操作限制 operating limitation

航空发表于 2010-7-25 16:12:01

操作限制 operating limitation
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航空发表于 2010-7-25 16:12:16

A project supported by AIRBUS and the CAAC Date of the module • Table of contents • Flight operations duties • European Applicable Regulation • General • General aircraft limitations • Payload Range • Operating limitations • In flight performance • One engine inoperative performance • Flight planning • weight and balance A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off limitations 2 - Landing limitations Table of contents 1 - Take-off limitations A project supported by AIRBUS and the CAAC Date of the module 2 - Take-off distances and lengths available 3 - Take-off flight path 4 - Take-off data influence 5 - Maximum allowed take-off weight calculation 6 - Wet and contaminated runway 7 - Flexible take-off Table of Contents 1 - Take-off speeds A project supported by AIRBUS and the CAAC Date of the module  General principle : The most critical engine failure must be taken into account to insure take off. = engine whose failure has the most critical consequences on the control of the aircraft A project supported by AIRBUS and the CAAC Date of the module  In case of engine failure during take off: Abort take off 2 possibilities Take off with one engine inop In any case, the chosen manoeoeuvre must be done with safety margin A project supported by AIRBUS and the CAAC Date of the module  The aim of take off :  Provide lift to overcome weight weight 1/2 lift 1/2 lift L = ½  Va 2 S CL - Speed is necessary A project supported by AIRBUS and the CAAC Date of the module  The speeds used for take off are : INDICATED AIRSPEEDS (IAS) Limiting speeds Operating speeds A project supported by AIRBUS and the CAAC Date of the module  Limiting speeds : (FAR-JAR § 25.107) VSR (VS1g) : stall speed VMCG : minimum control speed on the ground VMCA : minimum control speed in flight (airborne) VMU : minimum unstick speed A project supported by AIRBUS and the CAAC Date of the module  VMU : definition -(FAR-JAR § 25.107) too important pitch angle : the rear of the aircraft can hit the ground is the lowest airspeed at and above which the aircraft can safely lift off the ground, and continue the take off without encountering critical conditions insufficient lateral control : the wing tip or the engine can hit the ground A project supported by AIRBUS and the CAAC Date of the module VMU (AEO)  VMU (OEI)  VMU : determination W FN L  AEO W L  FN OEI A project supported by AIRBUS and the CAAC Date of the module A project supported by AIRBUS and the CAAC Date of the module  The speeds used for take off are : INDICATED AIRSPEEDS (IAS) Limiting speeds Operating speeds A project supported by AIRBUS and the CAAC Date of the module  V1 Decision Speed  VR Rotation Speed  VLOF Lift Off Speed  V2 Take Off Climb Speed V1 VR VLOF V2 35 ft BR TAKE OFF SPEEDS (FAR-JAR § 25.107) A project supported by AIRBUS and the CAAC Date of the module  V1 : Take off decision speed chosen by the applicant : BR V1 VR VLOF V2 35 ft TAKE OFF SPEEDS (FAR-JAR § 25.107) Maximum speed at which it is possible to interrupt the take off in case of failure and also Minimum speed at which it is possible to follow on the take off in case of failure A project supported by AIRBUS and the CAAC Date of the module  V1 : Take off decision speed chosen by the applicant: BR V1 VR VLOF V2 35 ft TAKE OFF SPEEDS (FAR-JAR § 25.107) V V1 Speed If I am aware of a failure before V1 I can ... safely abort take off A project supported by AIRBUS and the CAAC Date of the module  V1 : Take off decision speed chosen by the applicant: BR V1 VR VLOF V2 35 ft TAKE OFF SPEEDS (FAR-JAR § 25.107) V1 V Speed If I am aware of a failure after V1 I MUST follow on take off with OEI : 35 ft from that point, I am sure to reach 35ft before the end of the take-off distance available A project supported by AIRBUS and the CAAC Date of the module  V1 : Take off decision speed chosen by the applicant: BR V1 VR VLOF V2 35 ft TAKE OFF SPEEDS (FAR-JAR § 25.107) V1 V Speed If I am aware of a failure after V1 I MUST follow on take off with OEI : I am too fast to brake