Performance Margins Paul Schmid Boeing Aerodynamics Engineering When an aircraft is dispatched in accordance with certification and operational regulations, there are some inherent margins included in the calculated takeoff and landing performance. Although it is not permitted to take advantage of these margins in order to increase the aircraft performance limit weight, it is of interest to be aware of the magnitude of these margins. This paper quantifies some of the margins in accelerate-stop distance, takeoff distance, minimum rate of climb, obstacle clearance, and landing distance on a 737-800, 747-400, and 777-200. Takeoff performance requires the consideration of a critical engine failure, the airport pressure altitude and ambient temperature, the runway slope, and the wind component along the runway (50% of the headwind or 150% of the tailwind). Accelerate-Stop Distance Prior to FAR Amendment 25-42 (JAR 25 Change 14) and FAR Amendment 25-92 (JAR 25 Change 16), the AFM accelerate-stop distance only considered an RTO associated with an engine failure on a dry runway, and no credit for the use of reverse thrust was permitted. The first amendment introduced the requirement to consider an RTO with all engines operating. The second amendment introduced the requirement for wet runway accountability. However, the wet runway acceleratestop distance can take credit for reverse thrust. Figure 1 outlines the calculation basis for the accelerate-stop distance. A mandatory 1-second interval between engine failure speed VEF and V1 is assumed, followed by a transition segment of approximately 3 seconds during which brakes are applied, throttles retarded, and the spoilers extended. The total time for this transition segment consists of the flight test–demonstrated pilot actions plus 2 seconds. If This article is presented as part of the 2007 Boeing Performance and Flight Operations Engineering Conference, providing continuing support for safe and efficient flight operations. Article 10 2007 Performance and Flight Operations Engineering Conference reversers are used in the calculation, a 1-second delay is assumed for the selection of the reversers followed by the demonstrated time for the reverser to deploy and to spin up to the commanded reverse thrust. The reverser deployment and spin-up time is airframe-engine dependent but is in the order of 5 to 8 seconds. Furthermore, it is assumed that reverse thrust is reduced to idle between 60 knots and 30 knots. Acceleration BR Transition* VEF V1 1 sec Stopping VB Stop ~3 sec Engine failure RTO Select Rev Full rev deploy rev C/B to idle at 60 kt Stop 1 sec Engine dependent BR V1 All-engine RTO Figure 1. Accelerate–stop distance calculation basis * Transition distance calculation is impacted by FAR amendment 25-42 and 25-92 (JAR 25 change 14 and 16). VB Stop Select Rev Full rev deploy rev C/B to idle at 60 kt Stop 1 sec Engine dependent The manner in which the additional 2 seconds of time in the RTO transition segment has been accounted for has changed over time and is summarized in Figure 2. Prior to 1981 one second was added to the second and third demonstrated pilot action (throttle cut and spoiler extension respectively), during which time the aircraft decelerated. In 1981 the FAA clarified that the intent of their policy was to provide a two-second distance allowance at the speed reached at the end of the demonstrated transition (VB). In Amendment 25-42 this distance allowance was redefined to be 2 seconds of continued acceleration after V1. The current certification regulations reflect Amendment 25-92 in which the distance allowance has become equal to 2 seconds at the V1 speed. The distance associated with this 2 seconds time for the 737-800, 777-200, and 747-400 is approximately 500 to 600 feet. The requirement to factor the headwind by 50% and the tailwind by 150% in takeoff performance calculations is intended to provide a margin for the possible variation of wind speed and direction during the takeoff. The magnitude of the acceleratestop distance margin associated with factoring a 10 knot headwind or tailwind is illustrated on Figure 3 for the 737-800, 777-200, and 747-400 at their respective maximum takeoff weight and sea level/30°C conditions. Relative to the scheduled AFM distance, shown in parenthesis, the actual distance is reduced by 5 to 6%. It is not uncommon for operators to conservatively use zero wind performance when operating into a headwind; this practice increases the distance margin to 10 to 12%. 