Temperature to enter in the FMC.
A n Assumed Temperature less than the engine 's Flat Rated Temperature [!SA+ 15 C
(27"F)} Q) will not result in a thrust reduction and will show an 'INVALID ENTRY' alert in the
scratchpad of the GOV.
Q) The FRT is >~ 'ven as Minimum Assumed Temp in FCOM/PI "Assumed Temperuture Reduced Thrust".
2.3. V SPEEDS (FMC)
a With actual ZFW and PLANNED TOF entered on PERF REF-page of the FMC,
TAKEOFF REF-page 1/2 shows correct VA and V2 speeds.
a With FMC/TAKEOFF REF-page 2/2 filled out correctly with actual wind and runway
slope, TAKEOFF REF-page 1/2 shows balanced V1 corrected for VMCG.
The FMC computed V 1 may be lower than the value of v~ ,:.:; from FCOMIPI. This is
because the FMC v, is based on calculation of VArc ; with the actual TOW, where the
FCOM 'PI value is based on a (conservative) low TOW (requiring a high VMc ;). No V 1'CG
correction is needed for the FMC computed v,.
Normally a single value of (average) runway slope is available where the actual slope
may vary along the runway. A non-lineair runway slope may have an adverse effect on
aircraft acceleration or deceleration, not reflected in the performance calculations.
a If TL chart weights are based on unequal TODA and ASDA (i.e. clearway t:- stopway),
displayed (balanced) V1 on TAKEOFF REF-page 1/2 needs to be corrected as a
function of CLEARWAY MINUS STOPWAY {PRH p:Jqe A-15], using CLEARWAY AND S TOPWAY Vf
A DJUSTMENTS table in the FCOM/PI.
a If V 1 is manually lowered it must be checked against VMcG from FCOM/PI Vf (MCG)
table. Use the higher as V 1.
OJ
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WET RUNWAY
WETTLCHART
1. MAXIMUM (ALLOWABLE) TAKEOFF WEIGHT
(j) Correct•ons must be substracted except
QNH correctiOn ''abo ve standard
OAT
Wind
Comoonent
2. ASSUMED TEMPERATURE (REDUCED THRUST)
<6) Correctrons must be adcted except
ONH correctron rf above standard
3. V SPEEDS (FCOM)
'
'~'!--------------~:~
8
L------1
m
On TAKEOFF REF page 212 of the FMC also RWY COND "WET SK·R" can be
selected, accessing takeoff performance on wet-skid resistant surfaces such as
grooved runways and porous friction course (PFC) runways. These data reflect 70~~
of dry runway performance.
These data may only be used if the runway is constructed and maintained to meet the
Friction Level Classification for Runway Pavement Surface. Operational approval of
the wet skid resistant data must be obtained from the appropriate regulatory authority.
C-6 P• ::-
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3. WET RUNWAY
EU-OPS 1.480
A runway is considered wet, when the runway surface is covered with water, or
equivalent precipitation, less than specified as 'contaminated runway, or when there is
sufficient moisture on the runway surface to cause tt to appear reflectwe, but without
significant areas of standing water
3.1 . USING WET TL CHART
3.1.1. Maximum Allowable TOW
C
C
C
C
Use OAT and Wind component to find BRLW and CLTOW on the (WET) TL chart of
the intended takeoff runway/intersection.
Apply (substracf) weight corrections- AI/ Eng Bleed I QNH (if < 1013, else add)- as
applicable to find BRLWwET and (corrected) CLTOW.
Use most limiting (lowest) of BRLWwET and (corrected) CLTOW as and check th is
against (Certified) Structural TOW.
Use the lowest as Maximum Allowable TOW.
3.1.2. Assumed Temperature Reduced Thrust
C Use Actual TOW and apply (add) weight corrections- AI / Eng Bleed I QNH (if< 1013,
else substract- take highest value corresponding to BRLW and CLW)- as applicable, to find
C
C
m
Actual Performance TOW.
Use (WET) TL chart of intended takeoff runway/intersection to find the highest OAT
for which both the associated BRLW and CLTOW exceeds the Actual Performance
TOW, where an existing TWC must and an existing HWC may be taken into account.
Use this OAT as Assumed Temperature to enter in the FMC.
An Assumed Temperature less than the engine's Flat Rated Temperature [/SA+ 15'C
(27'F)] Q) will not result in a thrust reduction and will show an 'INVALID ENTRY' alert in
the scratchpad of the CDU.
Q) The FAT is 91Vf.'n <'5 Minimum Assumed Trmp in FCOMPI "Assumr·d Temperature Reduced Thrust•·.
3.1 .3. V Speeds (FMC)
o
With actual ZFW and PLANNED TOF entered on PERF REF-page of the FMC,
TAKEOFF REF-page 1/2 shows correct VR and V 2 speeds.
o
If FMC/TAKEOFF REF-page 2/2 is filled out correctly with actual wind and runway
slope, and RWY COND "WEr is highlighted, TAKEOFF REF-page 1/2 shows
balanced V1 wET corrected for VMca.
[jJ
,A
o
o
The FMC computed V 1 may be lower than the value of Vt.•.:G from FCOM!PI. This is
because the FMC V, is based on calculation of VMcG with the actual TOW, where the
FCOM!PI value is based on a (conservative) low TOW (requiring a high VA-cc). No
VMcG correction is needed for the FMC computed
v,.
Normally a single value of (average) runway slope is available where the actual slope
may vary along the runway. A non-lineair runway slope may have an adverse effect
on aircraft acceleration or deceleration, not reflected in the performance calculations
If TL chart weights are based on a stopway (regulations do not allow a clearway to be
taken into account on a wet runway) , displayed (balanced) V1 wET on FMC/TAKEOFF
REF-page 1/2 needs to be corrected [PRH page A·15f as a fu nction of CLEARWAY MINUS
STOPWAY, using CLEAR WAY AND STOPWAY V1 ADJUSTMENTS table in the FCOM/PI (This
can only result in a higher V~, since only stopway may be taken into account).
FMC speeds can be verified with the tables in the FCOM/PI.
.;.
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v
WET RUNWAY
DRYTLCHART
1. MAXIMUM (ALLOWABLE) TAKEOFF WEIGHT
(!) Corrections must be
substracted, except
QNH correction 1f
above standard
OAT
W10d
Component
2. ASSUMED TEMPERATURE (REDUCED THRUST)
(Zl Correct.ons must be added except
ONH correc t1on 1f above standard
3. V SPEEDS (FCOM)
~----:fili
rn
On TAKEOFF REF page 2 '2 of the FMC also RWY CONO "WET-SK-R" can be
selected, accessing takeoff performance on wet-skid resistant surfaces such as
grooved runways and porous friction course (PFC) runways. These datCJ reflect 70
of dry runway performance.
~
These data may be used only if the runway is constructed and maintained to meet the
Friction Level Classification for Runway Pavement Surface. Operational approval of
the wet skid resistant data must be obtained from the appropriate regulatory authority.
C-8 .'c
f, · · .'
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3.2. USING DRY TL CHART
3.2.1. Maximum Allowable TOW
C
C
C
A
.Ll.l.
Use OAT and Wind component to find BRLW and CLTOW on the normal (DRY) TL
chart of the intended takeoff runway/intersection.
Apply (substracQ weight corrections- AI I Eng Bleed I QNH (if< 1013, else add)- as
applicable to find BRLWoRv and (corrected) CLTOW.
Use BRLWoRv (which can be taken for DRY/ FIELD OBSTACLE LIMIT WEIGHT) as
input for FCOM/PI SLIPPERY RUNWAY TAKEOFF- WEIGHT ADJUSTMENT- R EPORTED
BRAKING ACTION GOOD table, with the applicable PA, to find the Weight Adjustment
value the BRLWoRv needs to be corrected with to find BRLWwET·
This is only valid when no credit for clearway is taken into account in determining BRLWoRY,
since this is not allowed on a wet runway.
C Determine V1 (MCG) Limit Weight from FCOM/PI SLIPPERY RUNWAY TAKEOFF -
C
V1 (MCG) LIMIT WEIGHT - REPORTED BRAKING ACTION GOOD table, using ASDA and
PA as input.
Use the most limiting (lowest) of (corrected) CLTOW, BRLWwET and V1(MCG)LW as
the PLTOW and check this against the (Certified) Structural TOW to find the
Maximum Allowable TOW.
3.2.2. Assumed Temperature Reduced Thrust
C
C
C
C
[I]
Use Actual TOW and apply (add) weight corrections - AI / Eng Bleed I QNH (if< 1013)
- as applicable, to find Actual Performance CLIMB TOW.
Use Actual TOW and apply (add) weight corrections (as applicable) for AI , Eng
Bleed, QNH (if< 1013, else substrac~ and Wet Runway Weight Penalty, to find Actual
Performance BRAKE RELEASE TOW, where the Wet Runway Weight Penalty is the
highest value from the FCOM/P I SLIPPERY RUNWAY TAKEOFF - W EIGHT A DJUSTMENTREPORTED BRAKING ACTION GOOD table for the actual PA.
Use TL chart of intended takeoff runway/intersection to find the highest OAT for
which the associated CLTOW exceeds the Actual Performance CLIMB TOW and the
associated BRLW exceeds the Actual Performance BRAKE RELEASE TOW, where
an existing TWC shall be, and an existing HWC may be taken into account.
Use this OAT as Assumed Temperature to enter in the FMC.
An Assumed Temperature less than the engine 's Flat Rated Temperature<J:! [/SA+ 15'C (27'F)]
will not result in a thrust reduction and will show an 'INVALID ENTRY' alert in the scratchpad of
the CDU.
<D The FRT is g•.-en as fl'inimum Assumed Temp in FCOA~ PI "Assumed Temperature Rl?duced Thrust".
3.2.3. V Speeds (FMC)
o With actual ZFW and PLANN ED TOF entered on PERF REF-page of the FMC,
TAKEOFF REF-page 1/2 shows correct VR and V2 speeds.
o If FMC/TAKEOFF REF-page 2/2 is filled out correctly with actual wind and runway
slope, and RWY COND " WET' is highlighted, TAKEOFF REF-page 1/2 shows
balanced V1wer corrected for VMcGThe FMC computed V, may be lower than the value of V''CC. from FCOM/PI. This is because
[I)
the FMC V, is based on calculation of v...:; with the actual TOW, where the FCOM/PI value
is based on a (conservative) low TOW (requiring a high v~.A ~ J. No v. ~ correction is needed
for the FMC computed V, .