safely before the end of the accelerate-stop distance available A project supported by AIRBUS and the CAAC Date of the module Summary : In Operations, if the pilot is aware of a failure :  V1 : Take off decision speed chosen by the applicant: V1 stop continue before V1 after V1 BR V1 VR VLOF V2 35 ft TAKE OFF SPEEDS (FAR-JAR § 25.107) A project supported by AIRBUS and the CAAC Date of the module  V1 definition for flight tests VEF : Engine Failure speed During flight tests, the critical engine is made inoperative at VEF VEF  VMCG : the aircraft must remain under control to follow on the take off A project supported by AIRBUS and the CAAC Date of the module  V1 definition for flight tests VEF : Engine Failure speed During flight tests, the critical engine is made inoperative at VEF V1 = VEF+ speed gained during the time necessary to recognize the failure and react to it Actual VEF V1 engine failure Failure recognized Pilot ready to act About 1 s. A project supported by AIRBUS and the CAAC Date of the module  V1 : limits VMCG VEF V1 VMBE VR VMBE : Maximum Brake Energy Speed (maximum speed for full braking to a complete stop) A project supported by AIRBUS and the CAAC Date of the module  V1 : Decision Speed  VR : Rotation Speed : the pilot pulls the stick to set the take off attitude V1 VR VLOF V2 35 ft BR TAKE OFF SPEEDS (FAR-JAR § 25.107) A project supported by AIRBUS and the CAAC Date of the module  VR : limits VR may not be less than V1 1.05 VMCA the speed that allows reaching V2 before reaching a height of 35 ft a speed that, if the aeroplane is rotated at its maximum practicable rate, will result in a satisfying VLOF A project supported by AIRBUS and the CAAC Date of the module  V1 : Decision speed  VR : Rotation speed  VLOF : Lift off speed : at which the aircraft first becomes airborne V1 VR VLOF V2 35 ft BR TAKE OFF SPEEDS (FAR-JAR § 25.107) A project supported by AIRBUS and the CAAC Date of the module  VLOF : limits when lift off is limited by the geometry of the aeroplane, or by elevator power, the margins may be reduced to 1.08 and 1.04 may not be less than 1.10 VMU (AEO) 1.05 VMU (OEI) may not be higher than VTIRE = maximum speed for tires resistance A project supported by AIRBUS and the CAAC Date of the module  V1 : Decision Speed  VR : Rotation Speed  VLOF : Lift Off Speed  V2 : Take off climb Speed : V2 must be reached at least at 35 ft height V1 VR VLOF V2 35 ft BR TAKE OFF SPEEDS (FAR-JAR § 25.107) A project supported by AIRBUS and the CAAC Date of the module  OEI Take off :  V2 must be maintained until reaching the acceleration height (400 ft minimum)  AEO Take off :  the climb speed is 10 to 15 kt higher than V2  V2 : must be reached at least at 35 ft above TO surface A project supported by AIRBUS and the CAAC Date of the module  V2 : limit is the greater of 1.2 VS or 1.13 VS1g (before oct 2000) 1.1 VMCA V2  V2min A project supported by AIRBUS and the CAAC Date of the module SUMMARY V1 VR VLOF V2 35 ft VMCG VEF VMBE 1.05 VMCA 1.10 VMU(AEO) 1.05 VMU(OEI) VTIRE 1.2 VS 1.1 VMCA V1 VR V2 on the take off card TAKE OFF SPEEDS (FAR-JAR § 25.107) A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off speeds 2 - Take-off distances and lengths available 3 - Take-off flight path 4 - Take-off data influence 5 - Maximum allowed take-off weight calculation 6 - Wet and contaminated runway 7 - Flexible take-off Table of Contents A project supported by AIRBUS and the CAAC Date of the module  Distances relative to take off :  TOR : Take Off Run (§ 25.113)  TOD : Take Off Distance (§ 25.113)  ASD : Accelerate Stop Distance (§ 25.109) A project supported by AIRBUS and the CAAC Date of the module  All Engines Operating  One Engine Inoperative 1.15 TORAEO TOROEI TOR is the greater of : 35 ft BR VR VLOF V2 TORAEO AEO TOR : Take-Off Run (FAR-JAR § 25.113) 35 ft BR VR VLOF V2 VEF V1 TOROEI AEO OEI A project supported by AIRBUS and the CAAC Date of the module  TORA : Take Off Run Available (JAR OPS 1.480) » rectangular area of concrete or asphalt used for take off and landing Runway Runway A project supported by AIRBUS and the CAAC Date of the module  TORA : Take Off Run Available TOR  TORA (JAR OPS 1.490) 35 ft A project