10.2 Paul Schmid | Performance Margins 1 sec “Pre 1981” 707, 727, 737-100/-200 747-100/-200/-SP/-300 VEF “Post 1981” 757, 767, 747-400 737-300/-400/-500 Throttle Speed brakes Flt test transition 2 sec at VB VEVENT 2 sec continued acceleration Flt test transition VEVENT 2 sec at V1 VEF Amendment 25-92 737 NG, 757-300, 767-400, 777-300ER/-200LR, Typically –400 ft V1 Brakes Amendment 25-42 777-200/-300 3 sec (typical) Typically –100 ft Typically 150 ft Flt test transition Baseline Acceleration Transition Stopping Figure 2. Accelerate–stop transition segments SL/30°C No slope 737-800 CFM56-7826 MTOW (172,200 lb) F5 (AFM distance, ft) 430 390 790 777-200 Trent 892 MTOW (656,000 lb) F5 800 700 1,350 747-400 PW 4056 MTOW (875,000 lb) F10 800 700 1,400 Tailwind (9,130) Headwind (7,630) Headwind assumed zero (8,000) Tailwind (13,600) Headwind (11,150) Headwind assumed zero (11,740) Figure 3. Accelerate– stop margins; wind Headwind assumed accountability (10 knots), zero (11,900) dry runway Tailwind (13,540) Headwind (11,389) 10.3 2007 Performance and Flight Operations Engineering Conference As stated earlier, the regulations do not allow credit for the use of reverse thrust in determining the required accelerate-stop distance on a dry runway. The distance margin provided by the use of idle or maximum reverse thrust relative to the scheduled AFM distance on a dry runway is illustrated in Figure 4. For the 737-800 the effect of detent reverse is also included. The distance margins are 2 to 3% with idle reverse and 4 to 7% with maximum reverse. Note that the scheduled distance for the 737-800 and 777-200 is defined by the all-engine RTO, whereas the scheduled distance for the 747-400 is defined by the engine-failure RTO because the certification basis for the 747-400 did not require the consideration of an all-engine RTO. SL/30°C No wind/slope 737-800 CFM56-7826 MTOW (172,200 lb) F5 777-200 Trent 892 MTOW (656,000 lb) F5 Figure 4. Accelerate–stop margins; thrust reversers, dry runway 747-400 PW 4056 MTOW (875,000 lb) F10 8,000 Idle 160 2 Rev at Detent 290 Max 300 11,740 2 Rev at 4 Rev at All-engine RTO, no reverser Idle 350 Max 860 11,900 2 Rev at (AFM distance, ft) All-engine RTO, no reverser Idle 250 Max 410 Idle 220 Max 720 Engine fail RTO, no reverser On a wet runway, reverse thrust may be used to determine the accelerate-stop distance, but the calculated distance may not be less than the dry runway distance without reverse thrust. The effect of reverse thrust on the wet runway acceleratestop distance is illustrated in Figure 5. Note that the scheduled AFM distance for the 737-800 and 777-200 is defined by an engine-failure RTO and assumes credit for one reverser. The distance margins shown are therefore applicable only if there is no engine failure during the RTO. For the 747-400, the scheduled acceleratestop distance is defined by the dry runway distance, and distance margins relative to that dry runway distance are provided for an engine-failure RTO (two symmetric reversers) and all-engine RTO (four reversers) on a wet runway. By regulation the takeoff analysis must assume that the RTO occurs at V1. However, a high-speed RTO (greater than 100 knots) is rare and the decision to abort a takeoff earlier results in significant distance margins. Figure 6 illustrates that the acceleratestop distance is reduced by approximately 13% when the takeoff is aborted 10 knots prior to V1. 10.4 Paul Schmid | Performance Margins SL/30°C No wind/slope 737-800 CFM56-7826 MTOW (172,200 lb) F5 777-200 Trent 892 MTOW (656,000 lb) F5 747-400 PW 4056 MTOW (875,000 lb) F10 (AFM distance, ft) Engine fail RTO, 8,290 1 rev at max 2 Rev at max 90 11,800 2 Rev at max 230 11,900 2 Rev at max 4 Rev at max Engine fail RTO, 1 rev at max Engine fail RTO, dry runway 420 Figure 5. Accelerate–stop margins; thrust reversers, wet runway 830 SL/30°C No wind/slope 737-800 CFM56-7826 MTOW (172,200 lb) F5 777-200 Trent 892 MTOW (656,000 lb) F5 747-400 PW 4056 MTOW (875,000 lb) F10 8,000 V1 = 139 1,070 11,740 V1 = 152 All-engine RTO, V1B = 162 1,600 11,900 V1 = 148 (AFM distance, ft) All-engine RTO, V1B = 149 Engine fail RTO, V1B = 158 1,600 Takeoff Distance Figure 6. Accelerate–stop margins; RTO 10 knots prior to V1B, dry runway FAR Amendment 25-92 (JAR 25 Change 16) introduced the requirement to consider a wet runway for takeoff performance analysis. With an engine failure, the takeoff distance on a wet runway is defined to a 15-ft screen height rather than a 35-ft screen height. However, the wet runway takeoff distance cannot be less than the dry runway takeoff distance. Furthermore, with an engine failure the takeoff run is equal to the takeoff distance (i.e., no clearway credit). The requirement to factor the headwind and tailwind provides similar margins in takeoff distance as was shown for the accelerate-stop distance. Figure 7 illustrates that the wind factors provide approximately a 4% distance margins for