Normally a single value of (average) runway slope is available where the actual slope may
vary along the runway. A non-Jineair runway slope may have an adverse effect on aircraft
acceleration or deceleration, not reflected in the performance calculations
;
~
.Ll.l.
o
: ASA edi' -.
If TL chart weights are based on a stopway (regulations do not allow a clearway to be
taken into account on a wet runway}, displayed (balanced) V1wET on FMC/TAKEOFF
REF-page 1/2 needs to be corrected {PRH page A- IS} as a function of CLEARWAY MINUS
STOPWAY, using CLEARWAY AND STOPWAY V1 ADJUSTMENTS table in the FCOM/PI (This
can only result in a higher V1. since only stopway may be taken into account).
• : : 12 ,; '.I ·;;•. 'JI
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BRAKING PERFORMANCE DATA
o Information available to pilots regard1ng runway brak1ng condition are
c:>
Runwav Fnctlon Coeffic1ent (Ill
- reported by airport authont1es as measured by the runway fnctlon measunng vehicles
- can be reported as either a whole num ber (US) or a dec1mal (ICAO)
-
dependent on test speed, t1re pressure and s1ze we1ght on wheels , so data from different
runway fnct1on measunng vehicles c an vary s1gn1ficant1y
- not representative of the real airplane's performance
-
+
£a
not the same as A1rplane Brak1ng CoeffiCient
The data obtained from factiOn surveys are not constdered reltable tf conducted under
the foflowmg runway surface conditions
o > 1mm water
o > 3mm wet snow or slush
o > 25mm dry snow
c:>
Atrplane Brakmq Coeffictent (I-ts) {PRH page 8 -6}
- represents the average percentage of the we1ght on wheels that can be converted to a
brakmg force d unng the stop
- is what Boe1ng data are based on.
c:>
Reported Brakmq ActiOn
- not related (or equivalent) to ground cart fnctlon values .
- based upon subj ective evaluation of actual brakmg performance, as reported by flight
crews
u GOOD no pronounced problems w1th brakmg or controllability 1n crossw1nd are to be
expected
a POOR p10blems with brak1ng or controllability m crossw1nd can become severe
o MEDIUM (or FAIR) IS a value between GOOD and POOR
o NIL uncertainty about brak1ng and controllability
-
MEDIUM GOOD and MEDIUM POOR represent an Intermediate level of brak1ng actiOn, not a
braking acllon that var,es along the runway length
*) Runway friction coefficient can also be reported as a whole number (eg 67)
Wetice
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CONTAMINATED RUNWAY
FLUID OR HARD CONTAMINANT
EU-OPS 1.480
A runway is considered to be contaminated, when more than 25% of the runway
surface area (whether in isolated areas or not) within the required lenqth and width
being used is covered by the following:
• Surface water more than 3 mm (0. 125 inch) deep, or by slush, or loose snow,
equivalent to more than 3 mm (0 125 inch) of water;
• Snow, which has been compressed into a solid mass which resists further
compression and will hold together, or break into lumps if picked up (compacted
snow); or
• Ice, including wet ice.
EASAIAMC 25-13
{. .. ]If the section of the runway surface that is covered with standing water or slush is
located where rotation and lift-off will occur, or dunng the high speed part of the take-off
roll the retardation effect will be far more significant than if it were encountered early in
the take-off while at low speed. In th1s situation, the runway might better be considered
'contaminated' rathe1 than 'wet'.
o A contaminated runway can either be covered with a FLU ID contaminant (like
standing water, slush or snow) [PRH p nge A·IB} or with a HARD contaminant (like
compacted snow or ice) [PRH page A-20].
HARD contaminant
FLUID contaminant
Corresponding
contaminant
Wet 1ce compacted snow
Slush. snow or standmg water
Acceleration I
Deceleration
Affects deceleration only,
acceleration unaffected
Affects acceleration and
deceleration
Cause
Reduced t1re to ground fnct1on
(Aircraft runs on the
contammant)
Reduced t1re to ground fnct1on
and add1t1onal drag force due to
runway contammat1on (Aircraft
tuns through the contammant)
Result
Longer stoppmg distance
Longer stopp1ng d1stance and
longer acceleration distance
Assumed Temperature Reduced Thrust is not allowed on contaminated runways.
If TOW on contaminated runway becomes V \ teG limited [PRH page C- 13 ~ C· IS}. the use
of Derate (not Reduced) thrust might increase V,MCG Limit Weight, due to lower
VA'CG· [PRH p a.] e A-33}
o
Regulations do not restrict the use of a clearway on contaminated runways.
[PRH {' ·gc A-:::2)
.&
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IEM OPS 1.490
Operation on runways contaminated with water slush, snow or ice implies
uncertainties with regard to runway friction and contaminant drag and therefore to
the achievable performance and control of the aeroplane during take-off, smce the
actual conditions may not completely matc h the assumptions on which the
performance mformation is based. In the case of a contaminated runwa y, the first
option for the commander is to wait until the runlil'a V is cleared. If this is
impracticable, he may cons1der a take-off, prov1ded that he has applied the
applicable performance adjustments, and any further safety measures he
considers justified under the p rev<'liling cond1tions.
1....
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CONTAMINATED RUNWAY
FLUID CONTAMINANT
1. MAXIMUM (ALLOWABLE) TAKEOFF WEIGHT
<D CorrectiOns must be
Cl
sul/strocted, except
ONH correction tf
above standard
w.,.
:;i:o.
OAT
Wtnd
Component
2. V SPEEDS (FCOM)
~------:8
WATER EQUIVALENT DEPTH (WED)
Only data for slush and standmg water are p rovrded. Standmg water has the most
adverse effect on the takeoff performance But due to the (much) lower speclfrc
gravrty of snow there ;s a srgnrfrcant difference m the charactenstrcs of dry (loose)
snow compared to slush or standrng water As a gurdelrne the contamrnant's
equrvalent to standrng water can be determrned f10m the table below Since slush
applres to the same table as standing water and because the difference between
wet snow and slush is hard to tell, the WED of slush and wet snow ts assumed to be
equal to standing water The WED of dry (loose) snow IS determrned using Boemg's
AFM-DPI software, whrch led to a ratro of 4 to 1 Thrs means that the dry (loose)
snow depth has to be diVIded by 4 ro get the WED.
MEASURED CONTAMINANT DEPTH
Standing Water I Slush I
WetSnow
3mm (0.125")
6mm (0.25")
9mm (0.375")
13mm (0.5")
C-12
:· •.r- .
-~ .:\:•· (·il. t• : .• •• ;
Dry (Loose)
Snow
12mm (0.5")
24mm (1.0")
36mm (1.5")
50mm (2.0")
WATER
EQUIVALENT DEPTH
I
3mm (0 125")
6mm (0 25")
9mm (0 375'')
13mm (05")
S · ;: " •' I . . J, r ......, Cl." CL. . A1 :;; , ·;
4.1. CONTAMINATED RUNWAY - FLUID CONTAMINANT
[Slush/Standing Water Takeoff]
4.1.1. Maximum Allowable TOW
C
C
C
C
Use OAT and W ind component to find BRLW and CLTOW on the (DRY) TL chart of
the intended takeoff runway/intersection.
Apply (substracO weight corrections- AI / Eng Bleed I QNH (it< 101 3, else add)- as
applicable to find BRLWoRv and (corrected) CLTOW.
Use BRLWoRY (which can be taken for DRY/FIELD OBSTACLE LIMIT WEIGHT) as
input for FCOM/PI SLUSH/STANDING WATER TAKEOFF- WEIGHT ADJUSTMENTtable (SEE
BELow), with the deposit's Water Equivalent Depth (SEELEFTPAGE) and the applicable PA,
to find the Weight Adjustment value the BRLWoRv needs to be corrected with to find
BRLWcNTM.
Determine V1 (MCG) Limit Weight from FCOM/PI SLUSH/STANDING WATER TAKEOFFV1 (MCG} LIMIT WEIGHT!able {SEE BELOit), using the deposit's Water Equivalent Depth
{sEELEFT PAGE), ASDA and PA as input.
Use the most limiting (lowest) of (corrected) CLTOW, BRLWcNTM and V1 (MCG)LW as
the PLTOW.
a
a Check PLTOW against the (Certified) Structural TOW to find the Maximum Allowable
TOW.
SLUSH/STANDING WA TER TAKEOFF table
u Data assumes
screen he1ght above the end of the runway IS reduced from 35 to 15 ft
cred1t for one engme at reverse thrust durmg the stop calculation
contammant IS evenly spread to a uniform depth over the ent1re rwy surface
reduction m t1re to ground fnct1on and the effect of hydroplamng on the
airplane's stopping performance
~ No add1t1onal adjustment reqwred for reported brakmg act1on
w InterpolatiOn between the displayed values 1s allowed
u Only m case BOTH Thrust Reversers are serviceable the "MAXIMUM REVERSE
THRUST" tables should be used, else use the "No REVERSE THRUST" tables
u The V1(MCG} Ltm1t We1ght 1s the max1mum we1ght tor wh1ch the a1rplane can
accelerate to VMca and JUSt be able to stop w1thm the ava1lable accelerate stop
d1stance for the slushlstandmg water depth present {PRH page A-21}
4.1.2. V Speeds (FMC)
o With actual ZFW and PLANNED TOF entered on PERF REF-page of the FMC,
o
+
.L!.l.
C
TAKEOFF REF-page 1/2 shows correct VR and V2 speeds.
With FMC/TAKEOFF REF-page 2/2 filled out correctly with actual wind and runway
slope, TAKEOFF REF-page 1/2 shows balanced V,DRY.
Normally a single value of (average) runway slope is available where the actual slope may
vary along the runway. A non-lineair runway slope may have an adverse effect on aircraft
acceleration or deceleration, not reflected in the performance calculations.