supported by AIRBUS and the CAAC Date of the module TOD : Take Off Distance (FAR-JAR § 25.113) 1.15 TODAEO TODOEI TOD is the greater of :  All Engines Operating  One Engine Inoperative TODAEO 35 ft BR VR VLOF AEO V2 TODOEI 35 ft BR VR VLOF V2 VEF V1 AEO OEI A project supported by AIRBUS and the CAAC Date of the module  TODA : Take off distance available (JAR OPS 1.480) Runway + Clearway  Clearway : » rectangular area beyond the runway, » located on the same centerline, » not less than 500 ft wide, » not longer than 50 % runway length » with a maximum upward slope of 1.25 % » no obstacles, threshold lights excepted 500 ft max. ½ RWY Clearway Runway A project supported by AIRBUS and the CAAC Date of the module  TODA : Take off distance available TOD  TODA (JAR OPS 1.490) 35 ft A project supported by AIRBUS and the CAAC Date of the module ASD : Accelerate Stop Distance (FAR-JAR § 25.109) ASDAEO ASDOEI ASD is the greater of :  All Engines Operating  One Engine Inoperative BR ASDAEO V1 +2s at V1 V=0 AEO Idle + Brakes BR ASDOEI VEF V1 +2s at V1 V=0 AEO Idle + Brakes OEI A project supported by AIRBUS and the CAAC Date of the module  ASDA : Accelerate Stop Distance Available (JAR OPS 1.480) Runway + Stopway Runway + Stopway  Stopway : » rectangular area beyond the runway, » located on the same centreline, » at least as wide as the runway » usable for decelerating the aircraft in case of aborted take off Runway Stopway A project supported by AIRBUS and the CAAC Date of the module  ASDA : Accelerate Stop Distance Available ASD  ASDA (JAR OPS 1.490) A project supported by AIRBUS and the CAAC Date of the module  SUMMARY : TOR  TORA TOD  TODA ASD  ASDA reported on airport chart by C.A. authorities TORA = runway length available TODA = runway length available + clearway if any ASDA = runway length available + stopway if any A project supported by AIRBUS and the CAAC Date of the module  Influence of V1 on : D V1 V1 min VR ASD TOD TOR given weight - Accelerate Stop Distance - Take Off Distance - Take Off Run A project supported by AIRBUS and the CAAC Date of the module D V1 V1 min VR ASD TOD TOR given weight Balanced distance ASD = TOD Basic V1 A project supported by AIRBUS and the CAAC Date of the module CWY D V1 V1 min VR ASD TOD TOR  for a given V1 : RWY SWY given weight A project supported by AIRBUS and the CAAC Date of the module A320/100  Temperature = +15°C  Sea level  TOW = 65 t  V2/VS1g = 1,20  No rwy slope  No wind  S/F = 1+F With V1/VR = 0.925 RWY = 2000 m CWY = 230 m 1700 2000 2300 2600 0.84 0.92 1 V1 / VR ASD TOD TOR TOW = 65 t D A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off speeds 2 - Take-off distances and lengths available 3 - Take-off flight path 4 - Take-off data influence 5 - Maximum allowed take-off weight calculation 6 - Wet and contaminated runway 7 - Flexible take-off Table of Contents A project supported by AIRBUS and the CAAC Date of the module A project supported by AIRBUS and the CAAC Date of the module A project supported by AIRBUS and the CAAC Date of the module BR 35 ft TO distance TO flight path Take-off path VEF Critical engine is made inoperative AEO OEI V2 minimum acceleration height = 400 ft End = the higher of : either - 1500 ft, or - the point where en-route configuration is achieved, with remaining engine(s) at MCT, and minimum climb gradient at green dot speed. A project supported by AIRBUS and the CAAC Date of the module Generally, the take-off path is divided into segments : the segments relate to the distinct changes in the configuration, thrust and speed the weight, configuration and thrust must correspond to the most critical condition prevailing on the segment the flight path must be based on the aeroplane's performance without ground effect The aeroplane is considered to be out of the ground effect when it reaches a height equal to its wing span. A320 : 111 ft A project supported by AIRBUS and the CAAC Date of the module BR VEF OEI Segments : AEO 35 ft MAXI TAKE-OFF THRUST Take-Off gear retraction 3s after Vlof 1 V2 gear fully retracted Slats/Flaps TO position 2 min. 400 ft 3 (acceleration) flaps retraction slats retraction (V>1,25 Vs) Green dot final 10 mn max after