A320-233
PERFORMANCE HANDBOOK
PERFORMANCE INSTRUCTIONS
TABLE OF CONTENTS
AIRCRAFT LIMITS ……………………………………………
0.01.01
Structural Weight Limitations ……………………………
Usable Fuel Volume ……………………………………...
0.01.01
0.01.01
1.
INTRODUCTION ………………………………………………
1.01.01
2.
TAKE-OFF PERFORMANCE ………………………………..
2.01.01
Definitions ………………………………………………
Basis of the Regulated Take-off Weight (RTOW) Chart...
Yemen Airways Regulated Take-off Weight Chart ..........
Wet Runway – Corrections from a Dry Runway Chart ...
Determination of Maximum Takeoff Weight & Speeds ...
Flexible Take-off...............................................................
Contaminated Performance ……………………………..
Airport data & EOSID’s ………………………………..
Interpolation & Extrapolation …………………………..
2.01.01
2.02.01
2.03.01
2.04.01
2.05.01
2.06.01
2.07.01
2.08.01
2.09.01
LANDING PERFORMANCE …………………………………
3.01.01
0.
0.1
0.2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
3.
Definitions ………………………………………………
Basis of Landing Weight data ..........................................
IYE Landing Weight Presentation ………………………
Calculation of Maximum Landing Weight ………………
Engine-out Missed Approach ……………………………
Contaminated Performance - Landing …………………..
3.01.01
3.01.01
3.01.03
3.01.07
3.01.08
3.01.09
TAKE-OFF & LANDIGN WITH SYSTEM FAILURES ……
4.01.01
Takeoff …………………………………………………..
Landing ………………………………………………….
4.01.01
4.01.01
CRUISE PERFORMANCE ……………………………………
5.01.01
Optimum, Maximum & Buffet Altitude tables …………
5.01.01
6.
APPENDIX A – WIND COMPONENT GRAPH …………….
APP.A-01
7.
APPENDIX B – EFFECT ON QNH, BLEED AND ANTI-ICE
APP.B-01
8.
APPENDIX C – ENGINE OUT SIDE (EOSID) ………………
APP.C-01
9.
APPENDIX D – LANDING PERFORMANCE ………………
APP.D-01
3.1
3.2
3.3
3.4
3.5
3.6
4.
4.1
4.2
5.
5.1
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0.
AIRCRAFT LIMITS
0.1
STRUCTURAL WEIGHT LIMITATIONS
Max Ramp/Max Taxi Weight
77 400 kg
Max Take-Off/ Max Brake Release Weight
77 000 kg
Max Landing Weight
66 000 kg
Max Zero Fuel Weight
62 500 kg
0.2 USABLE FUEL VOLUME
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1.
INTRODUCTION
a.
Yemen Civil Aviation Regulations (YCAR) governs the take-off procedures for the
A320. They are based on the worst-case scenario of an engine failure during takeoff. These procedures ensure that during take-off roll (with engine failure), the
aircraft can be brought to a complete stop before the end of the runway/stopway, or
can take-off, reach V2 at 35ft (dry), and complete the take-off avoiding all limiting
obstacles.
b.
A Regulated Take-off Weight (RTOW) chart is computed for each runway intended
for use by the A330 fleet. This is generated using approved Airbus performance
software called Performance Engineering Program (PEP). The RTOW chart is
based on a weight entry scale, using an optimum V2/VS1G.
c.
The performance handbook is part of the Airport Analysis manual and provides
guidance information for all users in how to use performance chart RTOW charts
d.
This gives two advantages; one, where performance limited (or flex limited) it
increases speeds to maximize performance, and hence flex; and two, while at low
weight and TMAX FLEX, it utilizes low speeds to save tires.
e.
All airports in the Performance Handbook are “on watch” and are updated via a
revision service whenever airport characteristics change such as to adversely affect
performance. Where airport authorities issue notices to temporarily change
runway/obstacle characteristics, a SPECIAL FILE will be created detailing
temporary RTOW charts and relevant notes. Special Files are stored in dispatch,
with a list of airfields where temporary performance is in effect. Crews should
check NOTAM’s and temporary RTOW’s prior to dispatch.
f.
In addition, where temporary RTOW charts have a validity greater than 1 week,
relevant temporary RTOW charts are issued as a revision to the performance
handbook. Temporary RTOW charts are presented on yellow paper.
g.
When aircraft diverts to a non-destination airfield (i.e. no takeoff charts on board
the aircraft), the commander should immediately advise dispatch. Dispatch will
send takeoff charts via fax/email. In the event that takeoff charts cannot be sent, the
aircraft must not be dispatched unless a written authorization is obtained from the
DFO or Fleet Manager.
h.
The A320-233 Performance Handbook is contained in three volumes designated as
follows:
-
Volume 1: RTOW Charts – Destinations
Volume 2: RTOW Charts – Alternates
Volume 3: Landing Charts
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The RTOW charts are filed alphabetically according to airport name.
i.
Throughout this Handbook, the term “Regulated Take-Off Weight (RTOW) Chart”
has been used instead of the term “Airport Analysis Chart”.
INTENTIONALLY
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2.
2.1
2.1.1
TAKE-OFF PERFORMANCE
DEFINITIONS
Runway Definitions
Stopway
An area at the end of the runway in the direction of take-off, no narrower than the runway,
centred on the extended centre line, and capable of supporting the aircraft during a rejected
take-off without causing structural damage to the aircraft. The Stopway is designated by the
Airport Authority for use in decelerating the aircraft during a rejected take-off.
Clearway
An area at the end of the runway in the direction of take-off, not less than 500 ft wide, centred
on the extended centre-line, and under the control of the Airport Authority. The Clearway is
designated by the Airport Authority as a suitable area over which the aircraft may make a
portion of its initial climb to a height of 35 ft (Dry runway) or 15 ft (Wet or contaminated
runway). The clearway may not be capable of supporting the weight of the aircraft.
The clearway may have a maximum upward slope not exceeding 1.25%, above which no
object or terrain protrudes. However, threshold lights may protrude above the plane if their
height above the end of the runway is 0.66 m (26 ins) or less and if they are located to each
side of the runway.
TORA (Take-off Run Available)
The length of the runway, which is declared to be available and suitable for the ground run of
an aircraft taking off. This in most cases corresponds to the length of the runway.
ASDA (Accelerate Stop Distance Available)
The length of the Take-off Run iAvailable plus the length of Stopway available (if Stopway is
provided).
TODA (Take-off Distance Available)
The length of the Take-off Run Available plus the length of Clearway available (if Clearway
is provided).
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2.1.2
RUNWAY CONDITION
Dry Runway
A dry runway is “one that is neither wet nor contaminated” per definitions below. This
includes paved runways that have been specially prepared with grooved or porous pavement
and maintained to retain an effectively dry braking action, even when moisture is present.
Damp Runway
A runway is considered damp “when the surface is not dry, but when the water does not give
it a shiny appearance”.
A Damp runway should be considered Wet for the purpose of performance calculations.
Wet Runway
A runway is considered wet “when the surface is covered with water, or equivalent, not
exceeding 3mm – or when there is sufficient moisture on the runway surface to cause it to
appear reflective (shiny) – but without significant areas of standing water”.
Contaminated Runway
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 length and width being used, is
covered by standing water, more than 3mm (1/8 inch) deep or slush & snow equivalent to
more than 3mm (1/8 inch) of water, or ice. Un-cleaned rubber deposits in the touchdown zone
result in the runway surface to be slippery
when wet.
Standing Water
Is caused by heavy rainfall and/or insufficient runway drainage with a depth of more than
3mm.
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Slush
Is water saturated with snow that spatters when stepping firmly on it. It is encountered at
temperatures around 5°C and its density is approximately 0.85kg/liter (7.1 lbs/US GAL.)
Wet Snow
Is a condition where, if compacted by hand, snow will stick together and tend to form a snow
ball. Its density is approximately 0.4kg/liter (3.35 lbs/US GAL.)
Compacted Snow
Is a condition where snow has been compressed. A typical friction coefficient is 0.20.
Icy Runway
Is a condition where the friction coefficient is 0.05 or below. Take-off is prohibited under
such conditions.
2.1.3
AIRSPEED DEFINITIONS
V1 (GO/STOP Implementation Speed)
Following failure of the critical engine one-second prior to V1 (VEF), V1 is the maximum
speed at which the ”GO/STOP” decision must be actioned to ensure:
GO
That the distance to continue the take-off to a height of 35 ft (Dry runway) or 15 ft (Wet or
contaminated runway), will not exceed the Take-off Distance Available.
STOP
The distance to bring the aircraft to a full stop will not exceed the Accelerate-Stop Distance
Available
V1 ≥ VMCG
V1 ≤ VR
V1 ≤ VMBE
VR (Rotation Speed)
The speed at which rotation is initiated during take-off to attain the V2 climb-out speed at a
height of 35 ft (Dry runway) or 15 ft (Wet or contaminated runway).
VR ≥ V1
VR ≥ 1.05 VMCA
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V2 (Climb-out Speed)
This is the take-off safety speed, which must be reached by 35 ft (Dry runway) or 15 ft (Wet
or contaminated runway), with one engine inoperative.
V2 ≥ 1.1 VMCA
V2 ≥ 1.13VS1G
VEF
Speed at which the engine failure occurs
VMCG
Minimum control speed on the ground during take-off, at which the aircraft can be controlled
by the use of the primary flight controls only (i.e. no nose-wheel steering), after a sudden
failure of the critical engine, the other engine remaining at take-off thrust rating.
VMCA
Minimum control speed in flight at which the aircraft can be controlled with a maximum bank
angle of 5°, if one engine fails, the other engine remaining at take-off thrust rating (take-off
flap setting, gear retracted).
Note: Minimum V1/VR/V2 speeds are presented on the RTOW chart.
VMBE (Maximum Brake Energy Speed)
The maximum speed on the ground where by the brakes can absorb all the energy required to
stop the aircraft at a given weight.
V1 ≤ VMBE
VMU (Minimum Unstick Speed)
The minimum speed at which the aircraft can be made to lift-off the ground, and to continue
the take-off without any hazardous characteristics. FCOM 2.02.25 page 1 and 2 presents V2
Limited by VMU/VMCA tables.
VS1G (Stalling Speed)
The 1g stalling speed.
Green Dot Speed
The optimum engine-out operating speed in clean configuration. It corresponds to the best lift
to drag ratio.
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2.2
BASIS OF THE REGULATED TAKE-OFF WEIGHT (RTOW) CHART
a.
The JAA Certification rules determine the take-off procedures for the Airbus A320.
JAA ensure that in the event of an engine failure during take-off, it shall be possible
either to abandon or continue the take-off with full safety, having regard to the length
of the runway, stopway, clearway, second segment climb and obstacles in the take-off
flight path, for the prevailing wind, temperature and pressure altitude.
b.
Compliance with the Certification Rules is ensured by the use of the appropriate
Regulated Take-off Weight (RTOW) chart and the associated V1, VR and V2 speeds.
c.
The RTOW is based on the following assumptions:









Engine failure one second prior to V1. Action taken at V1.
The engine failure procedure detailed below.
A smooth, hard-surfaced runway.
Actual runway condition.
No reverse thrust credit (dry runway only).
Air Conditioning OFF.
Anti Ice OFF.
Optimized V1/VR (0.84 to 1.00) to maximize take-off weight for GO/STOP
consideration.
Optimized V2/VS1G (1.13 to 1.35) to maximize take-off weight for second
segment and obstacle clearance considerations.
2.2.1
ENGINE FAILURE 1 SECOND BEFORE V1 (STOP)
a.
Engine failure occurs at VEF (1 second before V1).
b.
At V1, immediately reduce all thrust levers to IDLE and monitor autobrake operation.
Take over brake control with brakes if necessary.
c.
Ground spoilers are raised automatically (armed prior to take-off)
Note: If Autobrake is not used, maximum brakes should be applied simultaneously with the
reduction of thrust levers. Minimum stopping distance can only be actioned if the
pedals are kept fully depressed until the aircraft comes to a stop.
Use maximum reverse thrust when the performance takes benefit of the reverse thrust
effect. (Even though the RTOW chart may not actually take it into account for dry
runways).
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Selection of MAX mode autobrake before takeoff will improve safety in the event of an
aborted takeoff. When takeoff is aborted, the autobrake system will apply maximum
braking as soon as the thrust levers are brought to idle which represents a single
action done without delay.
2.2.2
ENGINE FAILURE AT V1 (GO)
a.
Continue acceleration one engine inoperative to VR, initiate rotation reaching V2 at
35ft.
Retract landing gear as soon as positive rate of climb has been established.
Continue Climb-out at speed V2 to acceleration altitude.
Aircraft is flown level; flaps are retracted as aircraft accelerates to green dot speed.
On reaching greed dot speed, MCT flashes and the pilot moves the thrust lever on the
live engine to MCT. This satisfies the 10-minute regulatory limitation on TOGA
thrust.
b.
c.
d.
e.
Note: Where reduced thrust takeoff is performed, even though single engine takeoff
performance is met with reduced thrust, consider selecting full thrust after engine
failure having first ensured aircraft stabilization.
2.2.3
TAKE-OFF FLIGHT PATH – ENGINE FAILURE AT V1
a.
Regulations demand that the actual take-off weight must permit minimum regulatory
climb gradients to be complied with to reach 1500 AAL, or higher for obstacle
clearance. The different phases of this take-off flight path are called segments.
b.
The regulatory take-off flight path, in case of an engine failure extends:


From the point the aircraft passes through the screen height.
Up to 1500 feet above the take-off surface or higher for obstacle clearance.
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c.
Two kinds of take-off flight paths have to be distinguished:


Gross Flight Path
Net Flight Path
Note: The point 0 indicates the 35ft point on the flight path
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Gross Flight Path
Gross Flight Path (demonstrated) performance is the performance the operator can expect to
achieve, when the aircraft is flown to the manufacturers recommended procedures.
Net Flight Path
Net Flight Path performance represents the gross flight path performance degraded by legally
specified amount. This is a function the number of engines (0.8% for a twin engine aircraft
taking-off). Obstacle clearance calculations are based on the Net Flight Path. For enroute
engine failure (drift down procedures), climb capability is degraded by 1.1%.
Note: The net flight path begins at 35ft for dry, wet and contaminated runways .Therefore
when taking off from a wet or contaminated runway, you may only clear close in
obstacles by 15ft. care should be taken to avoid close in obstacles.
Screen Height
This is a regulatory reference height, used for take-off performance determination.



2.2.4
It is measured at the end of the Take-off Distance (End of the runway).
The screen height value depends on the runway condition. On dry runway it is
equal to 35 feet. On wet or contaminated runway, the screen height can be
reduced to 15 feet.
On take-off with engine failure the aircraft must be capable reaching this point at
a speed of V2.
CLIMB GRADIENT REQUIREMENTS
2.2.4.1 First Segment
From the beginning of the take-off flight path, 15 or 35 feet above the take-off surface (end of
TOD) to the point at which the gear is fully retracted. Regulations require that the climb
gradient be positive for a two engine aircraft, with one engine out.
2.2.4.2 Second Segment
a.
From the point at which the gear is fully retracted to the altitude at which the flaps
and slats start being retracted (level-off height).
b.
It is a climb phase defined with the following assumptions:
 Engine failure at VEF (1 sec before V1), the remaining engine at take-off thrust
rating.
 Flaps/slats take-off configuration.
 Landing gear fully retracted.
 Constant speed phase (V2 speed).
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c.
air.
Twin-engine aircraft must be capable of a minimum climb gradient of 2.4%, in still
2.2.4.3 Third Segment (Level-off Height)
a.
This is the engine-out acceleration height, which must be at least 400 AAL, however
Yemen Airways has set 1500ft as a minimum first level-off segment. The acceleration
altitude maybe higher due to obstacle clearance requirements.
b.
The third segment is used to accelerate in level flight to the optimum speed, retracting
the flaps and slats to the clean configuration. The excess energy to accelerate must be
at least equivalent to that required to give a climb gradient of 1.2% (engine
inoperative).
c.
The maximum acceleration altitude is limited by the 10-minute TOGA thrust
limitation.
Note: The all engine acceleration altitude is the higher off; 1500ft, the engine-out
acceleration altitude on the takeoff chart, or the requirements of the noise abatement
procedure.
2.2.4.4 Final Take-off Segment
a.
This segment only exists if the thrust must be reduced to maximum continuous before
the aircraft reaches 1500 feet. It starts from the end of the third segment and ends
when the aircraft reaches 1500 feet above the take-off surface or more if required for
obstacle clearance.
b.
It is defined according to the following assumptions:



One engine failure at VEF speed, the remaining engine at take-off thrust rating.
Maximum continuous thrust rating thereafter.
Clean slats/flaps configuration
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2.3
YEMEN AIRWAYS REGULATED TAKE-OFF WEIGHT CHART
The Yemen Airways Regulated Take-off Weight (RTOW) chart gives for a range of weight
and winds:



2.3.4
The maximum takeoff weight, or highest flexible temperature.
Take-off speeds.
Limitation code.
WEIGHT ENTRY CHART DESCRIPTION
The RTOW chart is based on a Weight entry chart.
Note:
The takeoff weight is the sum of the weight entry and the delta weight.
2.3.2.1
Limitations Codes
Limit codes 1 – 9 detail the performance-limiting factors.
1. 1st segment
2. 2nd Segment
3. Runway length
4. Obstacle
5. Tyre speed
6. Brake energy
7. Maximum weight
8. Final take segment
9. VMU limited
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2.3.2.2
Corrections Due to Different Takeoff Conditions
Each RTOW chart is computed for a given set of conditions specified at the top of the chart
(QNH 1013, Air conditioning OFF, Anti-icing – OFF, ….). If the actual takeoff conditions
are different, pilots must apply corrections listed on the chart.
2.3.2.3
Description of the Corrections on the RTOW Chart
The corrections are presented on 4 lines
TVMC is a temperature value given per column as shown above. This is fictions value that
indicates the temperature above which speed are due to VMC limitation are VMC limited.
2.3.2.4
Minimum Speeds
Minimum V1 / VR / V2 due to VMC are provided on the bottom right side of the RTOW
chart. They are only applicable in case of speed corrections. These speeds are conservative,
they may be slightly higher than V1 / VR / V2 displayed on the take-off chart.
2.3.2.5
Operations Line-up Correction
Runway declared distances are corrected for operations line-up correction of 180°. However,
where performance limited, actual alignment allowance may be used. The following values
are based on a nose wheel steering angle of 75°.
TODA
TORA/ASDA
0° Entry
90° Entry
0m
0m
10.9 m
23.6 m
180° Entry
16.5 m
29.1 m
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2.3.3
SAMPLE RTOW CHART
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2.3.4
RTOW CHART DESCRIPTION
1
2
3
4
5
6
Aircraft Type
Engine Type
Airport Name & City Name
Runway Identifier
Program Version and Calculation Date
Conditions:
a.
b.
c.
d.
e.
7
Runway Characteristics
a.
b.
c.
d.
e.
f.
8
QNH – 1013.25 HpA
Air-Conditioning – OFF
Anti-icing – OFF
All reversers – Inoperative
Dry Check
Aerodrome elevation: Elevation of airport at Aerodrome reference point.
Take-off Run Available (TORA)
ISA Temperature
Take-Off Distance Available (TODA)
Runway Slope – Average slope, minus sign means down hill. The slope is
the different in altitude between runway ends.
Accelerated Stop Distance Available (ASDA)
Obstacle Data – This is the obstacle data used for performance calculations.
Distances are calculated from end of TORA in meters and height in feet above
runway end (i.e. end of TORA).
9
10
11
12
13
14
Runway Surface Condition
EOS10
Slat / Flap Configurations
Weight reference
Wind
Temperate, limiting codes, weight, increment / descent, speeds
Grade 1 / Grade 2 (refer to 2.9.2.1)
15
Wet corrections
16
QNH corrections
17
Air Conditioning Corrections
18, 19, 20
a.
Influence corrections – Refer to 2.3.2.3
b.
TREF & TMAX
c.
Minimum Acceleration Height / Maximum Acceleration Height
d.
Limitations Codes
e.
Minimum Speeds - Refer to 2.3.2.4
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2.3.5
OPTIMUM V2/VS1G
The RTOW tables are produced using a performance optimization procedure to give the best
possible take-off weight. This procedure may use improved climb performance and its
associated increase in speeds to increase take-off weight.


High Speeds - To increase maximum take-off weight or flexible temperature,
when climb, or medium to distant obstacle limited.
Low Speeds – To increase maximum take-off weight when field length limited,
close in obstacle limited, or brake or tyre speed limited. Or, when at maximum
flexible temperature (TMAX FLEX), and increased speed does not give any
benefit.
Note: At a given point on most charts (especially CONF 1+F), there is a transition from the
low-speed optimization to the high-speed optimization. The results in a large
increase in speed for a small change in weigh. This becomes quite noticeable around
190 to 200tons.
Where corrected take-off weight is in this region, consider using CONF 2 or 3 if there
is no significant loss in flex temperature. If electing to use CONF 1+F interpolation
of speeds is allowed, but not required, (speeds may be taken for the next higher
weight row).
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2.4
WET RUNWAY – CORRECTIONS FROM A DRY RUNWAY CHART
Definition - A runway is considered wet when the surface is covered with water, or
equivalent, - not exceeding 3mm - or when there is sufficient moisture on the runway surface
to cause it to appear reflective - shiny - but without significant areas of standing water.
2.4.1
THRUST REVERSERS OPERATIONAL
Where Both thrust reversers are available at the start of the take-off roll on a WET runway,
corrections are taken from the RTOW chart.
a.
Maximum Takeoff Wight limited
 Determine maximum take-off weight and associated speeds for a DRY runway.
Making applicable corrections (QNH, Air Conditioning & Anti-Ice).
 Reduce MTOW by the Wet runway max takeoff weight decrement, first line, left
of “/”.
 Reduce V speeds by the Wet runway speed correction, second line.
 Check corrected speeds against minimums presented on chart.
b.
Flexible Take-off
 Determine flex temperature, and speeds for DRY runway, making applicable
corrections (QNH, Air conditioning & Anti-Ice).
 Make Wet runway flex temperature correction, first line, right of “/”.
 Reduce V speeds by the Wet runway speed correction, second line.
 Check corrected speeds against minimums presented on chart. See note.
Note:
When take-off is with maximum flex, make the wet runway speed correction using the
speeds corresponding to the highest weight possible with TMAX FLEX.
If the corrected speeds are higher than the speeds calculated in normal conditions
(dry runway), retain these lower speeds.
2.4.2
THRUST REVERSERS INOPERATIVE
Where One or both thrust reversers are not available for take-off on a WET runway. Two
sets of tables are presented depending whether there is a clearway available or not (i.e TODA
is greater than TORA)
a.
Maximum Take-off Wight (MTOW) limited
 Determine maximum take-off weight and associated speeds for a DRY runway.
Making applicable corrections (QNH, Air conditioning & Anti-Ice).
 Subtract weight decrement from MTOW (next page).
 Subtract speed decrement from take-off speeds (next page).
 Check corrected speeds against minimums presented on chart.
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b.
Flexible Take-off
 Determine flex temperature, and speeds for DRY runway, making applicable
corrections (QNH, Air conditioning & Anti-Ice).
 Subtract flex decrement.
 Subtract speed decrements.
 Check corrected speeds against minimums presented on chart.
NO THRUST REVERSERS OPERATING (NO CLEARWAY)
NO THRUST REVERSERS OPERATING (WITH CLEARWAY)
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2.4.3
EQUIVALENT DEPTHS
The equivalent of a wet runway is one covered with or less than:
 2 mm (0.08 inch) slush.
 3 mm (0.12 inch) standing water.
 4 mm (0.16 inch) wet snow.
 15 mm (0.59 inch) dry snow.
Under these conditions, use the normal RTOW tables with wet runway corrections.
Additional Notes
The wet runway correction is based on a screen height of 15ft (even though the net flight path
starts at 35ft), due care should be taken if close-in obstacle limited. In such circumstances
obstacles may only be cleared by as little as 15 ft in the engine-out case.
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2.5
DETERMINATION OF MAXIMUM TAKEOFF WEIGHT & SPEEDS
a.
b.
c.
d.
Calculate the runway wind component (from wind graph Appendix A)
Enter the chart moving down the actual wind column. Reading the weight
corresponding to the actual OAT. This is your corrected Maximum Take-off Weight
Make corrections to the Maximum Take-off Weight for; (See flow chart, next page)
 QNH (from RTOW chart)
 Anti Ice ON (from the Appendix B),
 Wet runway (from RTOW chart)
Read take-off speeds for OAT, (minus WET runway speed correction if required).
NOTE For extrapolation of MTW using Grade 1 / Grade 2 – refer to 2.9.2.1.
End procedure
NOTE
Takeoff Wight is the sum of weight entry and delta weight.
2.5.1 TAKE-OFF WITH TOGA THRUST / TAKE-OFF WEIGHT IS LESS THAN
MTOW
Where the actual take-off weight is below MTOW, but a flexible take-off is not possible,
select the lower speeds of:
 Speeds for the OAT, (minus WET runway speed correction if required)
 Speeds associated to the Corrected Take-off Weight (minus WET runway speed
correction if required).
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2.5.2 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT & SPEEDS FLOW CHART
TOW, V1/VR/V2
FROM RTOW CHART
Actual wind and OAT
Takeoff configuration
NO
YES
AIR COND
AND/OR ANT I
ICE
CORRECTION
APPLY TEMP CORRECTION
FROM APPENDIX B.
NO SPEED CORRECTION
NO
WET
CORRECTION
YES
300kg
APPLY ∆ WEIGHT F ROM LINE 1
AND ∆ V1/∆ VR/∆V2 FROM LINE 2
YES
SPEED >
MINIMUM
SPEED (VMC
& VMU)?
OAT ≤
TVMC ?
YES
NO
NO
APPLY ∆ WEIGHT OM LINE 3 AND
∆ V1/∆ VR/∆V2 FROM LINE 4
YES
NO
QNH
CORRECTIO
YES
APPLY ∆ WEIGHT FROM LINE
AND ∆V1/∆VR/∆V2 FROM LINE 1
YES
SPEED > MINIMUM
SPEED (VMC &
VMU)?
OAT ≤
TVMC ?
NO
NO
APPLY ∆ TFLEX FROM LINE
3. NO BLEED CORR
MAXIMUM FLEXIBLE TAKEOFF WEIGHT
= FINAL WEIGHT
V1/VR/V2 AS CALCULATED
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2.5.2.1 Example of determination of MTOW and Speeds
DATA:







Sana'a:
Runway 18
Surface wind:
180/10
Temperature:
30°C
QNH:
1023 HPa
Runway:
Wet
Air Conditioning:
ON
AI:
OFF
Use CONF 1 for takeoff as weight is higher
Uncorrected data extracted from chart
WET correction MTOW
WET correction – speeds
Result
QNH correction MTOW
QNH correction – speeds
Result
AC ON correction MTOW
AC ON correction – speeds
Result
Anti-Ice correction MTOW
(from Appendix 1)
Anti-Ice correction – speeds
Final Result
64.1
155/55/56
- 1.3
-9 / -3 / -3
62.8
146-152-153
0
0 /0 /0
62.8
146-152-153
- 1.7
-2 / -1/ -1
60.1
144-151-152
NIL
(OAT > 10ºC)
NIL
60.1
144-151-152
CONF 1
Check that the minimum control speeds are not violated.
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2.6
FLEXIBLE TAKE-OFF
a.
When an aircraft takes off at a weight lower than the maximum permissible, the
aircraft can meet the required performance with reduced thrust. This is referred to
as FLEXIBLE TAKE-OFF and the reduced thrust is called FLEXIBLE TAKE-OFF
THRUST.
b.
The I A E V2500-A5 engine is flat rated up to ISA+31 at sea level. The
engine is limited for mechanical reasons in this region. When above TREF the
engine is limited by EGT, and the EPR is reduced so as not to overheat the engine.
The main reason for engine wear is excessive heat, and the best way of saving the
engine is to reduce the heat. This is done by reducing EPR, using a Flexible takeoff.
c.
The use of Flexible Take-off Thrust reduces thermal and mechanical stresses in
the engines while ensuring that the required level of performance is achieved. Any
amount of reduced thrust for take-off is desirable to reduce engine wear. The
greatest benefit is realized in the first 5% of thrust reduction, as this brings peak
EGT out of the most critical range, though thrust reduction in excess of 5% is still
of considerable benefit.
Note: Where the corrected flexible temperature is marginally below TREF, or
within 10 degrees of TREF or OAT, consideration should be given to
selecting the air- conditioning OFF or from the APU (Bleeds OFF), as this
may give an increase to flexible temperature. AC OFF corrections are
detailed on the RTOW chart. When not time constrained, consider using
longer intersection take-off positions or full runway length, to maximize flex.
Consider using maximum tail wind component on the RTOW chart to
reduce take-off speeds, whenever flexible temperature will not be affected.
2.6.1
DEFINITIONS
TREF
TREF is the flat rating temperature. It is a function of pressure altitude. TOGA
must be used where calculated flex temp is below TREF.
TREF is ISA+31°C (46°C at sea level).
The TREF for each airport is indicated on the RTOW chart (at the bottom of the chart).
TMAX
Maximum Outside Air Temperature (OAT) certified for take-off. Take-off with an
OAT above
TMAX is prohibited. This is to ensure that the MCT limit is not exceeded. TMAX is
ISA+40°C (55°C at sea level).
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TFLEX MAX
The Maximum assumed temperature for flexible take-off. This is to ensure that the
25% thrust reduction from the full rated take-off thrust is not exceeded.
TFLEX MAX is ISA+55°C (70°C at sea level).
2.6.2
a.
b.
c.
d.
e.
f.
g.
REQUIREMENTS
Take-off at reduced thrust is permissible only if the airplane meets all applicable
performance requirements at the planned take-off weight with the operating engines
at the thrust available for the assumed temperature.
Take-off at reduced thrust is allowed with any inoperative item affecting the
performance only if the associated performance shortfall has been included in the
take-off chart. Example, a specific RTOW chart produced, incorporating the
performance penalties.
Thrust must not be reduced by more than 25% of the full rated takeoff thrust.
The flexible take-off EPR cannot be lower than the Max Climb EPR at the same
flight conditions.
The FADEC takes the above two constraints into account to determine the flexible
EPR
The Above two constraints limit the maximum flexible temperature at ISA + 48
(63°C at seal level).
The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for
the final takeoff flight path computation (at ISA + 40).
The flexible temperature cannot be lower than the flat rating temperature, TREF*,
or the actual temperature (OAT).
Note: *TREF is a function of pressure altitude, read it on the RTOW chart (at the
bottom of the chart)..
Flex thrust must NOT be used when:





2.6.3
The flexible temperature is lower than the TREF or OAT.
When the runway is considered contaminated.
When Reported friction coefficient is below 0.40.
Windshear conditions.
When any device affecting performance is inoperative. And a specific RTOW
chart has not been computed for the specific MEL item. (Except for thrust
reversers).
FLEX TEMP - TAKE-OFF PROCEDURE
There is no change in the take-off procedure using flexible thrust take-off (refer to the table
below). In the event of an engine failure during take-off or initial climb-out, there is sufficient
thrust available at the reduced EPR setting to continue the take-off and meet all performance
requirements. However to increase the safety margin additional thrust may be selected by
advancing the thrust levers to the TOGA detent.
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Depending on environmental takeoff conditions, the following procedure is recommended:
2.6.4
DETERMINATION OF FLEXIBLE TEMPERATURE & SPEEDS
a.
Before determining the flexible temperature, calculate the maximum permissible
takeoff weight (see 2.5) and ensure that the actual takeoff weight from the Load sheet
is lower than the determined maximum takeoff weight.
Calculate the runway wind component (from wind graph - Appendix A).
Enter the RTOW chart weight column, with the actual takeoff weight crossing to the
actual wind component column ( 0 WIND or HEADWIND 10 KT as appropriate) and
record the Flexible temperature (maximum flexible temperature) and Speeds for
CONF 1+ F and CONF 2. Use the configuration that gives the highest flexible
temperature.
Apply corrections for flexible temperature:

With Non-standard QNH (from RTOW chart).

With Anti Ice ON (from Appendix A).

With Air conditioning ON (from RTOW chart).

For Wet condition (from RTOW chart).
Check the corrected flexible temperature (TFLEX) is:

Less than TFLEX MAX.

Greater than OAT.