Correct the FMC V 1 DRY for unequal clearway/stopway, as applicable. [PRH page A-15)
C FMC does not provide the correct V
C
m
1 for a contaminated runway, therefore FCOM/PI
SLUSH/STANDING WATER TAKEOFF- V1 ADJUSTMENT!able needs to be applied to
adjust the V 1DRY (corrected for unequal clearway-stopway, if applicable), in order to
account for the reduced acceleration and deceleration capability due to the (fluid)
contaminant on the runway. {PRH page A-16)
•
Check the resulting v, against YMca from FCOM/PI SLUsH/STANDING WATER TAKEOFF
- Vt(MCG} table and use the higher as v,.
Note (from table data) that with increasing contaminant's depth, v, adjustment becomes less
negative due to decreasing accelention capability [PRH page A-16}
P _ too ,...•• '· tie' . .- ~ · f', 1c'Jc ,
C-13
CONTAMINATED RUNWAY
HARD CONTAMINANT
1. MAXIMUM (ALLOWABLE) TAKEOFF WEIGHT
(j) Co<rections musl be
substracted except
QNH correctton tf
above standam
<(<(
""'-
OAT
Wmd
Co!Tl>onent
2. V SPEEDS (FCOM)
M--------:~
'SLIPPERY WHEN WET' (NOTAM)
Runway fnctron can be d1v1ded mto 3 levels
1 Destgn Objective Level (DOL)
2. Mamtenance Plannmg Level (MPL)
3. Mmunum Fnction Level (MFL)
DOL represents the highest level of runway fnctJon correspondmg to a newly built
runway Due to rubber depos1ts the grooves of a runway surface can become filled
up resultmg m reduced runway fnct1on When the runway fnct1on value drops below
MPL. runway mamtenance (rubber removal) should take place W1th fnctron values
below MFL a wet runway can become slippery In such case the NOTAM "Slippery
when wet ' must be tssued by the atrport authont1es [/GAO annex 14]
A
Since the actual fnctron level might be uncertam be conservatiVe m
performance calcula/Jons regarding a runway for wh1ch a NOTAM ·s!Jppery
when wet' is issued.
4.2. CONTAMINATED RUNWAY- HARD CONTAMINANT
[Slippery Runway Takeoff]
4.2.1. Maximum Allowable TOW
a Use OAT and Wind component to find BRLW and CLTOW on the (DRY) TL chart of
the intended takeoff runway/intersection.
a Apply
(substracQ weight corrections- AI I Eng Bleed I QNH
as
applicable to find BRLWoRv and (corrected) CLTOW.
a Use
BRLW oRv (which can be taken for DRY/FIELD OBSTACLE LIMIT WEIGHT) as
with
input for FCOM/PI SLIPPER Y RUNWAY TAKEOFF- WEIGHT ADJUSTMENT
(if< 1013, else add) -
(SEE BELOw)
C
a
a
the Reported Braking Action and applicable PA, to find the Weight Adjustment value
the BRLWoRv needs to be corrected by to find BRLWcNTM.
Determine V1 (MCG) Limit Weight from FCOM/PI SLIPPERY RUNWAY TAKEOFFV1 {MCG) LIMIT WEIGHT (SEE BELOW} table, using the Reported Braking Action, ASDA and
PA as input.
Use the most limiting (lowest) of (corrected) CLTOW, BRLWcNTM and V1(MCG)LW as
the PLTOW.
Check PLTOW against the (Certified) Structural TOW to find the Maximum Allowable
TOW.
SLIPPERY RUNWAY TAKEOFF table
Data assumes
- screen he1ght above the end of the runway IS reduced from 35 to 15 ft
- cred1t for one engme at reverse thrust durmg the stop calculatiOn
.. contammant 1s evenly spread over the entlfe runway surface
- reduction m t1re to ground fnct10n affecting the alfplane's stoppmg
performance [PRH page B-6/
IJ InterpolatiOn between the displayed values 1s allowed
J
Only m case BOTH Thrust Reversers are serv1ceable the MAXIMUM
REVERSE THRUST' tables should be used else use the "NO REVERSE
THRUST" tables
o The V1 (MCG) L1m1t We1ght IS the max1mum we1ght for wh1ch the alfplane
can accelerate to VMcG and JUSt be able to stop wtthm the available
accelerate stop distance for the reported brakmg act1on present. [PRH page
A·21}
..1
4.2.2. V Speeds (FMC)
o With actual ZFW and PLANNED TOF entered on PERF REF-page of the FMC,
TAKEOFF REF-page 1/2 shows correct VR and V2 speeds.
o With FMC/TAKEOFF REF-page 2/2 filled out correctly with actual wind and runway
slope, TAKEOFF REF-page 1/2 shows balanced V,ORY.
Normally a single value of (average) runway slope is available where the actual slope
may vary along the runway. A non-lineair runway slope may have an adverse effect
on aircraft acceleration or deceleration, not reflected in the performance calculations.
A,
C
C
C
Correct the FMC/ V,oRY for unequal clearway/stopway, as applicable. [PRH page A·15}
FMC does not provide the correct V1 for a contaminated runway, therefore FCOM/PI
SLIPPERY RUNWAY TAKEOFF - V1 ADJUSTMENT table needs to be applied to adjust V 1DRY
(corrected for unequal cwy-spwy, if applicable), in order to account for the reduced
deceleration capability due to the (hard) contaminant on the runway. [PRH page A·tu}
Check the resulti ng V, against VMcG from FCOM/PI SLIPPERY RUNWAY TAKEOFFV1(MCG) table and use the higher as v,.
~.
·:>;
~
'.'1 -· . r :1. .:.-· · C 1L ---uLA
·- ".'S
INOPERATIVE EQUIPMENT
ANTISKID INOPERATIVE
1. WEIGHT ADJUSTMENT
[Text}
Antiskid fnop
(Weightadj}
BRLWOAY 1----L-----i~ BRLWDRv MTI'JKO~
~
(CerMred) StPrCtur& TOW
2. V1 ADJUSTMENT
THRUST REVERSER INOPERATIVE
1. WEIGHT ADJUSTMENT
~
(Certrhed) StruclurAI TOW
2. V1 ADJUSTMENT
EASA c :JiL. ·:2112 11 ' 1.1 L
.t~f
5.
INOPERATIVE EQUIPMENT
ACCELERATION AND/OR DECELERATION AFFECTED
The normal airplane performance is based on the assumption that all equipment is
operating normally, so in case of inoperative or deactivated equipment, performance
adjustments have to be applied.
=
=
=
5.1. ANTISKID INOP
o
o
Only allowed on a dry runway.
Reduced thrust takeoff not allowed.
Improved climb is not allowed. {PRH,:, ~ge A·26J
Because deceleration is affected, a weight and V1 speed adjustment
is required for which a simplified method can be found in the FCOM PlffEXT section.
The FCOM method can be overruled by a method mentioned in MEL 32-02 [Antiskid
System] or your company's substitute.
C
C
Apply weight adjustment on BRLWoRv to fi nd BRLWoRY,ANTISKto tNoP-{PRH paw C-5]
Apply
speed adjustment on
determined for BRLWoRY.ANTtsKtDtNOP (corrected
for OAT, PA, rwy slope, wind and cwy/stpwy) compare this to
for the actual
TOW [PRH paae C·5J and take the lower as V, .
In case
is lower than VMcG. takeoff is permitted with V,= VMca,
v,
.&,
v,
v,
v,
provided ASDA is at least the value mentioned in FCOM PI/TEXT.
Special ''Antiskid Inoperative" TL-tables can be generated which are more accurate
and therefore less restrictive.
5.2. THRUST REVERSER INOP
o Since no credit is taken into account for the use of reverse thrust on a
dry runway , an inoperative thrust reverser has no effect on dry runway
takeoff performance calculations.
adjustment is
o On a non-dry runway, because deceleration is affected, a weight and
required if 1 Q[ both T/Rs are inoperative or deactivated (not necessarily accompanied
by illumination of the REVERSER light).
o Your company might prohibit the use of reduced takeoff thrust.
v,
5.2.1 . Wet Runway
C
Apply weight adjustment on BRLWwer- The way the weight adjustment has to be
applied depends on how BRLWwer is determined.
~
~
C
If BRLWwer is determined from a WET TL-chart {PRH pagr C-7], this weight needs
to be adjusted (lowered) according to a simplified method which can be found in
the FCOM PlffEXT section . This method can be overruled by a method
mentioned in MEL 78-01 {Thrust Reverser Systems], or your company's
substitute.
If BRLWwer is determined from a DRY TL-chart (no WET TL-chart available), use
the method as described in PRH page C-9, but apply FCOM/P I SLIPPERY RUNWAY
TAKEOFF- REPORTED BRAKING ACTION GOOD NO REVERSE THRUSTtab les.
Determine V1 according the flowchart on the left page, or apply V1 adjustment
according FCOM/ PI SLIPPERY RUNWAY TAKEOFF - Vf ADJUSTMENT - REPORTED BRAKING
ACTION GOOD- NO REVERSETHRUSTto the normal Dry V1 , compare the result to VMcG
and take the higher as V1.
A
In case Vr is lower than VMCG. takeoff is permitted with Vr= VMcG. provided
ASDA is at least the value mentioned in FCOM PI/TEXT.
""a.-' • ·o.lC· ;..,. ····• C-17
.
;; ' V 1 · . ' \.
>
CALCU1.: T:C..\ S
INOPERATIVE EQUIPMENT
EEC ALTN MODE
1. WEIGHT ADJUSTMENT
-
(Cert1f1ed1 Structural TOW
2. SPEED ADJUSTMENT
C-18 p ,; ~..~· nc..: F;" ',:c.. •- i ••. nuc.Jok
'A :· ; - I: ,J;f>. ' . •: . ,
c IV· ' . .,
uATA r
·;
5.2.2. Contaminated Runway
Q
Determine BRLWcNTM and V1 as in PRH page C-13.15, but use the No REVERSE THRUST
tables.
5.3. EEC ALTN MODE
o According to the MEL 73-11 [Electronic Engine Control] Dispatch is
allowed with both EECs in ALTN mode, provided performance
adjustments are applied.
o The EEC aims for constant N1 during the takeoff run while airspeed
increases. With EEC in ALTN mode, acceleration is affected due to
variations in N1 , requiring higher takeoff speeds and a lower PLTOW.