BR MCT 1500 ft At least..! A project supported by AIRBUS and the CAAC Date of the module  Minimum required climb gradient OEI (FAR-JAR § 25-121) The most limiting condition is often due to the 2nd segment Nb of engines 2 3 4 1st segment >0% 0.3% 0.5% 2nd segment 2.4% 2.7% 3% final segment 1.2% 1.5% 1.7% A project supported by AIRBUS and the CAAC Date of the module A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off speeds 2 - Take-off distances and lengths available 3 - Take-off flight path 4 - Take-off data influence 5 - Maximum allowed take-off weight calculation 6 - Wet and contaminated runway 7 - Flexible take-off Table of Contents A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Chosen parameters Zp and temperature Influence on engines and airspeed A project supported by AIRBUS and the CAAC Date of the module 15000 16000 17000 18000 19000 20000 21000 22000 23000 -10 -5 0 5 10 15 20 25 30 35 40 Zp = 0 Zp = 2000 Zp = 8000 daN CF6-50A t° Flat rating temperature Maximum Take-off thrust A project supported by AIRBUS and the CAAC Date of the module  mg = L = ½  S Va² CL  Va   The take off distances increase   when Zp or T°C  A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Zp and t°C  Wind  Head: 50% of effect  Chosen parameters Air Speed Ground Speed Wind TO Distances  A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Zp and t°C  Wind  Head: 50% of effect  Tail: 150% of effect  Chosen parameters Ground Speed Air Speed wind TO Distances  Max : 10kt (actual) A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Zp and t°C  Wind  Runway slope  -2% < slope < +2%  Chosen parameters slope < 0  take-off distance  ± 2 % slope > 0  take-off distance  (downwards) (upwards) A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Zp and t°C  Wind  Runway slope  Runway condition  Wet or equivalent  Contaminated (see special chapter later)  Chosen parameters A project supported by AIRBUS and the CAAC Date of the module Wet or equivalent contaminated - Water - Slush - Wet snow - Dry snow - Compacted snow < 3mm < 2mm < 4mm < 15mm 3 to 13 mm 2 to 13mm 4 to 25mm 15 to 51mm all thickness 2 à 13mm Wet and contaminated runway A project supported by AIRBUS and the CAAC Date of the module  Chosen parameters  Flaps/Slats  Sustained parameters  Zp and t°C  Wind  Runway slope  Runway condition A project supported by AIRBUS and the CAAC Date of the module 60 65 70 75 80 85 90 0.84 0.92 1 TORA 1+F TORA 2 m(t) V1/VR Flaps/slats influence on “runway” limitation A320/200  Temperature = +20°C  Sea level  Runway: 2300m  SWY: 100m  CWY: 0m  V2/Vs1g = 1,21  Slope = 0%  Wind = 0 A project supported by AIRBUS and the CAAC Date of the module 60 65 70 75 80 85 90 0.84 0.92 1 TORA 1+F TODA 1+F TODA 2 TORA 2 m(t) V1/VR Flaps/slats influence on “runway” limitation A320/200  Temperature = +20°C  Sea level  Runway: 2300m  SWY: 100m  CWY: 0m  V2/Vs1g = 1,21  Slope = 0%  Wind = 0 A project supported by AIRBUS and the CAAC Date of the module 60 65 70 75 80 85 90 0.84 0.92 1 ASDA 1+F TORA 1+F TODA 1+F ASDA 2 TODA 2 TORA 2 m(t) V1/VR 73t5 0.97 Flaps/slats influence on “runway” limitation A320/200  Temperature = +20°C  Sea level  Runway: 2300m  SWY: 100m  CWY: 0m  V2/Vs1g = 1,21  Slope = 0%  Wind = 0 1+F 2 A project supported by AIRBUS and the CAAC Date of the module 60 65 70 75 80 85 90 0.84 0.88 0.92 0.96 1 2 sgt 1+F 2 sgt 2 m(t) V1/VR Flaps/slats influence on “climb requirements” limitation A320/200  Temperature = +20°C  Sea level  Runway: 2300m  SWY: 100m  CWY: 0m  V2/Vs1g = 1,21  Slope = 0%  Wind = 0 A project supported by AIRBUS and the CAAC Date of the module A320/200  Temperature = +20°C  Sea level  Runway: 2300m  SWY: 100m  CWY: 0m  V2/Vs1g = 1,21  Slope = 0%  Wind = 0  Obstacle :  Height = 260ft  Distance = 6450m 60 65 70 75 80 85 90 0.84 0.88 0.92 0.96 1 2 sgt 1+F Obst. 1+F 2 sgt 2 Obst. 2 m(t) V1/VR Flaps/slats influence on “climb requirements” limitation A project supported by AIRBUS and the CAAC Date of the module  Chosen parameters  Flaps/Slats  V1/Vr ratio  Sustained parameters  Zp and t°C  Wind  Runway slope  Runway condition A project supported by AIRBUS and the CAAC Date of the module  Chosen parameters  Flaps/Slats  V1/Vr