Greater than TREF.
Read the associated speeds.
b.
c.
d.
e.
f.
End Procedure
Note:
When applying WET and QNH corrections, for flexible temperature less than
TVMC, make flex temperature correction first line, right of “/”.
For flexible temperature more than TVMC, make flex temperature correction
bellow the firs line, right of “/”. Refer to 2.3.2.3
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2.6.5
TAKE-OFF WITH TOGA THRUST, WHERE ACTUAL TOW IS LESS THAN
MAXIMUM PERMISIBLE TOW
In some cases when the actual takeoff weight is lower than the maximum permissible one but
no flexible takeoff possible (that is flexible temperature lower than TREF or OAT):
a.
b.
It is mandatory to use TOGA thrust.
Select the lower speeds of:
 Speeds for the OAT (minus WET runway speed correction if required),
 Speeds associated to the Corrected Take-off Weight (minus WET runway
speed Correction, if required).
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2.6.6 DETERMINATION OF FLEXIBLE TEMPRETURE & SPEEDS – FLOW
CHART
Actual wind and actual TO weight
NO
Takeoff Configuration
TFLEX, V1/VR/V2
FROM RTOW
CHART
AIR COND
AND/OR ANT I
ICE
CORRECTION
YES
YES
APPLY TEMP CORRECTION
FROM APPENDIX B.
NO SPEED CORRECTION
NO
YES
WET
CORRECTION
TFLEX≤TVM
C
?
YES
APPLY ∆ TFLEX F ROM LINE 1
AND ∆ V1/∆ VR/∆V2 FROM LINE 2
YES
APPLY ∆ TFLEX FR OM LINE 3 AND
∆ V1/∆ VR/∆V2 FROM LINE 4
NO FLEXIBLE TAKEOFF
POSSIBLE. SET TOGA
RETAIN THE SPEEDS
ASSOCIATED WITH THE
MTOW, OR THE SPEED
READ IN THE CHART FOR
THE ACTUAL WEIGHT, IF
THEY ARE ALL LOWER
NO
V2 >
MINIMUM V2
(VMU)?
NO
QNH
CORRECT
IO
YES
YES
TFLEX <
TVMC
APPLY ∆ TFLEX FROM LINE 1.
NO SPEED CORR
NO
NO
APPLY ∆ TFLEX FROM
LINE 3. NO BLEED
CORR
MAXIMUM FLEXIBLE TEMPRETURE
=
V1/VR/V2 AS CALCULATED
CHECK THAT FINAL TEMRETURE IS GREATEFR THAN
TREF AND OAT
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2.6.6.1 Example of determination of Flexible Temperature and Speeds
DATA: DRY RWY
 Sana'a:
 Actual; Takeoff weight:
 Surface wind:
 Temperature:
 QNH:
 Runway:
 Air Conditioning:
 AI:
Runway 18
60,000 kg
180/10
28°C
1023 HPa
Dry
ON
OFF
Use CONF 1 for takeoff as flexible temperature is higher (CONF 1+F=39, CONF
2=37).
MTOW
60
T. FLX
152/152/153
Speed
152/152/153
WET correction MTOW
WET correction T.FLX
WET correction – speeds
Result
QNH correction MTOW
QNH correction T.FLX
QNH correction – speeds
Result
AC ON correction MTOW
AC ON correction T.FLX
AC ON correction – speeds
Result
Anti-Ice correction MTOW
Anti-Ice correction T.FLX
Anti-Ice correction - speeds
Final Result
-1.0
-3
-11/-4/-4
59
36
141 / 148 / 149
0
0
0/0/0
59
36
141 / 148 / 149
-1.8
-5
-1 / -1 / -1
57.2
31
140 / 147 / 148
0
0
0/0/0
57.2
40
CONF
136
/ 1362/ 140
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T.FLEX: 31ºC
Check T FLEX
V1 = 140 kts, Vr = 147 kts, V2 = 148 kts
≤ T FLEX MAX
> OAT
> TREF
2.6.6.2 Example of determination of Flexible Temperature and Speeds
DATA:








WET RWY
Sana'a:
Actual; Takeoff weight:
Surface wind:
Temperature:
QNH:
Runway:
Air Conditioning:
AI:
Runway 18
180,000 kg
180/10
18°C
1023 HPa
Wet
ON
OFF
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Use CONF 2 for take-off as flexible temperature is higher
MTOW
T.FL
Speed
WET correction MTOW
WET correction T.FLX
WET correction – speeds
Result
QNH correction MTOW
QNH correction T.FLX
QNH correction – speeds
Result
AC ON correction MTOW
AC ON correction T.FLX
AC ON correction – speeds
Result
180
41
136 / 136 / 140
0
-2
-12 / -3 / -3
180
39
124 / 133 / 137
0
+1
0/0/0
180
40
124 / 133 / 137
0
-2
0/0/0
180
38
124 / 133 / 137
0
Anti-Ice correction MTOW
Anti-Ice correction T.FLX
Anti-Ice correction – speeds
Final Result
T.FLEX: 38ºC
Check T FLEX
V1 = 124 kts, Vr = 133 kts, V2 = 137 kts
≤ T FLEX MAX
> OAT
> TREF
0
0/0/0
180
38
124 / 133 / 137
CONF 2
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2.7
CONTAMINATED PERFORMANCE
2.7.1
DEFINITIONS
Refer to 2.1.2 in this Handbook
2.7.1.1 Equivalent Depths
a.
The equivalent of a wet runway is one covered with or less than:

2 mm (0.08 inch) slush.

3 mm (0.12 inch) standing water.

4 mm (0.16 inch) wet snow.

15 mm (0.59 inch) dry snow.
b.
Under these conditions, use the normal RTOW tables with wet runway corrections.
Equivalence between depth of slush and snow has been defined:

12.7 mm (1/2 inch) wet snow is equivalent to 6.3 mm (1/4 inch) slush.

25.4 mm (1 inch) wet snow is equivalent to 12.7 mm (1/2) slush.

50.8 mm (2 inches) dry snow is equivalent 6.3 mm (1/4 inch) slush.