Nt
EECON
EECALTN
Speed
Variations in N 1 due to EEC AL TN mode
Adjustments on PLTOW (divided per performance limit situation Field I Obstacle I
Tirespeed I Climb), V1, VR and V 2 (corrected for OAT I PA I slope I wind I runway
condition I clear- and stopway) can be found in FCOMI PI Section ALTERNATE MODE EEC.
o Depending on engine thrust rating, speed or other performance adjustments might not be
necessary.
o
=
Reduced thrust takeoff is not allowed.
5.4. AUTO SPEEDBRAKE INOP
o
In case of an RTO with the auto speedbrake inoperative, the speedbrake can still be
pulled manually (pulling the speedbrake is part of the RTO-drill), therefore no penalty
applies to the takeoff situation.
(Auto speedbrake system inop for landing - Dispatch: (PRH page 8-13} I lnflight: (PRH page 8 -18])
FASA · -•1 , . · ·--•12 · ~.' f' . · of
LANDING- DISPATCH
MAXIMUM ALLOWABLE LANDING WEIGHT
~
Landing Field Limit
Weight- DRY (j)
{PRH fJ.J<J~ II-SO/
{PRHpr.fJo>B- 13]
[PRH page A 50]
Landing Field Limit 4bi!lr;J-~ LFLW
Weight - WET (j) I
'----r----'
{PRH pago 8 - 13)
N
Landing Field Limit
Weight - WET (j)
(PHH pa 1! A .;0}
RWY
CONTAMINATED
or 8/A< GOOD
iPRH 0.1?rl A-50j
[PPH paqe A·5l}
Landing Climb Limit L1~l!-~--J
Weight
I Wt'"'H paqe,. 511
{PRH P<JQ<> B· M]
Weight Limitations
@
<D
Structural LDW
Determme LFL W for the most lmlltmg of
the most favorable (normally the longes(l runway m sttll alf and
(B) the expected landing runway takmg tne expected wmd mto account {PRH pagf.' A-48]
l A)
o
o
In case the ELW exceeds <D (AI and the destmatton has only one runway the LFL W may be
determ:ned usmg the ~flSi (head)wmd Upon amval (mfflght) 11must be checked that the
actual LOW does not exceed me LFL W calculated w1th the actual wmd
In case the ELW exceeds <DrBJ, an alternate must be selected where the EL W upon am val
(at that alternate) does not exceed the lowest of the LFLW based on 0>(AJ and <D!B!
1.1) U~e this table m reverse
(l) Published approach mm1ma are normally bdsed on a mmsed approach grad1ent of 2.5% {IEM-OPS
1 51OJ Cat 1/r /11 approach reqwres a m1ssed approach grad1ent of 2.5% [EU-OPS 1 51 0].
(.i) Your company may have lower cerMed we1ghts
C-20
. ) ... 1T C .J73 . •':; . , _ , ~.1 :;p"
-.~~·.
:J'l rl . ... - ... JC
JQ\
SECTION 2- LANDING CALCULATIONS
1.
DISPATCH CALCULATIONS
DETERMINATION MAX ALLOWABLE LANDING WEIGHT
Landing dispatch calculations must be made for destination and alternate airport, which
are either planned during dispatch or re-planned in flight.
o
The Maximum Allowable LOW is determined from the most limiting of the (Certified)
Sructural LOW and the Performance Limit LOW, which in turn is the lowest of the
Landing Field {PRH papJ B- 13/ and Landing Climb Limit Weight. {PRH page B- 14/
o LCLW meets certain minimum climb gradients {PRH P1ge A-51/, but needs to be restricted
more in cases where the minimum required go-around climb gradient is higher (due to
terrain or obstacles in the (missed) approach segment). This restricted LCLW can be
determined by using the FCOM!PD Go-AROUND CLIMB GRADIENT table in reverse. [PRH
page B-15/
Also:
IEM-OPS 1.510
The missed approach procedure of an instrument approach as shown on instrument
approach charts is normally based on an obstacle clearance surface having a slope of
2.5%. This cannot be achieved by all aeroplanes when operating at or near maximum
certificated landmg mass and in engine-out conditions.
~
Additional requirement: When expecting a Cat IIIII/ approach, the minimum achievable
~ go-around climb gradient must be 2.5%.
o
Besides regulatory restrictions , the Maximum Allowable LOW can also be limited by
operational restrictions regarding a quick turnaround . [PRH page C-271
o One of the input data to be used in several tables is the LOA, which is equal to the
distance beyond the (displaced) threshold. On Jeppesen plates for example, this can be
found on the airport plan.
In case of a planned auto/and the manufacturer advices to substract 185 meters (600ft)
from the LOA in order to obtain the corresponding LFL W.
C~J
I
(ill
270
ill~
1111 11 1111
llllllll llllltl ll
111111111111
RWY
09
9,842'
3000m
ADDITIONAL RUNWAY INFORMATION
USABLE LENGTHS
LANDING BEYOND
TAKEOFF WIDTH
~hold
HIRL(30m) CL(15m) HIALS PAPI-L (3 ")
27 HIRL(30m) CL(15m) HIALS PAPI-L (3")
9fas·-28oom
Glide Slope
8168' 249om
148'
45m
In th1s example ·
LOA rwy 09 9185ft I 2800m (diSplaced threshold)
LOA rwy 27 9842ft I 3000m
DetermmattOn
r r
LOA usmg J EPPESEN data
z· . • A,. ~ . --~·:e
-l<..: -~ '-
C-21
. Ytt"?;-t; ~
~--
....!. . 1 . ~
~--; ~ '//l
.. .' U ATA .
'. .I~ 'I. :\"
LANDING- INFLIGHT
LANDING DISTANCE REQUIRED
I •
Non Normal
L...------~ Configuration Landingf---•!·~--~-_j
Distance
@
{PRI-1 p,1qe 6 18/
CD
Resulrmg from Non Normal Checklist
£%,
Different tables for Flaps 30 and Flaps 40
@
When runway 1s wet use Brakmg Actwn GOOD
®
In case of an auto/and 1ncrease LOR mth a reccmmended margm ot 15% w1th a
rrnmmum of 185 meters (600ft) or apply your company's reqwrement
GO-AROUND GRADIENT
Required GA Gradient
[As published]
Required GA Gradient
2.5%
<D
N-1 Go-Around
Climb Gradient
REQUIRED
GA GRADIENT
<
-
[ACHIEVABLE J
GA GRADIENT
Published dpproach mmtma are normally based on d mtssed approach grad1ent of
2 5%[PANS-OPS DOC 8 168 1 /EM-OPS 1 5 10] The atrcrd ft must be ab/11 to reach
th1s gradient m order to use these m1mma
.,. . - ...;
2.
~
!J.-... _'\.:
-,
-c '' ., . ,_. JA T. ,,,
CA . ~ ·.
INFLIGHT CALCULATIONS
DETERMINING LANDING DISTANCE REQUIRED AND GO-AROUND GRADIENT
2.1. REQUIRED CALCULATION
EU-OPS 1.400
Before commencing an approach to land, the commander must satisfy himself that,
according to the information available to him, the weather at the aerodrome and the
condition of the runway intended to be used should not prevent a safe approach.
landing or missed approach, havrng regard to the performance information contained in
the Operations Manual.
For the actual LOW , with the actual landing configuration under the actual landing
circumstances [A TIS], the following must be checked:
C
C
LOR must not exceed the LOA.
The achievable go-around climb gradient must be equal or higher than the required
go-around climb gradient.
2.1 .1. Landing Distance Required
o
o
o
The LOR determi ned from the QRH/PI {NON) NORMAL CONFIGURATION LANDING
DISTANCE table [PRH page B-17! 18}, must not exceed the LOA [PRH p.Jge A-45}.
Regulations do not require margins in determination of LOR, but when determining
the LOR when the runway is not dry, a margin of 15% is recommended which is
included in the NORMAL CONFIGURATION LANDING DISTANCE data.
Your company may require an additional margin on the LOR. This margin can either
be a fixed value or a percentage. Using the values for Max Autobrake instead of Max
Manual Braking may also serve as a margin.
~ 1,
~
Air di~tance
~
t t!::r-- .-
I
' P .. ~ .~· l •nc• J.~~a •
a•r d· ~ ., re ,, ! ~ilnd
Increased
LOR autofand
LOR
Required Landing Distance
Additionallnflight Requirement
In case the aircraft was dispatched with an ELW exceeding the LFLW
(determined with no credit for headwind) according EU-OPS 1.515 {PRH page A·
48}, the actual LOW must not exceed the LFL W determined with credit for the
actual wind.
II1
Additional information regarding braking performance data can be found in PRH
p.1gC' C-10.
2.1.2. Go-Around Climb Gradient
o
The achievable go-around climb gradient, determined from the FCOM/PD GoAROUND CLIMB GRADIENT table {PRH page 8-15}, must be equal or higher than the
required go-around climb gradient as published on the approach plate.
~ .·fr· r:. -~
d ef·-, -..e • .r _': --·=-. C-23
2.2. FACTORS AFFECTING LANDING DISTANCE
o
The LOR determined from the QRH/PI {NON) NORMAL CONFIGURATION LANDING DISTANCE
table {PRH page B- 17, 18}, assumes a touchdown point of 1000 feet, which may not be
achievable in the actual operation. Several factors play a role in the actual touchdown
point of the aircraft, thereby affecting the actual landing distance.
2.2.1. Autoland
o Due to the autopilot's flare behavior, the aircraft will touchdown further down the
runway with an autoland than with a manual landing. The additional landing distance
must be taken into account when making an autoland. A 15% margin is
recommended, but your company may also choose to add a fixed value on the
normal LOR.
The manufacturer advices to add 185 meters (600 feet) to the normal LOR to obtain
the auto/and LOR.
Auto/and flight tests revealed that the average touchdown point will be at 460 metres
(1500 feet) from the threshold. With a statistical certainty of 99.7% the touchdown will
occur within 645 metres (21 00 feet) from the threshold.