ratio  V2/VSR ratio  Sustained parameters  Zp and t°C  Wind  Runway slope  Runway condition A project supported by AIRBUS and the CAAC Date of the module m(t) V2/Vs 130 140 150 160 170 1.2 1.25 1.3 1.35 Runway 2 Sgt Obstacles tires A 300-600  Temperature = +30°C  Pressure Altitude = 5000ft  Runway: 3000m  Slope = 0%  Flaps = 0°  Wind = 0  Close Obstacle V2/Vs influence: Take-off optimization 1.23 149t A project supported by AIRBUS and the CAAC Date of the module V2min V2max 35 ft V2/Vs influence : « Close obstacle » V2/VSR   2nd segment gradient  A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off speeds 2 - Take-off distances and lengths available 3 - Take-off flight path 4 - Take-off data influence 5 - Maximum allowed take-off weight calculation 6 - Wet and contaminated runway 7 - Flexible take-off Table of Contents A project supported by AIRBUS and the CAAC Date of the module  The lowest of :  Maximum take off design (structural) weight  Maximum take off weight due to performance  Runway limitation  Take off climb requirement limitation Obstacle limitation  Tires limitation  Brakes limitation MAXIMUM ALLOWED TAKE OFF WEIGHT (RTOW) A project supported by AIRBUS and the CAAC Date of the module A 320/200  Temperature = +20°C  Sea Level  RWY : 2300m  SWY : 100m  CWY : 0m  V2/Vs1g = 1,21  No rwy slope  No wind  S/F = 1+F Runway limitation calculation 60 70 80 90 0,84 0,92 1 V1/VR m 70,3 t 0,974 ASDA TODA TORA A project supported by AIRBUS and the CAAC Date of the module A 320/200  Temperature = +20°C  Sea Level  RWY : 2300m  SWY : 100m  CWY : 300m  V2/Vs1g = 1,21  No rwy slope  No wind  S/F = 1+F Runway limitation calculation V1/VR m 60 70 80 90 0,84 0,92 1 ASDA TODA TORA 0,952 72 t A project supported by AIRBUS and the CAAC Date of the module BR Vef Segments 1 2 3 (acceleration) V2 final Gross TO flight path 1500 ft Gear retracted 3s after Vlof Gear fully retracted Flaps T.O conf. 10 mn max after BR flaps retraction one engine inoperative Maxi Cont. All eng. Maxi Take off thrust Slats retraction Green dot Take-off “climb requirements” limitation calculation A project supported by AIRBUS and the CAAC Date of the module Twinengined Threeengined Fourengined 1st segment > 0% 0.3% 0.5% 2nd segment 2.4% 2.7% 3% final 1.2% 1.5% 1.7% Acceleration height  400ft Take-off “climb requirements” limitation calculation A project supported by AIRBUS and the CAAC Date of the module 70 75 80 85 90 95 100 105 110 0.84 0.88 0.92 0.96 1 1 sgt 2 sgt FTO m(t) V1/VR  A 320/200  Temperature = +20°C  Sea Level  RWY : 2300m  SWY : 100m  CWY : 0m  V2/Vs1g = 1,21  No rwy slope  No wind  S/F = 1+F Take-off “climb requirements” limitation calculation A project supported by AIRBUS and the CAAC Date of the module D E/2 b/2 B/2 35ft height planned flight path Start of departure sector = end of TODA Departure sector (obstacles limitations) - JAR OPS 1.495 b/2 = 60m +½ wing span  90 m E/2 = b/2 + 0.125 D  B/2 “Obstacle” limitation calculation A project supported by AIRBUS and the CAAC Date of the module  B/2 values Track change 15° Track change >15° Other conditions 300m 600m 600m 900m Navigation with accuracy Navigation with accuracy Other conditions A project supported by AIRBUS and the CAAC Date of the module CCAR121.189  Take the smaller(For turbo jet aircraft): 1. E/2=90m+0.125D  B/2 2. B/2 Value 300m 600m 600m 900m VFR IFR VFR IFR Track Change  15 Track Change > 15 A project supported by AIRBUS and the CAAC Date of the module FAR121.189 A project supported by AIRBUS and the CAAC Date of the module Take off flight path (obstacles limitations) - JAR OPS 1.495 LF Vef Segments 1 2 3 (acceleration) V2 final Net TO flight path Gross TO flight path 1500 ft Flaps T.O conf. flaps retraction one engine out Maxi Continu All eng. Maxi Take off thrust Slats retraction Net gradient = Gross gradient - gradient reduction Twin eng Three eng Four eng 0.8% 0.9% 1% A project supported by AIRBUS and the CAAC Date of the module Take off flight path (obstacles limitations) - JAR OPS 1.495 LF Vef Segments 1 2 3 (acceleration) V2 final Net TO flight path Flaps Gross TO flight path T.O conf. flaps retraction one engine out Maxi Continu All eng. Maxi Take off thrust