a 10-knot 10.5 2007 Performance and Flight Operations Engineering Conference headwind/tailwind. If zero wind conditions are conservatively used to represent 10knot headwind conditions, the margin doubles to approximately 8%. SL/30°C No slope (AFM distance, ft) 737-800 CFM56-7826 MTOW (172,200 lb) F5 340 320 650 777-200 Trent 892 MTOW (656,000 lb) F5 500 450 950 Figure 7. Takeoff distance margins; wind accountability (10 knots), dry runway 747-400 PW 4056 MTOW (875,000 lb) F10 500 460 930 Tailwind (9,130) Headwind (7,240) Headwind assumed zero (8,000) Tailwind (13,600) Headwind (11,150) Headwind assumed zero (11,740) Tailwind (13,540) Headwind (11,380) Headwind assumed zero (11,900) Minimum Rate Of Climb The minimum climb capability of an aircraft during the takeoff phase is generally established by the regulatory minimum climb gradient at V2 speed with the critical engine inoperative and gear retracted (second segment). These minimum required gradients are 2.4, 2.7, and 3.0% for two-, three-, and four-engine aircraft respectively. Figure 8 quantifies the rate of climb for the 737-800, 777-200, and 747-400 at maximum takeoff weight, an ambient temperature of 30°C, and the pressure altitude at which they reach the minimum climb gradient. The left column for each model quantifies the rate of climb with the critical engine failed and V2 speed. The higher rate of climb for the 747-400 reflects the higher minimum gradient requirement for a quad (3%) versus a twin (2.4%). The second column illustrates the improvement in rate of climb if the critical engine fails sometime after V1 by which time the speed has increased to V2+15. The third column illustrates the rate of climb achieved without an engine failure. The relatively large increase in rate of climb of the twins relative to the 747-400 reflects a doubling of thrust rather than only a 33% increase in thrust. 3,000 • MTOW • OAT = 3°C 2,500 • PA = Altitude for minimum climb gradient 2,000 Rate of climb, 1,500 ft/min 1,000 500 Figure 8.Rate of climb capability second segment limit 10.6 0 737-800/CFM56-7B26 172,200 lb 777-200/Trent 892 656,000 lb 747-400/PW4056 875,000 lb EO V2 +15 EO V2 +15 AE V2 +15 Paul Schmid | Performance Margins Obstacle Clearance By regulation the net flight path, which begins at 35 ft above the takeoff surface, must clear all obstacles by 35 ft. This net flight path is the actual flight path reduced by a climb gradient equal to 0.8%, 0.9%, and 1.0% for two-, three-, and four-engine aircraft respectively. The difference between the gross and net flight path provides an ever increasing obstacle clearance margin with distance from brake release. This is illustrated for a 737-800 in Figure 9. If the engine were to fail 10 knots after V1 the gross flight path would improve as indicated. The gross flight path without an engine failure is also shown. 1,800 Nett FP, One-Eng-Inop, V2 Gross FP, One-Eng-Inop, V2 1,600 Gross FP, all Eng op, V2 + 15 1,400 Gross FP, engine fail @ V1 +10 1,200 Altitude, ft 1,000 800 • OAT = 30°C 600 • No runway slope, no wind • Alt = sea level • A/C off 400 • Forward CG, flaps 5 200 0 • Takeoff wt =172,200 lb (MTOW) 0 10,000 20,000 30,000 40,000 50,000 Figure 9. 737-800/CFM567B26 takeoff flight path 60,000 Distance from brake release, ft The increased obstacle clearance margin provided by factoring a 10-knot headwind is illustrated in Figure 10. Gross FP, tailwind unfactored 1,600 Nett FP, tailwind factored 1,400 Gross FP, tailwind factored 1,200 1,000 Altitude, ft 800 • OAT = 30°C 600 • Alt = sea level 400 • A/C off • No runway slope, 10 knot tailwind • Forward CG, flaps 5 200 0 • Takeoff wt =172,200 lb (MTOW) 0 10,000 20,000 30,000 40,000 50,000 Distance from brake release, ft 60,000 70,000 Figure 10. 737-800/ CFM56-7B26 takeoff flight path Note that on a wet runway, the takeoff distance may be defined by the engine-failure takeoff distance to a 15-ft screen height. In such a condition the obstacle clearance will be reduced by 20 ft. 10.7 2007 Performance and Flight Operations Engineering Conference Landing Distance and Runway Length Required The landing distance is defined by FAR/JAR 25.125 to be the horizontal distance to come to a complete stop from a point 50 ft above the landing surface, assuming • Airspeed at the runway threshold is VREF. • A level, smooth, dry, and hard surfaced runway. • Airport altitude and standard day temperature. • 50% of the headwind or 150% of the tailwind. • Maximum manual braking. • No reverse thrust. If the runway at the destination is forecast to be dry at the time of dispatch, FAR 121.195(b) and JAR-OPS 1.515(a) specify that the aircraft must come to a stop within 60% of the available runway length. Therefore, the dry runway length