CS-AWO 142 [Automatic] Landing distance
The landing distance required must be established and scheduled in the aeroplane
Flight Manual if it exceeds the distance scheduled for manual landing.
CS-AWO 342 [Automatic] Landing distance
If there is any feature of the system or the associated procedures which would result
in an increase to the landing distance required, the appropriate increment must be
established and scheduled in the aeroplane Flight Manual.
2.2.2. Aiming Point Marking
o For ICAO marked runways with a LOA of 2400 meters (8000 feet) or less the
beginni ng of the aiming point marking is about 305 meters (1 000 feet) from the
threshold (total Touchdown Zone (TDZ) length is 600 meters), but for ICAO marked
runways with a LOA more than 2400 meters (8000 feet) this marking starts about 400
meters (1300 feet) from the threshold (total TDZ length is 900.meters).
o The aiming point markings are 45 - 60 meters (150- 200 feet) long.
Aiming Point /GAO marked runway
The aiming point marking on the runway is not always positioned at 1000 feet (305
meters) from the threshold, so when aiming for these markings, the actual touchdown
point might be more than 1000 feet (305 meters) from the threshold, thereby
increasing the actual landing distance. When landing at the end of the aiming point
marking, the actual landing distance might be up to 500 feet (150 meters) longer than
the operational landing data assume and touching down at the end of the TDZ the
required landing distance might be 1000-2000 feet (300-600 meters) longer than
assumed.
C-24 ·'· · _. ... ~-, :;,,_.... ·." l 1'.- : ~ok
' Ar: • ..; - •'3
\:1 P'~
( ,.
" · OAi AI
/C,\
~.
2.2.3. Threshold Crossing Height
o Manufacturer's operational landing data are based on a threshold crossing height
(TCH) of 50 feet.
o The actual height an aircraft crosses the threshold with, depends on several factors
such as the position of the aiming point, the accuracy and glide path angle of the
approach used, the PAPI / VASI accuracy and calibration reference and piloting
accuracy.
B
m
Rule of (hym_p TCH +10ft= LOA-+ 60m
In case the the threshold is crossed at a height of 100 feet following a 3-dPgree
glidepath, the aircraft will touch the runway about 300 meter (1000 feet) further dov, n
the runway compared to a TCH of 50 feet.
a. sumed a1r dostam •
Increased air distance
Effect of TCH on landing distance
Crossing the threshold at a height lower than 50 feet at a shallower approach angle,
requires more thrust compared to a 3-degree glidepath, increasing the chance of
floating with a longer landing distance as a result.
2.2.4. Threshold Crossing Speed
o Manufacturer's operational landing data assume a threshold crossing speed of VREF·
o The speed at the 50 feet screenheight over the threshold is normally the Final
Approach Speed (FAS) which is, as a standard, minimum 5 knots faster than VREF·
A
{PRH p.1gt A-46}
Note that landing distance data assume VREF over the threshold. [PRH page 8 -1 7}
a The actual speed an aircraft crosses the threshold with depends on several factors,
such as steady wind speed, wind gusts, flapsetting and piloting accuracy.
A 10% increase in FAS results in a 20% increase in required landing distance,
thereby assuming a normal flare and touchdown (without floating), but in case of
floating (which possibility is increased due to the higher speed) this increase might
raise up to 60%.
8
B
m
m
'_Af'A ~.,.1
Rule of thuml]_ FAS + 10kts = LOR+ 100m (dry rwy) /170m twet rwy)
Rule of thumb FAS + 10k1s = LOA +-BOOm dl >to f1oattng
Flying 10 knots faster than assumed, might require up to 200 meters more landing
distance without floating, and up to 1000 meters including floating, depending on
runway condition and autobrake setting.
The increased flare distance due to floating resulting from the excess speed usually
has a bigger effect on the actu.1llanding distnnce than the increased ground roll
distance, because the deceleration the aircraft can achieve in the air is only a fraction
of what it can achieve on the ground, even on slippery runways.
'·'
20 .2 !.1: •• ;'1of
f ·- Ol<l' :e i >: Olv'l<'- 1-. _. .;"" C-25
S~-
":Ti::: .'.' : · L •. •. '!f\:O:J Crl LC..~
~- t.
(
, '·
2.3. OTHER LANDING DISTANCE CONSIDERATIONS
2.3.1. Dispatch Data vs. lnflight Data
o
The following figure shows the relation between the certified landing distance (dispatch
requirement {PRH p3ge A-49]) and the operational (required) landing distance. To be
able to compare these, both the certified and the operational landing distance are
based on MLW. The operational landing distance is considered with varying surface
conditions (Airplane Braking Coeffient [PRH page C-to]).
~
Certified Landing
Distance:
50f~ ®
0 MLW
0
t67
0 SL. t S'C, no slope,
I
I
I
Max ma nua l bral<<ng
D No reverse
n oLO
no wind
0 v""' over threshold
0 Flare 4· 5 sec
CLDoRv
C LDweT
POOR
ABC • Airplane Braking Coefficent
-40%
(ABC: 0.05)
Dispatch data vs operational data
Note that EASA regulation require the operator to not only consider wet runway data in
the dispatch calculations, but also (approved) contaminated runway landing distance
data, in case the runway is expected to be contaminated (slippery) [PRH page A -50).
2.3.2. Reverse Thrust with Manual Brakes vs. Autobrakes
o The effect of thrust reversers in combination with manual or autobrakes is given below:
Thrust reversers typically
DO NOT increase the
deceleration rate
o
increase the
deceleration rate
The figure on the next page shows the typical 737 airplane deceleration capability on
different runway conditions versus autobrake settings.
c::> The scheduled deceleration rate with maximum autobrake setting will always be
reached on a dry runway with wheelbrakes only. According this figure, the same is
true for A/B setting 3 on a runway with braking action GOOD.
c::>
On a runway with braking action MEDIUM, the scheduled deceleration rate of AlB
MAX will not be reached, and the scheduled deceleration rate for A/B 3 will be
reached with the combined use of wheelbrakes and revere thrust.
1
~fA
Ld" _. · · 20 12 '.'" Hut -'·f
P/• "": T'C,
. lf.. _~· -:_
, ~''4..\''C:'"'~Ai
AI""1 C ~
5
fi:·,; . .~~
.J.'\1
•
Brakes and dr<,g
•
Reverse thru~t
10
15
Deceleration (ft/s2)
., ... : /.\" '' Jt.1 '""' '] .AT'
1
i
20
Deceleration capability vs. autobrake setting
As runway friction deteriorates, it is less likely that the airplane will achieve the
scheduled autobrake deceleration rates in which case the actual runway stopping
distance will be determined by the runway friction capability.
• 4:
A ,.. 1cn • 201- '. '1 1' •·.: of
Pr• ' " ,,a· :e I :':: enc · '' · •. ~··
C-27
···:
~~.
•· \ "" , L.i:
3.
~h.\U
(' ' ..CU_Ai .. .JS
BRAKE COOLING
DISPATCH AND INFLIGHT CALCULATIONS
3.1. DISPATCH
Quick Turnaround
o Besides the LFLW and LCLW, operation can also be limited by the maximum weight for
a quick turnaround (Quick Turnaround Lim it Weight - QTLW) , thereby limiting the LOW.
o The QTLW protects the wheel fuse plugs from melting during a subsequent takeoff.
o If a Brake Temperature Monotoring System (BTMS) is installed, it may be used instead
of the QTLW table.
If LOW exceeds QTL W, a minimum required ground time (see table in PO) applies,
after which it must be checked that fuse plugs have not melted, before executing a
subsequent takeoff.
3.2. INFLIGHT
Recommended Brake Cooling
o Recommended Brake Cooling Schedule provides brake energy protection if it becomes
necessary to reject the takeoff.
o Recommended Brake Cooling Schedule provides the only means of evaluating brake
cooling requirements following repeated landings at short time intervals or a rejected
takeoff.
QUICK TURNAROUND LIMIT
WEIGHT
RECOMMENDED BRAKE
COOLING
Regulatory requ1rement
(restriction)
Adv1sory Information
(gUidance)
Guarantees only fuse plug melt
protection for next takeoff
Guarantees fuse plug melt
protection and brake energy
protection 1n case of rejected
takeoff
Only means of evaluatmg
cooling requirements regarding
repeated landmgs at short t1me
mtervals or a rejected takeoff
I.
RUNWAY STATE MESSAGE
METAR
rr.'f"l
l r;~rz:t]
f.illll
Rwys 01 - 36
In case oarallel rwvs followed bv R,C or L
All Runwavs
No new reoort received - orevious one reoeated
~
i'J
U'fo
(';~
.
if
§
~
.!::!.@
(~
'it
!a
!l:o
i:
-~
1::
n
--=~__1[ ~m;::.;;
J.r
< 10% of rwv~ covered
11 -25%
26-50%
51 -100%
Not reoorted - eq_ due rwv clearance in oroaress
;&;
ti}
~
. .
,f,i
··"
ll:'I
I . • ;t;1fJII:,
Drv and Clear
Dam a
Wet or Water oatches
Rime or Frost
Drv Snow
Wet Snow
Slush
Ice
Comoacted or Rolled Snow
Frozen Ruts or Ridaes
Not reoorted - eo . due rwv clearance in oroaress
:
11
<1mm
! (W.~!.l Deoth in mm (1 mm- 90 mml
10cm
~·»
(!ID 15 em
{:.~
20cm
(®
25cm
11'::1 30cm
f !):l35 em
'l'''if 40cm
Rwv closed - eo_due rwv clearance
~l
-:(!;.
Not measured or ooerationallv not imoortant
I
.
~~
~m/Good
rMediUm
MediUillt Poor
1Bf
--:;::
E
Poor~
Not reoorted - rwv not
~
R18C/550493 means: Rwy 18C is 26%-50% covered with
1
xamp e wet snow with depth of 4 mm, braking action Medium
r .I'.!.S.'., ·.diti.;
·· : Jl2 ._. \th ...
·_:t.~
(
r, ·: o · ..
II.
\~
SNOWTAM
NOTAM
Example:
8}11 070620
. K}YES L
.