Slats retraction Obstacle envelope : 35 ft margin 1500 ft A project supported by AIRBUS and the CAAC Date of the module  A 320/200  Temperature = +20°C  Sea Level  RWY : 2300m  SWY : 100m  CWY : 0m  V2/Vs1g = 1,21  No rwy slope  No wind  S/F = 1+F  Obstacle  Height = 260ft  Distance = 6450m 70 75 80 85 90 95 100 105 110 0.84 0.88 0.92 0.96 1 1 sgt 2 sgt FTO Obstacles m(t) V1/VR Take off flight path (obstacles limitations) - JAR OPS 1.495 A project supported by AIRBUS and the CAAC Date of the module  Straight track after take off : RTOW: 67310 kg  Acceleration height: 1150 ft minimum 2nd segment gradient: 4,6% Example : Take off - runway 14L - Marseille Take off data QNH = 993 hPa t°c = +25°C V2/Vs1g = 1,25 Conf: 1+F A project supported by AIRBUS and the CAAC Date of the module  Track change after take off  no track change allowed before the greater of:  1/2 wing span  50 ft above the end of the TORA  bank angle   15° up to 400 ft  15° bank angle  25° above 400 ft  Safety margin  50 ft when the bank angle > 15° A project supported by AIRBUS and the CAAC Date of the module  Track change after take off  Loss of net gradient 0.6% 15° Bank angle (°) Loss of gradient (%) 1% 10° 20° A project supported by AIRBUS and the CAAC Date of the module A project supported by AIRBUS and the CAAC Date of the module  Turn after take off: RTOW: 69180 kg  Acceleration height: 1300 ft minimum 2nd segment gradient: 4,25% Example : Take off - runway 14L - Marseille Take off data QNH = 993 hPa t°c = +25°C V2/Vs1g = 1,25 Conf: 1+F A project supported by AIRBUS and the CAAC Date of the module VLOF  VTIRES A320 : maxi tires speed = 195,5kt VLOFmax  Lmax  mgmax “Tyres” limitation V1  VMBE “Brakes” limitation A project supported by AIRBUS and the CAAC Date of the module 70 80 90 100 110 120 130 0.84 0.88 0.92 0.96 1 Tires Brakes m(t) V1/VR  A 320/200  Temperature = +20°C  Sea Level  RWY : 2300m  SWY : 100m  CWY : 0m  V2/Vs1g = 1,21  No rwy slope  No wind  S/F = 1+F  Obstacle  Height = 260ft  Distance = 6450m “Tires and Brakes” limitations A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off speeds 2 - Take-off distances and lengths available 3 - Take-off flight path 4 - Take-off data influence 5 - Maximum allowed take-off weight calculation 6 - Wet and contaminated runway 7 - Flexible take-off Table of Contents A project supported by AIRBUS and the CAAC Date of the module Definition A project supported by AIRBUS and the CAAC Date of the module Definition A project supported by AIRBUS and the CAAC Date of the module Definition A project supported by AIRBUS and the CAAC Date of the module Wet or equivalent contaminated - Water - Slush - Dry snow - Wet snow - Compacted snow - Ice < 3 mm < 2 mm < 4 mm < 15 mm 3 to 13 mm 2 to 13 mm 4 to 25 mm 15 to 51 mm All thickness All thickness 2 à 13mm Wet and contaminated runway Definition A project supported by AIRBUS and the CAAC Date of the module The take off distance, with one engine inoperative, on wet or contaminated runway ends when the aircraft reaches 15 ft above the runway surface Wet and contaminated runway (JAR 25.113 Subpart B) regulation V1 VR VLOF V2 15 ft BR Vef AEO OEI TOD OEI A project supported by AIRBUS and the CAAC Date of the module The take off run, with one engine inoperative, on wet or contaminated runway is equal to TODOEI Wet and contaminated runway (JAR 25.113 Subpart B) Regulation V1 VR VLOF V2 15 ft BR Vef AEO OEI TOR OEI A project supported by AIRBUS and the CAAC Date of the module  VMCG: (only for contaminated runway) VMCG(Contaminated) = VMCG(dry) + 4 kt Wet and contaminated runway regulation A project supported by AIRBUS and the CAAC Date of the module V1/VR D 1 TOD OEI Wet TOD OEI dry ASD dry ASD wet wet dry Balanced distance Wet and contaminated runway Regulation A project supported by AIRBUS and the CAAC Date of the module net flight path 35 ft end of TODwet 15 ft 35 ft reduced safety margin Wet and contaminated runway (IEM JAR OPS 1.495(a)-2) regulation A project supported by AIRBUS and the CAAC Date of the module IEM OPS 1.495(a) Take-off obstacle clearance  JAR-OPS 1.495(a) specifies that the net take-off flight path, determined from the data provided in the