101.6 mm (4 inch) dry snow is equivalent t0 12.7 mm (1/2 inch) slush.
c.
Under these conditions, use the contaminant RTOW chart for ¼ Slush.
NOTE:
section 2.5
For operations from contaminated runway refer to Ops Manual Part C
2.7.2
GENERAL
a.
Contaminant takeoff charts are stored in dispatch for most destination airports. Where
contaminant performance is not available, apply FCOM PER-TOF-CTA procedures.
b.
Take-off in slush depths greater than one half inch (13mm) are not approved due to
possible damage as a result of slush impingement on the airplane structure.
2.7.3
BASIS OF YEMENIA CONTAMINATED RTOW CHARTS
a.
The RTOW tables for contaminated runways are based on Certified Flight Manual
data and covers both stopping from the critical speed V1 with one engine inoperative
and with two engines operating. Continued take-off is based on achieving a screen
height of at least 15 feet by the end of the runway.
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b.
The data is based on:
•
•
•
•
•
•
•
The contaminant is a layer of uniform depth and density over the entire length
of the runway. There is reduced friction due to surface contamination
Anti-skid, spoilers, and reverser thrust are operational and ON.
There is increased drag due to the rolling resistance of the wheels
There is increased drag due to spray on the airframe and gears
One engine with reverse thrust for deceleration
Performance benefit of ‘Clearway’ NOT accounted for
Maximum thrust is used for takeoff
2.7.4 CROSSWIND
2.7.4.1 Operations from Dry, Damp or Wet Runways
The following crosswind recommendations apply on dry, damp, or wet runways. (Refer to
2.1.2 in this Handbook for Runway Conditions definitions).
A risk of hydroplaning exists if the runway is covered with rubber deposits and if the runway
is not grooved.
Maximum Takeoff Crosswind Limitation : 38 KT (Refer to AFM PERF-GEN pg 2)
2.7.4.2 Operations from Fluid Contaminated Runways
To optimize directional control during the low speed phase of the take-off and landing roll
and to take due consideration of the braking action given by the control tower, it is not
recommended to take off or to land with a crosswind component higher than :
* This is the maximum crosswind demonstrated for dry, damp and wet runway
**Equivalent runway condition (only valid for maximum crosswind determination)
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2.7.5 EQUIVALENT RUNWAY CONDITION
1 : Dry, damp or wet runway (less than 2mm water depth)
2 : Runway covered with slush.
3 : Runway covered with dry snow.
4 : Runway covered with standing water with risk of hydroplaning or wet snow.
5 : Icy runway or high risk of hydroplaning.
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2.8
AIRPORT DATA & EOSID’s
2.8.1
OBSTACLE DATA
a.
The obstacles analyzed in the RTOW chart are those positioned in the take-off flight
path as defined by the ICAO cone. This satisfies YCAR Ops takeoff cone
requirements.
b.
The cone is defined as starting with a half width of 90 meters at the end of the Takeoff Distance Available (TODA), and expanding at 0.125 times the distance from the
end of the
TODA to a maximum half width of 900 meters.
Note: Refer to Appendix C for the list of EOSID in the Yemen Airways network.
2.8.2
FLIGHT PATH WITH ENGINE FAILURE AT VEF
a.
When an engine failure occurs during takeoff, the obstacle clearance is based on the
“Engine-Out Standard Instrument Departure (EOSID)” or “Special EOSID”.
Engine failure procedures are based on engine failure at VEF (1 sec before V1) (or
after, but before initial turn on to SID), to avoid obstacles that have not been
considered in the analysis, and which would reduce the Regulated Take-off Weight,
or flex temperature if they were to be considered.
If engine failure occurs after initial turn onto SID, continue following the SID. At
airfields where such performance is not guaranteed, a SID specific decision point
procedure is developed.
If the engine out missed approach does not satisfy the constraints of the published
missed approach (gradient/height restrictions… refer to 3.5 in this Handbook). The
EOSID should be followed. If the EOSID is ‘standard’, do not turn until passing the
far end of the runway.
The heights of obstructions are modified to reflect climb gradient loss due to banking.
No gradient degradation is applied to a turn with a magnetic heading change less than
15°.
The procedures provide a min terrain clearance of 35ft in level flight, and 50ft during
a turn.
It is imperative that the turn be commenced at the proper time, distance or location as
specified in the instruction for each turn procedure. Turning too early, with the
subsequent reduction in the climb gradient, may well leave no clearance over close-in
obstacles in the vicinity of the airfield, and turning too late may take the aircraft
outside the area over which the terrain clearance performance has been calculated.
b.
c.
d.
e.
f.
g.
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2.8.3
ENGINE FAILURE IN VMC CONDITIONS
a.
Provided terrain clearance is not in doubt, and airplane weight and climb performance
are adequate, the pilot may:
•
Accept radar vectoring by ATC
•
Follow the departure route
•
Remain visually in the vicinity of the airfield
b.
If unable to assure the above conditions, the published EOSID or special EOSID
should be adopted.
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2.8.4
EOSID WORDING ABBREVIATIONS
Common abbreviations used in EOSID's and Special EOSID's:
LT
RT
ITCPT
PRCD
ABM
INBD
HDG
Track
DANAK
"SAA" 115.1
"FR" 297
15 DME
8.5 DME
R 010
15 DME R 010
QDM 345
QDR 020
Enter HLDG
Hold BTN
(075 INBD,RT)
(Additional Info.)
Left Turn
Right Turn
Intercept
Proceed
Abeam
Inbound (Outbound will not be written explicitly)
Heading, Magnetic course with three digits
True courseabove ground with three digits
Waypoint as published in AIP. Usually accompanied
by a distance and radial information to a Navaid.
Navaid in inverted commas, always followed by the
frequency with maximum one decimal Distance (NM)
from DME facility. No decimal
is shown if zero. Always followed by the Navaid with
frequency.
Radial information with three digits. Always followed
by the Navaid with frequency.
Combination of the above two pieces of information,
the DME information is provided first
Magnetic course towards the Navaid following this
information.
Magnetic course from the Navaid following this
information. Always three digits.
Holding (Omitted, if so far flight path description
ended at a Navaid). Hold between. Holding information
if no holding fix is available and the usual holding
pattern (5NM straight, see below) can't be used.
Holding pattern, showing heading and turn direction
at a holding fix. Only INBD information will be
provided.
Sometimes redundant additional information is
provided in brackets.
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2.8.5
ENGINE FAILURE SPEED SCHEDULE
a.
Engine failure procedures are based on an engine failure at V1 speed. If a engine fails
during takeoff after reaching V1 speed, following climb speeds shall be maintained:
•
•
At or below V2 speed → after liftoff follow SRS commands
Above V2 → Maintain SRS commanded attitude or the speed reached after
Recovery.
b.
The minimum speed must be at least V2
2.8.6
ACCELERATION ALTITUDE, BANK ANGLES & HOLDING PATTERN
a.
The standard acceleration altitude is 1500ft. It maybe higher due to obstacle clearance
requirements, or lower due to the 10 minute TOGA thrust limitation. It is rounded up
to the nearest 100 ft.
b.
Where a turn is required before reaching green dot speed, it is based on 15 degrees.
Thereafter a bank angle of 25 degrees is used.
c.
The engine failure holding pattern is based on 5NM legs with a 2NM radius turn.
There is a 3 NM buffer zone of protected airspace on each side of the intended
holding track.
2.8.7
EOSID (ENGINE OUT STANDARD INSTRUMENT DEPARTURE)
a.
b.
Climb straight ahead on runway track, until the acceleration altitude is attained.
Level off for flap/slat retraction, accelerate, and at the same time start a 15° banked
turn to the navigation aid specified in the EOSID.
Accelerate in level flight to green dot speed, which may be achieved prior to or after
reaching the NAVAID.
After flap/slat retraction, climb with MCT to desired altitude, continuing to follow
EOSID. Don’t stop climbing until completing at least one round in holding.
c.
d.
On the RTOW chart, the acceleration altitude, NAVAID and holding pattern together with the
word EOSID is provided.
Notes:
The EOSID guarantees obstacle clearance over the whole flight path, provided the
airplane continues climbing after flap/slat retraction for at least one round in the
holding pattern.
The Commander has to decide the safe altitude where climb will be finished for
further actions. The minimum levels or altitudes of the standard holding patterns as
shown on Instrument charts are valid only for ALL engines operating.
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Maximum continuous thrust (MCT) must be set after 10 minutes takeoff thrust
application, however may be used earlier but never before flap retraction is
completed.
2.8.7.1 Example: EOSID
(Based on sea level airport)
EOSID: LT 'FIX' 113.3 (270 INBD, RT)
Acceleration Altitude 1600 ft
EOSID Flight Path
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Obstacle clearance is assured within the shaded area.
Explanation:



Climb straight ahead on runway track until reaching acceleration altitude 1600
ft,
Level off for flaps/slats retraction, accelerate to green dot speed and at the same
time, make a left turn with 15º bank to the navaid “FIX” 113.3.
Enter the holding pattern (270 INBD Right turn).
2.8.8
SPECIAL EOSID
a.
Where a straight-out climb to the acceleration altitude does not provide obstacle
clearance, a Special ESOID will be defined. Unless otherwise specified, this
procedure does not affect the assumed climb technique but presents specific
navigational information. Therefore:

Climb straight ahead on runway track, until the time, height or location
specified for the start of the turn is reached.

At acceleration altitude, level off for flap/slat retraction and accelerate to green
dot speed.