.,
~\
E}40L
M}0900
\
...,
~4
5
t:C
E)40L
over
runway
length (Observed on each third
of the runway starting from
threshold having the lower
runway designation number).
Combinations are also possible.
G}20/10110
5}11070920
0'35 130MUM
TE:XT
·'
'r•· ,-
r.'"
Ill.
i
~ ' \.).'~";~
:
GLOSSARY
Accelerate Stop Distance Available (ASDA)
The length of the takeoff run available plus the length of stopway, if such stopway is declared
available by the appropriate Authority and is capable of bearing the mass of the aeroplane
under the prevailing operating conditions.
Accelerate Stop Distance Required (ASDR)
The required distance to accelerate with all (N) engines operating to V1 (including 1 second
recognition time between VEF and V1) Q}Y§. the required distance to trave/2 seconds at
constant speed V, (to allow for the transition from acceleration to the stopping configuration)
Q}Y§. the required distance to decelerate from
to a full stop.
v,
Airplane Braking Coefficient (1J 8 )
The ratio of the stopping force contribution of the wheel brakes to the average airplane
weight on wheels. Airplane braking coefficient (Jla) is a different parameter than the runway
friction coefficient (Jl).
Aquaplaning (Hydroplaning)
Partial or total loss of contact and friction between the tire and the runway which occurs
when the tire cannot squeeze anymore of the fluid contaminant layer between its tread and
lifts off the runway surface.
Brake Energy Limit TOW
A takeoff weight which, for a given runway length, is limited by the amount of energy that can
be absorbed by the brakes during an aborted takeoff.
Braking Action
A subjective description of airplane stopping capability on a slippery runway in (/GAO) terms
of Good, Good to Medium, Medium, Medium to Poor and Poor.
Certified Landing Distance
The Flight Test Demonstrated Landing Distance plus a required margin.
Clearway
An area beyond the runway, not less than 152 m (500 ft) wide, centrally located about the
extended centreline of the runway, and under the control of the airport authorities.
Climb gradient
The ratio, expressed as a percentage, of the change in geometric height divided by the
horizontal distance travelled in a given time.
Climb Limit TOW
A takeoff weight which is limited by the ability of the airplane to achieve the minimum
required climb gradient with one engine inoperative in still air.
Compacted snow
Snow which has been compressed into a solid mass such that the aeroplane wheels, at
representative operating pressures and loadings, will run on the surface without causing
significant rutting.
Contaminated runway
A runway where more than 25% of its surface area (whether in isolated areas or not) within
the required length and width being used is covered by the following:
• Surface water more than 3 mm {0. 125 inch) deep, or by slush, or loose snow, equivalent
to more than 3 mm (0. 125 inch) of water;
• Snow, which has been compressed into a solid mass which resists further compression
and will hold together, or break into lumps if picked up (compacted snow); or
• Ice, including wet ice.
~ot~
:.' ·.th. .; or
: . .-o - . ·..: ·.
Cost Index (CI)
Parameter which reflects the relationship between time-related costs versus fuel costs.
Damp runway
A runway with a surface not being dry, but when the moisture on it does not give it a shiny
appearance.
Derated takeoff thrust
A takeoff thrust /eve/less than the maximum takeoff thrust, for which exists in the AFM a set
of separate and independent, or clearly distinguishable, takeoff limitations and performance
data that complies with all the takeoff requirements. When operating with a derated takeoff
thrust, the value of the thrust setting parameter which establishes thrust for takeoff is
presented in the AFM and is considered a normal takeoff operating limit.
Driftdown Ceiling
The maximum altitude that can be flown at the driftdown speed with one engine inoperative.
Dry runway
A runway which is neither wet nor contaminated, and includes those paved runways which
have been specially prepared with grooves or porous pavement and maintained to retain
'effectively dry' braking action even when moisture is present.
Dry (loose) snow
Fresh snow that can be blown, or, if compacted by hand, will fall apart upon release (also
commonly refered to as loose snow), with an assumed specific gravity of 0.2.
ECON speed
Speed based on the cost index, therefore offering the least costs.
EGTMargin
The difference between the EGT Red Line and the EGT, observed on an engine at TOIGA
with OAT greater than the Corner Point OAT.
Eng ine Failure speed (VeF)
The calibrated airspeed at which the critical engine is assumed to fail.
Field Length Limit TOW
A takeoff weight which is limited by the ability of the airplane, following an engine failure at
V EF. to either continue and reach the screenheight or stop within the runway limits.
Final Approach Speed (FAS)
The airspeed to be maintained during the approach down to 50 feet over the threshold.
Final Takeoff Speed
The airspeed that exists at the end of the takeoff path in the enroute configuration with one
engine inoperative.
Flare distance (takeoff)
The distance from liftoff to the point where the screenheight is reached.
Flight Test Demonstrated Landing Distance
The shortest landing distances possible for a given airplane weight representing the best
performance the airplane is capable of (withou t reversers) for the conditions. It is the
demonstrated distance on a dry runway, measured from a heigh t of 50 feet above the
landing surface using an aggressive touchdown technique, maximum manual wheel braking
and speed brakes, but without credit for reverse thrust during the landing ground roll.
Fluid contaminants
Contaminants with a measurable depth which are drag producing and tire braking friction
reducing.
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Fuel Mileage (Specific Range)
The distance the airplane can fly using a given amount of fuel.
Grooved or Porous Friction Course (PFC) runway
A paved runway that has been prepared with lateral grooving or a porous friction course
(PFC) surface to improve braking characteristics when wet.
Gross Drifdown Flight Path
Actual drifdown flight path which is required to be more penalizing than the Net Driftdown
Flight Path by a regulatory margin (1. 1 % for a 2 engine aircraft).
Gross Performance
The average performance which a fleet of airplanes should achieve if satisfactorily
maintained and flown in accordance with the techniques described in the manual.
Gross T/0 Flight Path
Actual flight path with one engine inoperative which is required to be more penalizing than
the Net T/0 Flight Path by a regulatory margin (0.8% for a 2 engine aircraft).
Hard contaminants
Solid contaminants with no measurable depth (depth is not relevant) which are tire braking
friction reducing.
Hydroplaning (Aquaplaning)
Partial or total loss of contact and friction between the tire and the runway which occurs
when the tire cannot squeeze anymore of the fluid contaminant layer between its tread and
lifts off the runway surface.
Ice
Water which has frozen on the runway surface, including the condition where compacted
snow transitions to a polished ice surface.
Improved Climb
Trading excess runway for higher takeoff speeds to increase the aerodynamic efficiency,
resulting in better climb performance.
Landing Climb Limit weight
A landing weight which is limited by the approach and landing climb requirements.
Landing Distance Available (LOA)
The length of the runway which is declared available by the appropriate Authority and
suitable for the ground run of an aeroplane landing.
Landing Field Limit Weight (LFLW)
The maximum weight for which the Landing Distance Available (LOA) equals the required
Certified Landing Distance.
Lift off speed ( VLoF)
The calibrated airspeed at which the airplane first becomes airborne.
Line-up corrections
The adjustments made to the available runway length to account for the fact that some of the
runway length is used for aligning the aircraft on the runway prior to beginning the takeoff
roll.
Loose {dry) snow
Fresh snow that can be blown, or, if compacted by hand, will fall apart upon release (also
commonly refered to as loose snow), with an assumed specific gravity of 0.2 kg/m3 .
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Maximum Brake Energy speed (VM8 e)
The maximum speed, for a given TOW, at which the brakes are able to absorb the built-up
energy (which is a function of weight and speed) and still be effective.
Maximum Range Cruise speed (MRC)
The speed at which, for a given weight, the highest possible fuel mileage is achieved.
Minimum Control speed -Air ( VMcA)
The calibrated airspeed, at which, when the critical engine is suddenly made inoperative, it is
possible to maintain control of the aeroplane with that engine still inoperative, and maintain
straight flight with an angle of bank of not more than 5 9•
Minimum Control speed - Ground ( VMcG)
The calibrated airspeed during the take-off run at which, when the critical engine is suddenly
made inoperative, it is possible to maintain control of the aeroplane using the rudder control
alone.
Minimum Unstick speed ( VMu)
The lowest speed at which the aircraft can lift off the ground and safely fly away.
Net Driftdown Flightpath
A theoretical f/ightpath which must clear all obstacles vertically with at least 2000 feet during
descent and with at least 1000 feet after level-off and must maintain level flight at least 1500
feet above the airport of intended landing, meeting weather and landing performance
requirements.
Net Performance
The gross performance diminished by a margin laid down by the approriate authority.
Net T/0 Flight Path
Theoretical flight path starting at the end of the TODA at 35 feet and clearing all obstacles by
at least 35 feet.
Obstacle Limit TOW
A takeoff weight which is limited by the ability of the airplane to clear obstacles in the takeoff
path by the minimum required margin.
Optimum Altitude
Altitude which offers the highest fuel mileage (or specific range).
Porous Friction Cou rse (PFC) or grooved runway
A paved runway that has been prepared with lateral grooving or a porous friction course
(PFC) surface to improve braking characteristics when wet.
Quick Turnaround Limit Weight
The maximum landing weight for which there is no minimum ground time required with
respect to possible fuse plug melting. This weight does not guarantee sufficient brake energy
absorbtion in case of a subsequent aborted takeoff.
Rotation speed ( VR)
The speed at which the pilot initiates action to raise the nose gear off the ground.
Rebalancing
Rescheduling V, in order to fix the disturbed balance between stop and go, affected by
reduced acceleration or deceleration capability, with a lower Field Length Limit TOW as a
result.
Reduced takeoff thrust
A takeoff thrust less than the takeoff (or derated takeoff) thrust. The aeroplane takeoff
performance and thrust setting are established by approved simple methods, such as
adjustments, or by corrections to the takeoff or derated takeoff thrust setting and
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performance. When operating with a reduced takeoff thrust, the thrust setting parameter
which establishes thrust for takeoff is not considered a takeoff operating limit.
Reference Speed (VREF)
The reference landing approach speed for a defined landing configuration.
Runway Friction
The capability of the runway surface to convert the vertical load on the braked wheels into a
horizontal force to stop the airplane. The Greek letter 11 ('mu') is typically the symbol for
friction and represents the percentage of the vertical load converted into a horizontal force.