Aeroplane Flight Manual in accordance with sub-paragraphs 1(a) and 1(b) above, must clear all relevent obstacles by a vertical distance of 35ft. When taking off on wet or contaminated runway and an engine failure occurs at the point corresponding to the decision speed (V1)for a wet or contaminated runway,this implies that the aeroplane can initially be as much as 20ft below the net take-off flight path in accordance with sub-paragraph 1 above and,therefore, may clear close-in obstacles by only 15 ft. A project supported by AIRBUS and the CAAC Date of the module IEM OPS 1.495(a) Take-off obstacle clearance  When taking off on wet or contaminated runways, the operator should exercise special care with respect to obstacle assessment ,especially if a take-off is obstacle limited and obstacle density is high.  IEM-Interpretative/Explanatory Material (IEM) helps to illustrate the meaning of a requirement. A project supported by AIRBUS and the CAAC Date of the module Composition and Effect 1. There is a clear separation in the effect of contaminants on the aircraft performance in hard and fluid contaminants  Hard contaminants are : Compacted snow and ice  Fluid contaminants are : Water, slush and loose snow 2. Hard: Decrease of friction forces 3. Fluid: Decrease of friction forces + precipitation drag and aquaplaning A project supported by AIRBUS and the CAAC Date of the module Composition and Effect 1. The precipitation drag is composed of :  Displacement drag  produced by the displacement of the contaminant fluid from the path of the tire.  Spray impingement drag  produced by the spray thrown up by the wheels (mainly those of the nose gear) onto the fuselage 2. The effect of these additional drags must be accounted for: They affect the deceleration performance: positive effect. They affect the acceleration performance: negative effect. 3. The effect on the acceleration leads to a limitation in the depth of fluid contaminants on the runway A project supported by AIRBUS and the CAAC Date of the module Composition and Effect  Aquaplaning  an intervening film between the tire and the runway leading to a reduction of the dry contact area  the tire of the aircraft are to a large extend separated from the runway surface  Friction forces drop to almost negligible values  Directional control and braking are virtually ineffective. A project supported by AIRBUS and the CAAC Date of the module Composition and Effect All Engine Acceleration Capability - 130 Knots 6 mm of slush -- 10-20 % reduction in all engine acceleration 13 mm of slush -- 20-40 % reduction in all engine acceleration All engine acceleration Kt/sec Dry 6 mm 13 mm 747 767 757 737 Dry 6 mm 13 mm Dry 6 mm 13 mm Dry 6 mm 13 mm 4.0 3.0 2.0 1.0 0.0 A project supported by AIRBUS and the CAAC Date of the module Composition and Effect Engine Out Acceleration Capability -- 130 Knots 6 mm of slush -- 15-50 % reduction in engine out acceleration 13 mm of slush -- 30-110 % reduction in engine out acceleration 747 0.0 1.0 2.0 3.0 4.0 6 mm 1/4" 1/4" 1/2" 13 mm 1/2" Dry all engine -0.5 OEI DRY 767 757 737 6 mm 13 mm OEI DRY 6 mm 13 mm OEI DRY 6 mm 13 mm OEI DRY Dry all engine acceleration Kt/sec Dry all engine Dry all engine A project supported by AIRBUS and the CAAC Date of the module Composition and Effect One Engine Inoperative Deceleration Capability 1 30 Knots Deceleration Kt/sec Dry 6 mm 1/2" 13 mm Dry 6 mm 13 mm Dry 6 mm 13 mm Dry 6 mm 13 mm 8.0 6.0 4.0 2.0 0.0 747 767 757 737  Dry - AFM performance - includes maximum braking, spoilers, idle thrust  Slush - includes wheel braking, spoilers, reverse thrust, and slush drag A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off speeds 2 - Take-off distances and lengths available 3 - Take-off flight path 4 - Take-off data influence 5 - Maximum allowed take-off weight calculation 6 - Wet and contaminated runway 7 - Flexible take-off and Derated take-off Table of Contents A project supported by AIRBUS and the CAAC Date of the module : Reduction of Probability of failure Maintenance Costs Operating Costs A project supported by AIRBUS and the CAAC Date of the module Flexible temperature: The temperature at which the maximum take