After flap/slat retraction, climb with MCT to desired altitude, continuing to
follow Special EOSID.
b.
On the RTOW chart, the acceleration altitude, NAVAID(s) and holding pattern
together with the word Special EOSID is provided.
Notes
The Special EOSID guarantees obstacle clearance over the whole flight path,
provided the airplane continues climbing after flap/slat retraction for at least one
round in the holding pattern.
The Commander has to decide the safe altitude where climb will be finished for
further actions. The minimum levels or altitudes of the standard holding patterns as
shown on Instrument charts are valid only for ALL engines operating.
Maximum continuous thrust (MCT) should be set after 10 minutes takeoff thrust
application, however may be used earlier but never before flap retraction is
completed.
2.8.8.1 Example: Special EOSID
EOSID: At 3 DME 'FOX' 116.2 (600 ft QNH), RT to ITCPT R 270 'FOX' 116.2
When passing 1900 ft QNH, LT to 'FD' 350 (287 INBD, RT)
Acceleration Altitude 1500 ft QNH
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Explanation:
This Special; EOSID describes the following flight path:
At 3 DME from the navigation aid “FOX” 116.2, (or 600 ft QNH if DME “FOX” is
Inoperative), make a right turn and intercept the radial 270 from navaid “FOX” 116.2. Climb
on R270 until reaching the acceleration altitude 1500 ft QNH and accelerate for flap/slat
retraction to green dot speed.
After flap slat retraction continue climb with MCT. When passing 1900ft QNH left turn to the
navaid “FD” 350. Enter the holding pattern (3287 INBD”, RT) appropriate to the navigation
aid “FD” 350 using standard entry and holding procedures. Continue climb to desired altitude
for further action.
Obstacle clearance is assured within the shaded area.
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2.9
INTERPOLATION & EXTRAPOLATION
a.
Interpolation is allowed between consecutive lines and/or columns to determine an
accurate take-off weight, however a conservative weight may be extracted by using
the next highest weight and/or the more limiting wind component.
b.
For weights lower that the lowest presented weight on the RTOW chart, take-off
speeds are not to be extrapolated. i.e. read speeds for the lowest presented weight.
2.9.1
INTERPOLATION
Example: To interpolate to find the MTOW for an OAT of 30°C,
Interpolation of Wight
Weight
77.0
74.2
Temperature
25°C
49°C
Difference in temperature is: 49 – 25 = 24°C
Difference in weight is: 77.0 – 74.1 = 2,900 kg
The unit change in weight per 1°C is: 2,900 ÷ 24 = 120.8 kg/°C
30°C is 19°C below 49°C
With a delta weight of 120.8 kg/°C
19 °C represents 120.8 x 19 = 2295.2 kg
Adding this on to the weight value for 49°C
74,200 + 2295.2 = 76,495 kg
Maximum performance limiting take-off weight @ 30°C is 76,495 kg
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2.9.2
EXTRAPOLATION OF MAXIMUM TAKE-OFF WEIGHT
In some cases, it may happen that the first temperature value (displayed for the highest weight
entry) is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid
unnecessary weight penalties (especially MEL penalties). Use the Grade 1/Grade 2 gradients
provided at the bottom of the corresponding column.
2.9.2.1 Correction to Weight
Grad 1/Grade 2 are gradients provided for both sides of the flat rating temperature (TREF).
Grade 1 applies to temperature bellow TREF and Grade 2 applies above TREF.
Procedure
Read the lowest temperature in the appropriate wind column. (Lowest temperature equates
to highest mass entry).
Depending on the OAT, TREF, and “lowest temperature”, use one of the following 3
procedures.
a. Lowest temperature and OAT are above TREF
Obtain mass increment by multiplying Grad 2 by the difference in temperature between OAT
and the lowest temperature.
Add this mass increment to the maximum take-off weight calculated for the lowest
temperature in the chart.
b. Lowest temperature and OAT are below TREF
Obtain mass increment by multiplying Grad 1 by the difference in temperature between OAT
and the lowest temperature.
Add this mass increment to the maximum take-off weight calculated for the lowest
temperature.
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c.
Lowest temperature is above TREF, and OAT is below TREF
The weight increment is calculated in two steps.

Multiply Grad 2 by the temperature difference between the lowest temperature
and TREF.

Multiply Grad 1 by the temperature difference between TREF & OAT.
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3.
LANDING PERFORMANCE
3.1
DEFINITIONS
ACTUAL LANDING DISTANCE – DRY
The distance measured between a point 50 feet above the runway threshold and the point
where the aircraft comes to a complete stop.
Based on VAPP and VLS (1.23VS1G), with ground spoilers and antiskid operating, assuming
maximum pilot braking, and no reverse thrust.
REQUIRED LANDING DISTANCE – DRY
The Required Landing Distance is the Actual Landing Distance divided by 0.6, assuming the
surface is dry.
REQUIRED LANDING DISTANCE – WET
The Required Landing Distance – Wet, is the Required Landing Distance - Dry multiplied by
a factor of 1.15.
REQUIRED LANDING DISTANCE – CONTAMINATED
The Required Landing Distance – Contaminated, is at least the greater of the Required
Landing Distance – Wet, and 115% of the Actual Landing Distance – Contaminated.
NOTE:
Use of reverse thrust significantly reduces stopping distances on wet and
contaminated runways. The affect of reverse thrust on a dry runway is in the region of
2% at sea level.
3.2
BASIS OF LANDING WEIGHT DATA
The certification rules require that the landing weight must not exceed:
a.
b.
c.
The landing weight determined by runway length requirements. This is referred to as
the Landing Weight (Field Length Limit).
The landing weight determined by climb gradient requirements in the approach and
landing configuration. This is referred to as the Landing Weight (Approach Climb
Limit).
Design structural limits.
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3.2.1
REGULATORY REQUIREMENTS (YCAR-OPS 1.510, 1.515, 1.520)
3.2.1.1 Landing Weight – Field Length Limit
a.
YCAR Ops establishes two considerations in determining the maximum permissible
Landing Field Length Limit). The landing weight used for flight planning purposes
will not exceed:
i.
ii.
b.
The still air landing weight most favorable runway (longest runway).
The landing weight taking into account the forecast wind on shorter runways,
where due to anticipated conditions (wind direction, ATC or noise abatement
procedures) such a runway may be in use.
The allowable landing weight on the shorter runway is limited to the still air landing
weight on the longest runway.
c.
Where an operator is unable to comply with point (i) above… For a destination
aerodrome having a single runway, where landing depends upon a specified wind
component, an aeroplane may be dispatched if (two) 2 alternate aerodromes are
designated which permit full compliance.
d.
Where an operator is unable to comply with point (ii) above… For a destination
aerodrome, the aeroplane may be dispatched if an alternate aerodrome is designated
which permits full compliance.
3.2.1.2 Landing Weight - Approach Climb Limit
a.
“For instrument approaches with a missed approach gradient greater than 2.5% an
operator shall verify that the expected landing weight of the aeroplane allows a
missed approach with a climb gradient equal to or greater than the applicable missed
approach gradient in the one engine inoperative missed approach configuration and
speed.”
b.
“For instrument approaches with decision heights below 200 ft, an operator must
verify that the expected landing weight of the aeroplane allows a missed approach
gradient of climb, with the critical engine failed and with the speed and configuration
used for go-around of at least 2.5%, or the published gradient, whichever is greater.”
c.
Approach Climb weight is based on missed approach configuration, gear up, and
TOGA thrust.
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3.2.1.3 Landing weight - Landing Climb
a.
Landing Climb limit is the maximum weight at which a gradient capability of 3.2%
can be achieved under the following configuration: landing flaps, gear down, both
engines at maximum go-around thrust.
 Landing flaps
 Gear down
 Both engines at maximum go-around thrust.
This is never limiting on a twin engine jet aircraft.
3.2.1.4 Overweight Landing Requirements (JAR 25.1001 Subpart A)
In exceptional conditions, an immediate landing at a weight above the Maximum landing
weight is permitted, provided the pilot follows the abnormal overweight landing procedure.
The approach speed may be increased to 1.4 VS1G to improve the approach climb.
“The aeroplane meets the climb requirements of approach Climb gradient (2.1%) and
landing climb gradient at maximum takeoff-weight, less the actual or computed weight of the
fuel necessary for a 15 minute flight comprised of a takeoff, go-around, and landing at the
airport of departure”
3.3
YEMEN AIRWAYS LANDING WEIGHT PRESENTATION
The landing data is presented in TEMP ENTRY for landing configuration, CONF 3 and
CONF FULL and a range of winds:
a.
b.
c.
d.
e.
f.
The maximum landing weight (function of field length and approach climb).
Approach speed (used to calculate the maximum landing weight)
Limiting code
Required landing distance with medium autobrake (ALD) and maximum pedal
braking (RLD).
Corrections for the influence of WET condition, QNH and Air-conditioning.
VFA speed correction.
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3.3.1 RTOW LANDING DATA IS BASED ON THE FOLLOWING ASSUMPTIONS:
a. In the missed approach configuration, to maintain a 2.1% gradient in the engine out
scenario.
b. In the landing configuration, to maintain a 3.2% gradient in the all engine operating
scenario.
c. VLS+5 Final Approach Speed (VFA), and Go-Around
d. Air-conditioning OFF
e. Anti Ice OFF
f. QNH 1013.25 HPa
g. All reversers inoperative
h. Dry runway
i. Medium Autobrake (ALD); Maximum pedal braking (RLD)
3.3.2
CHART DESCRIPTION
LANDING PERFORMANCE DATA
CONF FULL
Final Approach
Speed
HEAD WIND
10 KT
Limit Code
Landing Confg
Wind
Max Landing
Weight
Max Landing
Distance - ALD
3.3.3
66
145
3
1485 / 2474
Max Landing
Distance - RLD
Chart Description
LIMITATION CODES
Limit 1 to 6 detail the landing performance limitation codes.
1 Max structural Weight
2 Landing Distance
3 Approach Climb
4 Landing Climb (never limiting)
5 Tire Speed
6 Brake Energy
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3.3.4
LANDING CHART DESCRIPTION
1.
2.
3.
Aircraft Type
Engine Type
a.
Airport Name
b.
City Name
c.
Runway Identifier
d.
Airport Elevation
e.
ISA Condition
f.
Runway Slope
4.
5.
Program Version and Calculation Data
Conditions
a.
QNH – 1013.25 HPa
b.
Air-Conditioning - OFF
c.
Anti-Icing - OFF
d.
All Reversers - Inoperative
6.
7.
8.
9.
10.
11.
EOSID (if applicable)
Runway Condition
Landing Configuration
Temperature Reference
Wind
a.
MLW
b.
Final Approach Speed
c.
Limit Code
d.
Maximum Landing Distance - ALD
e.
Maximum Landing Distance - RLD
12, 13 Wet Corrections
14.
QNH Corrections
15.
Air-Conditioning Correction
16.
VFA Correction – For landing weight less than the calculated figures
17.
ALD / RLD
18.
Delta Weight Corrections
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3.3.5
LANDING CHART
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3.4
CALCULATION OF MAXIMUM LANDING WEIGHT
3.4.1
LANDING CHART
Landing data takes in to account both field length, and 2.1% Approach Climb limitation.
3.4.1.1 Determination of Maximum Landing Weight – Flow Chart
LANDING PERFORMANC EFLOW CHART
Based on:
Enter the chart with OAT:
QNH
Air Conditioning OFF
Anti-ice OFF
All Reversers Inoperative
Runway Dry
Landing Distance (ALD/RLD).
Read Maximum Landing Weight
Final Approach Speed
Limiting Code
Landing Distance (ALD/RLD)
Wet Correction
Using WET influence correction: Subtract wet correction from the MLW
Pressure Correction
Use the QNH influence correction: Subtract or add weight correction to the MLW
Air Conditioning
Use the Air Conditioning influence: Subtract weight correction
with Air Conditioning on
VFA Speed Corrections
Make the required VFA speed corrections in accordance
with actual landing weight
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3.5
ENGINE-OUT MISSED APPROACH (EOMA)
a.
The published missed approach is the preferable procedure to fly in the event of
missed approach. The following paragraphs define a procedure to allow the pilot
decide whether the constraints of the published missed approach are met in the single
engine scenario.
b.
The standard published missed approach is based on a climb gradient of 2.5% to a
specified final altitude. It does not include a level off segment for acceleration and
clean up. TOGA thrust is available for 10 minutes, and the aircraft must level off and
clean up within these 10 minutes).
c.
To follow the published missed approach, the following criteria must be met:
•
•
•
d.
Below maximum structural landing weight (66,000kg)
Published missed approach does not have a climb gradient greater than 2.5%
There are no positional constraints. i.e. must reach altitude X by position Y.
The EOSID must be used whenever:
•
•
Any one of the above criteria are not met.
Whenever the commander has doubt about the aircrafts climb performance.
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3.6
CONTAMINATED PERFORMANCE – LANDING
NOTE For landing on a contaminated runway also refer to Operations Manual Part C
Section 2.5
a.
Required Landing Distance on a contaminated runway is the greater of:


1.15 times the actual landing distance for the contaminant
Required Landing Distance Wet
b.
Required Contaminated Landing Distances are detailed under Appendix D (Refer to
definitions of contaminated runways under 2.1.2).
c.
When landing on a contaminated runway ensure:





d.
Crosswind limitations are observed.
Approach at normal speed.
Use maximum reverse thrust as soon as possible after touchdown.
Apply brakes normally with steady pressure.
Maintain directional control with the rudder as long as possible.
The presence of fluid contaminants (standing water, slush or loose) on a runway
adversely affects the braking performance (stopping force) by:


Reduces the friction force between the tires and the runway surface.
Based on:
- Tire tread condition (wear), and pressure
- Type of runway surface
Creating a fluid layer between the tires and the runway surface, thus
reducing contact area, and increases the risk of hydroplaning.
e.
The presence of fluid contaminants also positively contributes to the stopping force
by:
 Resisting the wheels forward movement (displacement drag).
 Creating a spray pattern that strikes the landing gear and airframe
(impingement drag).
3.6.1
LANDING ON SLIPPERY RUNWAYS
If µ is less than 0.20 treat the runway as a slippery. Landing on a slippery runway is not
approved.
3.6.2
LANDING ON ICY RUNWAYS
Not approved
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3.6.3
AUTOMATIC LANDING
a.
Regulation defines the required landing distance for automatic landing as the actual
landing distance in automatic landing multiplied by 1.15. This distance must be
retained for automatic landing whenever it is greater than the required landing
distance in manual mode.
For automatic landing, use the same required landing distances and corrections as for manual
landing (except as defined under "a" above).
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4.
TAKE OFF & LANDING WITH SYSTEM FAILURES
4.1
TAKEOFF
Takeoff charts taking into account MEL items (non-standard RTOW charts) can be
produced by Flight Operations Engineering. These will be issued when required and
are valid only for the duration of the intended flight. Therefore, any non-standard
RTOW charts brought onboard the aircraft should be removed by the crew at the end
of the flight.
IF an MEL item affecting performance occurs away from base, corrections to the
Maximum Takeoff Weight and Speeds may be obtained from the MEL. If
communication with Dispatch is possible (especially at performance limiting airfield),
a specific non-standard RTOW chart can be sent. However additional delays should
not be incurred while awaiting charts, and the aircraft may be dispatched by making
the appropriate corrections from the MEL.
4.2
LANDING
a.
For landing gear MEL failures, generic landing distance tables are presented on page
-----. Either flap setting may be used provided the approach climb gradient
requirements are met in the Approach Climb configuration.
In an emergency it is allowable to land on runways as short as the Actual Landing
Distance (no failure) multiplied by a landing distance coefficient associated with the
failure.
b.
Actual landing distances (with no failures) are detailed in (FCOM PER – LDG DIS\ILD). Make corrections to approach speed and actual landing distance for system
failures from FCOM PRO-ABN-80 Refer to Appendix D.
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5.
CRUISE PERFORMANCE
5.1
OPTIMUM, MAXIMUM & BUFFET ALTITUDE TABLES
a.
Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA. Optimum
altitude, altitude capability and 1.3g & 1.4g buffet margin altitudes are provided for
speeds of Mach 0.78 & Long Range and for various ISA deviations (see next page).
The altitude capability takes into account a 2% performance degradation. The altitude
capability is the lowest altitude based on:
i.
ii.
The ability to maintain the cruise speed at Cruise Thrust.
The ability to maintain a vertical speed of 300 ft/min at the cruise speed and
at Max Climb Thrust.
b.
For temperatures of ISA + 15°C and below the altitude capability is limited by the
Max Climb Thrust, and the actual thrust requirement to maintain cruise speed is
generally less than the Max Cruise Thrust limit. However, for temperatures greater
than ISA + 15°C, the altitude capability is limited by Max Cruise Thrust, thus the
ability to maintain speed or cruise level close to max altitude is very sensitive to
temperature variations.
5.1.1
OPTIMUM MAXIMUM & BUFFET ALTITUDE TABLES
Based on 2% performance degradation, CG of 33%, normal air-conditioning, & anti-ice OFF
Mach .78
Optimum altitude & Capability altitudes (Ref. PEP IFP Module)
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5.1.2 RATE OF CLIMB TABLE
As a rule of thumb: Ground Speed x Grad % = Ft/min
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APPENDIX A – WIND COMPONENT GRAPH
Wind Component Graph
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APPENDIX B – EFFECT ON QNH, BLEED AND ANTI-ICE
NOTE: * Corrections valid for OAT < 10 degree C
For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF
QNH FOR HIGH ALTITUDE OPERATIONS .
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APPENDIX D – LANDING PERFORMANCE
1.
ACTUAL LANDING DISTANCE
a.
Configuration Full
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b.
Configuration 3
2.
REQUIRED LANDING DISTANCE
a.
Manual Landing
Corrections on Landing Distance:
Wind
: per 10 kt tailwind adds 18%.
No Correction for headwind due to wind correction on approach speed.
Airport Elevation : per 1000 ft above seal level add 3%.
Forward CG
: add 2%
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3.
MANUAL LANDING WITH AUTOBARAKE
a.
Configuration Full
b.
Configuration 3
Note:
1. Max mode is not recommended for landing
2. Per 5 knot speed increment (and no failure) add 8% (all runways)
3. No correction for headwind due to correction on approach speed.
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