Runway End Safety Area (RESA)
An area symmetrical about the extended runway center line and adjacent to the end of the
strip primarily intended to reduce the risk of damage to an airplane undershooting or
overrunning the runway.
Runway Safety Area
The surface surrounding the runway prepared or suitable for reducing the risk of damage to
airplanes in the event of an undershoot, overshoot, or excursion from the runway.
Runway Slope
The height difference between two points on the runway surface divided by the distance
between those points (in the same units) expressed as a percentage.
Runway State Message
Information on runway conditions by an 8-figure group appended to METAR.
SID deviation point
A specified point on the SID where an emergency turn deviates from the normal departure
route.
SID restriction point
A specified point (or altitude) on the SID after (or above) which following the SID assures
sufficient obstacle clearance with one engine inoperative.
Slush
Partly melted snow or ice with a high water content, from which water can readily flow, with
an assumed specific gravity of 0.85.
SNOWTAM
A specialized NOTAM notifying the presence of hazardous runway conditions due to snow,
ice etc. by using a specified /GAO format. It is available on the NOTAM or at the AIS office as
soon as the presence of contamination is considered to be operationally significant.
Specific Gravity
Relative density defined as the ratio of the density of a given substance to the density of
water when both substances are at the same temperature. Substances with a specific gravity
greater than 1 are more dense than water, and those with a specific gravity of Jess than 1 are
less dense than water. Expressed as a dimensionless value.
Specific Range (Fuel Mileage)
The distance the airplane can fly using a given amount of fuel.
Stall speed (Vs)
The minimum steady flight speed at which the airplane is controllable.
Standing water
Water of a depth greater than 3mm.
F 7;0 1.! ··; · •\_,.· S
Stopway
An area beyond the takeoff runway, no less wide than the runway and centered upon the
extended centreline of the runway, able to support the aeroplane during an abortive takeoff,
without causing structural damage to the aeroplane, and designated by the airport authorities
for use in decelerating the aeroplane during an abortive takeoff.
Structural weight
The maximum weight the airframe, landing gears and wings can support.
Takeoff Decision speed (V1)
The speed used as a reference in the event of engine or other failure in deciding whether to
continue or reject the takeoff.
Takeoff Distance Available (TODA)
The length of the takeoff run available plus the length of the clearway available.
Takeoff Distance Required (TODR)
The greater of:
(1) The required distance to accelerate with all (N) engines operating to VEF. i2lJl§. the
required distance to accelerate with one engine inoperative (N- 1) to V2 at a screenheight of
35 feet (wet or contaminated runway: 15 feet) above the takeoff surface; or
(2) The required distance to accelerate with all (N) engines operating to a screenheight of 35
feet, i2lJl§. a distance margin of 15%.
Takeoff Safety speed (V2)
The target speed to be reached at the screenheight, assuming an engine failure at or after
v,.
Takeoff Run Available (TORA)
The length of runway which is declared available by the appropriate Authority and suitable for
the ground run of an aeroplane taking off.
Takeoff Run Required (TORR)
The greater of:
( 1) The distance to takeoff and climb to a point equidistant between lift off and the 35 feet
height point with a failure of the critical engine at VEF; or
(2) 115 percent of the distance to takeoff and climb to a point equidistant between lift off and
the 35 feet height point with all engines operating.
Notes:
1. On a wet runway, the height requirement with a failed engine is 15 feet.
2. On a wet runway, the takeoff run required is the distance to takeoff and climb to 15 feet
with a failure of the critical engine at VEF·
Tire Speed Limit TOW
A takeoff weight that requires a liftoff speed equal to the tire speed limit.
Unbalancing
Using any value other than balanced V,.
Limit Weight
The maximum weight for which the airplane can accelerate to V~o~cG and just be able to stop
within the available accelerate stop distance.
V 1MCG
Wet runway
A runway where the surface is covered with water, or equivalent precipitation, less than
specified as ·contaminated runway', or when there is sufficient moisture on the runway
surface to cause it to appear reflective, but without significant areas of standing water.
Wet snow
Snow that will stick together when compressed, but will not readily allow water to flow from it
when squeezed, with an assumed specific gravity of 0.5.
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ABBREVIATIONS
A
Above Airport Level
Autobrake
Airplane Braking Coefficient
ActJJal
Airplane Flight Manual- Digital Performance Information (software)
Anti Ice systems (EAI I WAf)
Acceptable Means of Compliance
Angle Of Attack
Auxiliary Power Unit
;n::r.;;n;r:;;;;iiil Accelerate Stop Distance - Available/ Required
Assumed
Air Traffic Control
Automatic Terminal Information System
Assumed Temperature Method
All Weather Operations
Braking Action
Brake Release Limit Weight
Brake Temperature Monitoring System
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Control Display Unit
(GE) Commercial Fan and (Snecma) Moteurs (engine manufacturer)
Center of Gravity
Cost Index
Lift coefficient
Centerline
Certified Landing Distance
Climb Limit Takeoff Weight
Corrected
Contaminated
Certification Specifications
Clearway
Drag
Driftdown
DJDiiiiiiJ
Engine Anti Ice system
European Aviation Safety Agency
Electronic Engine Control
Electronic Flight Bag
Exhaust Gas Temperature
Estimated (planned) Landing Weight
Estimated Time of Arrival
F
Force
Federal Aviation Regulations
Final Approach Speed
FCOM/PD Flight Crew Operations Manual I Performance Dispatch section
r:r.~"""FCOM/PI
Flight Crew Operations Manual I Performance lnflight section
FMC
Flight Management Computer
Flight Planning & Performance Manual
FPPM
FRT
Flat Rated Temperature
FTDLD
Flight Test Demonstrated Landing Distance
FAR
FAS
GA
GS
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H
Height Above Airport
Head Wind Component
International Civil Aviation Organisation
Inoperative
Interpretative Explanatory Material
International Standard Atmosphere
Joint Aviation Authorities
Joint Aviation Requirements
R!>J...,...___
Landing Climb Limit Weight
Landing Distance Available 1 Required
Landing Weight
Leading Edge
Landing Field Limit Weight
Long Range Cruise
Limit Weight
Mean Aerodynamic Chord
Maximum
Maximum Continuous Thrust
Minimum Equipment List
Meteorological Airport Report
minimum
Maximum Range Cruise
Maximum Takeoff Weight
All engines operating
One engine inoperative
Next Generation
Nautical Mile
Notice To Airmen
Outside Air Temperature
Obstacle Accountability Area
Pressure
Pressure Altitude
~ Procedures for Air Navigation Services- Aircraft Operations
Porous Friction Course (runway surface type)
Performance Limit Landing Weight
Performance Limit Takeoff Weight
Performance Reference Handbook (this guide)
Pressure at SL based on airport elevation
Quick Reference Handbook I Performance lnflight section
Quick Turnaround Limit Weight
Runway End Safety Area
Rejected Takeoff
Runway Visual Range
Reduced Vertical Separation Minima
Runway(s)
Safety Alert for Operators
Standard Instrument Departure
Sea Level
Statute Mile
Stopway
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~.
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T
Thrust
Assumed temperature
True Airspeed
~~jjil Threshold Crossing Height
Temperature
Takeoff Limiting (chart)
Takeoff
Takeoff Distance - all engines operating
Takeoff Distance- one engine inoperative
Takeoff Distance Available I Required
Takeoff Fuel
Takeoff I Go-Around thrust level
Takeoff Run Available
i:'T.ffiiiiiiiiiiiiiii Takeoff Weight
Thrust Reverser
Tail Wind Component
Taxiway(s)
u
liii•
v
Universal Time Coordinated
Takeoff Decision speed
equal to VMCG
Takeoff Safety speed
Event speed (i.c.o. continued takeoff: Engine Failure speed)
Ground speed
Hydroplaning speed
Liftoff speed
Maximum Brake Energy speed
Minimum Control speed- Air
Minimum Control speed- Ground
Minimum Control speed- Landing
Minimum Unstick speed
Minimum Clean speed
Rotation speed
Reference landing speed
Stall speed
Stall speed - unaccelerated (1G)
Reference sial/ speed
Reference stall speed landing configuration
Maximum Certified Tire speed
Vertical speed
v,
z
fiil'?