required is 1.67 (1/0.6) times the landing distance calculated per FAR/JAR 25.125. The landing distance provided in Boeing AFM/AFM-DPI includes this operational factor. If the runway at the destination is forecast to be wet at the time of dispatch, FAR 121.195(d) and JAR-OPS 1.520(a) specify that the runway length required is 115% of the required dry runway length. The landing distance provided in Boeing AFM/ AFM-DPI includes this operational factor. Note that FAR 121.195(d) and JAR-OPS 1.520(c) provide for a reduction in the 115% factor subject to additional flight test and operational approval on wet runways. The FAR do not differentiate between wet and slippery runway length requirements at the time of dispatch. However, JAR-OPS 1.520(b) specifies that the runway length be the greater of the required wet runway length or 115% of the contaminated runway landing distance. Figure 11 outlines the calculation basis for determining landing distance and the required runway length. The landing distance includes the flare from a 50-ft threshold to touchdown, a transition segment during which brakes are applied and spoilers extended, and a stopping segment. A flare time of approximately 4.5 seconds, established by flight test, results in a flare distance of 1,000 to 1,200 ft. A transition time of 1 second is assumed when the auto spoilers are armed, and 2 seconds if the spoilers are extended manually. The deceleration during the stopping segment assumes the maximum manual braking coefficient demonstrated in flight test on a dry runway. As discussed previously, the required runway length for a dry and wet runway are respectively 1.67 and 1.92 (1.67*1.15) times this calculated landing distance. When reverse thrust is used in the calculation of advisory landing distance, a 1 second delay to engage reversers is assumed, followed by the time it takes the reverser to deploy and spin up to the selected level. Furthermore, it is assumed that reverse thrust is reduced to idle between 60 knots and 30 knots. Figure 12 shows how the calculated landing distance for the 737-800 at maximum landing weight is affected by airplane braking coefficient (related to runway friction capability) and the use of reverse thrust, and how this distance compares to the scheduled AFM dry and wet landing field length. The 737-800 demonstrated an airplane braking coefficient of 0.38 on a dry runway, and a braking coefficient of 10.8 Paul Schmid | Performance Margins 0.20 is typical for a wet smooth runway. Boeing associates braking action reports of Good, Medium, and Poor with airplane braking coefficients of 0.20, 0.10, and 0.05 respectively. It is very evident from this data that a significant distance margin relative to the scheduled AFM distance is available for dry runway conditions. When the runway is wet (or braking action is good) the distance margin is less when no reversers are used, but is approximately the same as on a dry runway if reverse thrust is used. However, as the runway becomes more slippery, the distance margin ceases to exist even with credit for reverse thrust. Flare FAR/JAR 25 Landing Distance 50 ft Transition TD ~ 4 1/2 sec Stopping VB Stop 1 sec (AS) 2 sec (MS) Runway length required • Dry runway (AFM) * 1.67 * 1.15 • Wet runway (AFM) Select Rev Full rev deploy rev C/B to idle at 60 kt Stop 1 sec Figure 11. Landing distance calculation basis Engine dependent 14 • Landing Weight (MLW) = 146,300 lb • Max Manual Braking 12 No Reverse Thrust • Flaps 30, Approach Speed = Vref30 • Sea Level, Standard Temperature (15°C) Detent2rev 10 • No Wind, No Runway Slope Maximum rev Landing 8 distance, 1,000 ft 6 AFM wet LFL = 6,675 ft AFM dry LFL = 5,805 ft 4 2 Poor 0 0 0.05 Wet/good 0.1 0.15 0.2 Dry 0.25 Airplane Braking Coefficient 0.3 0.35 0.4 Figure 12. Landing distance, 737-800 10.9 2007 Performance and Flight Operations Engineering Conference Figure 13 quantifies the distance margins for the dry and wet runway conditions depicted on the previous figure. This presentation highlights the fact that some of the potential distance margin provided by the 1.67 and 1.92 factors must accommodate the adverse effects of higher approach and landing speed, ambient temperature above standard day, and negative runway slope, which are not included in the AFM landing distance. Nevertheless, adequate distance margins remain for dry and wet runway conditions. • MLW (146.300 lb) • Flap 30, VREF 30 • Max manual braking • No reverse thrust Actual 3485 Dry runway 2 Rev @ AFM distance, ft 5805 Detent 140 Max 150 VREF 30 + 5 215 60 ISA + 10°C 35 -1% slope 5070 Wet/good runway 2 Rev @ Figure 13. Landing distance margins, 737-800 10.10 Detent Max 510 550 VREF 30 + 5 305 95 ISA + 10°C 95 -1% slope 6675 (1.15* dry)