0-1 2
Weight
Wing Anti Ice system
Water Equivalent Depth
Zero Fuel Weight
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INDEX
A
Accelerate Stop Distance A-9
Acceleration altit ude A-25
AFM-DPI 8 ·2.3
Aiming Point Marking C-.!4
Airplane Braking Coefficient 8 -6. C-10
Anti ice correction 8 ·4
Antiskid inoperative 8 -7 , C-17
Approach climb A-5 1, 8 -14
Approach funnel A 45
Aquaplaning (Hydroplaning) A-19
Assumed temperature A-33, C-5,7,()
Autofand C-23.24
Auto Speedbrake inop A-19, 8 · 18, C-1'}
8
Balanced
· takeoff A-13
· field length A-13, 14
- TOW A-1::;
· V, A-13.14. 8 ·8
Brake cooling A-52. 8 ·15. C-28
Brake energy
· Limit TOW A-7 , 14, 8 -3
·Protection 8 ·12,15, C-28
· Speed A-5 . 30, 8 -12
Braking Action 8 -7.9, 14 , C-3, 10, D-2.3
Brake Release Limit Weight 8 ·3 ,4,5
• BRLWDRv C-5 ,13.15,17
· BRLWwET c -·;.~, 17
· BRLWCNrMC 13,15 .17
Brake Temperature Monitoring System (BTMS) C-28
Buffet margin A-39
c
Center of Gravity (CG) A 39
Certified Landing Distance (CLD) A-49, C-26
Certified tire speed A-7,30, 8 · 12
CFM A-31 ,32
Clearway A-11 , 12
· correction A·15, 8 ·8, C-5,7,9
Climb gradient A-23
· Go-around A-51 . 8 -15. C-21 ,22.23
· Takeoff A-23,24
Climb requirement A-23.51
Climb Limit Takeoff Weight A-7,23,26, 8 ·3,11
Compacted snow A-'20. C-3, 11
Contaminant
· Fluid A-18, 8 -'1. C-11, 12,13
• Hard A-20 , 8 -9 , C -11 ,14,15
Contaminated runway
· takeoff A- 18.29, C-11
· landing A-43, 8·14, C-20
Corner Point OAT A-31
Cost Index A-37 .38,41
Crossover altitude A-37
Cruise altitude A-38
Cruise CG A-39
Cruise speed A-40
D
Damp runway A-17. C-1,5
Demonstrated takeoff speeds A-3
Departure sector A-28
EASA .Col •'<.112 :t; I •.'"of
Derated takeoff thrust A-33,36
Displaced threshold A-4 >, C-21
Driftdown A-43
Dry (loose) snow A-49, C-3,12
Dry runway
· takeoff A-17. C -5
· landing A· 50. C-23,26
E
EASA INTRO iii
Engine Anti Ice (EAI) correction 8 -4
Engine Bleed correction 8 -5
EEC 8 ·5,1 0, C-19
ECON speed A·4 1
EGT margin A-31 .32
Emergency turn A·29
Engine failure procedure A-29
Enroute climb A-37
Estimated Landing Weight (ELW) A-48.51 , C-23
Extended second segment A-24 ,25
F
FAS A-46
Field length Limit TOW A-7,8, 8 -11
Field length requirement
· takeoff A·8
• landing A-46
Final segment A-24 .::5
First segment A-24,:.5
Flat Rated Temperature A-31 C-5.7.9
Flare distance (takeoff) A -11
Flight Management Computer (FMC) A-39, C-5,7 .9
Fluidcontaminant A-18. 8 -7, C-11 ,13
Flight Test Demonstrated Landing Distance A-49
FPPM 8 -::
Fuel mileage A-38
Fuse plug A 5~ . 8- 1~ . C-28
G
Go-around A-51. 8 -15. C-" 3
Gross driftdown flight path A-44
Gross takeoff flight path A-28
Ground friction coefficient 8 -6 , C-10
H
Hardcontaminant A-20 , 8 -7. C-11 ,15
Hydroplaning A-19
I
lce A-20
Improved climb A-26
lnflight check A-48,53, C -23
J
JAR INTRO iii
Jeppesen C-2 1
L
Landing climb A-45,49, 8 -12
Landing Climb Limit Weight A-51 , 8 -14, C-21
Landing Distance
. Available A-45, C-21
· Required A· 51. 8 -17, C·2J
Landing Field Limit Weight A-47
Landing Field Requirement A-48
Liftcoefficient A-3
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Liftoff speed fVwF) A-5,30
Line-up correction A-11
Long Range Cruise (LRC) A -40
Loose (dry) snow A 49, C-3, 12
M
Maneuver margin A-39
Maximum altitude A-38
Maximum Continuous Thrust (MGT) A-24 .25,43
Maximum takeoff weight A-7, C-5,7.9,13,15
Maximum landing weight A-47, B-13, C-2 1
Maximum Range Cruise (MRC) A-40
MEL A-7. A-47, B-5. C-17,19
METAR C-3
Minimum control speed
- Air (V~.~e.J A-4
- Ground (VMca) A-3
- Landing { VMCJ A -4b
Minimum unstick speed (VMu) A-1
N
Net driftdown flight path A-44
Net takeoff flight path A-28
Normal configuration landing distance B-17. C-23
Non- Normal configuration landing distance B-1 C-23
0
Obstacle accountability area A-::.8
Obstacle clearance A-7 ,28
Obstacle Limit TOW A-7,::!8
Obstacle requirement A -?B
Operational takeoff speeds A-5
Optimum altitude A-38
p
Pressure altitude A-7
Performance Limit
- Landing Weight A-4 7. B-13
- Takeoff Weight A-7,8.:;3, B-J, 11
Performance margins A-34
Planning margin A-49
Q
QNH correction B· 4
Quick Turnaround A-5::!, B-1 , • C-28
R
Rebalancing A-16
Reduced takeoff thrust A-31
Reference speed (VREF) A-46
RESA A-1::.
Reverse thrust A-9.17
Rotation speed (VR) A-5.30
Rejected Takeoff (RTO) A· ,
Runway coverage C-3
Runwayslope A-7,47. B-8.1!l, C-5,7.9
Runway State Message C-2.3, 0 -2
Runway surface condition B-5, C-3
RVSM A-38
s
Screenheight A-10,11,17,29
Second segment A-24.25
SID
- Deviation point A-29
- Restriction point A-29
Slippery runway A-50, B-6,7,9, C-15
Slope A-7,47, 8 -1!.18, C-5,7,9
Slush A-19, 8 -6 .7,9, C-3,13
D-14 P9 • n<r ·: ,.. , · ; .' -, • k '· . ·.
SNOWTAM C -2,3 , 0 -.J
Stall speed A-3
Standing water A-1J, B-6,7,9, C-3,11 ,12.13
Step climb A-38
Stopway A-9,12, 15
-correction 8 -8
Structural weight
-landing A-47 , 8 -13
- takeoff A-7
Specific range A-38
T
Takeoff decision speed (V1) A-5
Takeoff Distance A-10
Takeoff flare distance A-11
Takeoff flight path A-23,::5
Takeoff path A-23
Takeoff Run Available (TORA) A-8,45
Takeoff safety speed (V2) A 6
Third segment A-24,25
Threshold A-43, C-21
Threshold Crossing Height C-25
Thrust effect A · 34
Thrust Reverser A-9
- inoperative 8 -7 ,10, C-17
Tire speed A-7 ,30
- Limit TOW A-8,30 , B-12
TL chart B-3
TO,GA thrust A-24,25,31,3.>,35
Trim A-36
True airspeed effect A-34
u
Unbalancing A-14
- Optional A-1 4
- Required A-15
Unstick speed A-3
v
V1 A· 5
- adjustment 8 -f!, C-5,7.9,13,15
V2 A 6
VEF A-'5
VMCA A-4
VMca A-3.4
V1MCG Limit weight A-21. 8 -9
VMCL A-46
V1.w A-3
VR A-5
VREF A-46
V5 A-3
w
Water equivalent depth C <' ,12
Wet runway
- landing A-49.50 , B-13, C-20,22
- takeoff A-17, B-9,11, C -7,17
adjustment A-17, B-9
- Weight adjustment A-17, B-5
Wet-Skid Resistant C-6.8
Wet snow A-19, C-3,12
Wing anti ice 8 -4
- v,
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REFERENCES
REGULATIONS
EASA
1. Certification Specifications for Large Aeroplanes, CS-25, Amendment 9
2 . Certification Specifications for All Weather Operations, CS-AWO
3. Definitions and abbreviations used in Certification Specifications for products, parts and
appliances. CS-Definitions
4 . EU-OPS Subpart F Performance General
5. EU-OPS Subpart G Performance Class A
ICAO
1.
2.
3.
4.
Procedures For Air Navigation Services Aircraft Operations (Pans-Ops, Doc 8168)
Annex 6, Part 1, Operation of International Commercial Air Transport- Aeroplanes, 8'" edition
Annex 14, Volume 1, Aerodrome design and operations, 4'" edition
Ice- and Snowtable
OFFICIAL INFO BULLETINS I RECOMMENDATIONS
CAA
1. Landing Performance of Large Transport Aeroplanes, AIC 14/2006, feb 2006
2. Guidance for operations on a runway that is notified by NOTAM as 'MAYBE SLIPPERY WHEN WET',
FODCOM 28/2007
3. The importance of using performance data appropriate to the existing runway conditions,
FODCOM 03/2009
FAA
1. Runway Overrun Prevention, Advisory Circular (AC) 91 -79 , nov 2007
ARTICLES
Boeing
1. Driftdown and Oxygen Procedures Over High Terrain - Requirements and Analysis Methods,
Catherine Davis , sep 2003
Reduced Thrust Considerations, Dick Mayward, may 2004
Performance Margins, Paul Schmid, Performance Conference 2007
Landing on Slippery Runways, Paul Giesman, Performance Conference 2007
Improved Climb- Benefits, Method and other Considerations, Scott Brown, Performance
Conference 2007
6. Wet runway - Physics, Certification, Application, Paul Giesman, Performance Conference 2007
2.
3.
4.
5.
NLR
1 . A method for prediciting the rolling resistance of aircraft tires in dry snow, N LR-T P-99240,
G.W.H. van Es, 1999
2. Running out of runway, NLR-TP-2005-498, G.W.H. vanEs, 2005
Flight Safety Foundation
1. International Regulations Redefine V1, Flight Safety Digest, oct 1998
2. A Review of Transport Airplane Performance Requirements Might Benefit Safety, Flight Safety
Digest, feb 2000
3. The Final Approach Speed, ALAR Briefing Note 8.2, Flight Safety Digest, aug-nov 2000
4. Landing Distances, ALAR Briefing Note 8.3, Flight Safety Digest, aug-nov 2000
5. Wet or Contaminated Runways, ALAR Briefing Note 8.5, Flight Safety Digest, aug-nov 2000
E:ASA · ~··
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WHAT OTHERS SAY ABOUT THE PRH:
"The 737PRH makes 737 performance transparent and understandable to pilots like me, for
whom performance has always been some kind of black hole. I finally got to understand some
perf issues that have been obscure to me for many years ! The book comes in handy format
and excellent layout. I recommend this guide to all 737 pilots!"
[PAT BOONE, AUTHOR of the MANAGEMENT REFERENCE GUIDE for the BOEING 737]
"The PRH is brilliant! It is the best Performance book I have ever held in my hands. Anyone
who is interested in the subject (and I bet many are) must buy that book!"
[JB, CPT737]
"An excellent book which finally simplifies and brings together aircraft performance
information."
[A.MACG, CPT737]
"The PRH looks very neat and especially the contents are something I have been looking for
for quite some time! I will use it frequently. A must for every 737 pilot!"
[GM, CPT/TRE 737]
"The PRH is a clear exposition about performance in general and B737NG performance
issues in particular. If you want to brush-up your performance knowledge, or if you simply want
to have a complete overview on the subject. this is the book to buy!"
[LS, F/0737]
"Nice written and refreshing compact book."
[WR. ATP 737]
ID: 1542769
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