off thrust would allow to take off at no more than the actual TOW. Flexible take-off : Principle Actual temp Flexible temp m temperature RTOW 2nd sgt MTOW Runway actual TOW A project supported by AIRBUS and the CAAC Date of the module  Instead of setting the  take-off thrust corresponding to the actual temp,  the thrust is reduced to a value equal to the take off thrust corresponding to the flexible temp Actual temp Flexible temp m Thrust  75% take off thrust (actual t°c) temperature RTOW 2nd sgt MTOW Runway actual TOW Flexible take-off: Principle A project supported by AIRBUS and the CAAC Date of the module Thrust reductioncannot exceed 25% Tflex > Tref;Tflex > OAT;Tflex  Tflex.max Take-off is forbidden on a contaminated runway The thrust of takeoff is not considered as a takeoff operating limit A project supported by AIRBUS and the CAAC Date of the module Flexible take off: Operating conditions  is not authorized:  on contaminated runway  on wet runway (unless you could take in account the increasing of stop distance).  where items affecting performance involves significant increase in crew workload (Ex: inoperative equipment, reversers..). A project supported by AIRBUS and the CAAC Date of the module engine engine engine engine engine Certified Certified Certified Certified Certified Reduced takeoff thrust A project supported by AIRBUS and the CAAC Date of the module For the A340-500/600, two new derate levels have been added: 32% and 40% A project supported by AIRBUS and the CAAC Date of the module  Which one shall be favored? 1. Derated thrust; 2. Flexible thrust. A project supported by AIRBUS and the CAAC Date of the module  Flexible takeoff 1. Standard way to reduce takeoff thrust 2. Only one takeoff chart 3. Posibility to go TOGA 4. More safety margins  Not allowed on contaminated runways  Derated takeoff 1. Allowed on contaminated runways 2. Increase takeoff Weight on short and contaminated runways A project supported by AIRBUS and the CAAC Date of the module 1 - Take-off limitations 2 - Landing limitations Table of contents A project supported by AIRBUS and the CAAC Date of the module speed 2 - Landing climb 3 - Landing distance 4 - Landing distance available 5 - Landing data 6 - Maximum allowed landing weight 7 - Overload landing Table of Contents 1 - Minimum speed A project supported by AIRBUS and the CAAC Date of the module  Minimum control speed during landing approach : VMCL (FAR-JAR § 25.149) With the aeroplane in the most critical configuration for approach and landing, it is the calibrated airspeed, at which, when the critical engine is made inoperative, and operating engine(s) developing TOGA thrust, it is possible to maintain the control of the aeroplane and maintain straight flight with an angle of bank of not more than 5°. (VMCL is also determined with 2 engines inoperative for three - engined and four-engined aeroplanes.) A project supported by AIRBUS and the CAAC Date of the module 1 - Minimum speed 2 - Landing climb 3 - Landing distance 4 - Landing distance available 5 - Landing data 6 - Maximum allowed landing weight 7 - Overload landing Table of Contents A project supported by AIRBUS and the CAAC Date of the module OEI TOGA Thrust Gear retracted S/F approach config. Minimum gradient: 2-E : 2.1 % 3-E : 2.4 % 4-E : 2.7 % V  1,4 VSR  Approach configuration (FAR-JAR §25.121) LANDING CLIMB A project supported by AIRBUS and the CAAC Date of the module AEO TOGA thrust (8s) Gear extended S/F landing config.  Approach configuration (FAR-JAR §25.121)  Landing configuration (FAR-JAR §25.119) OEI TOGA Thrust Gear retracted S/F approach config. 1.13 VSR V 1.3 Vs VMCL Minimum gradient: 3.2 % LANDING CLIMB V  1,4 VSR A project supported by AIRBUS and the CAAC Date of the module 1 - Minimum speed 2 - Landing climb 3 - Landing distance 4 - Landing distance available 5 - Landing data 6 - Maximum allowed landing weight 7 - Overload landing Table of Contents A project supported by AIRBUS and the CAAC Date of the module  Landing distance (FAR-JAR § 25.125) 50 ft V=0 LD braking Means of braking :  wheel brakes  Spoilers  Reverses Means of braking :  wheel brakes  Spoilers  Reverses VREF  1,23 VSR VMCL VREF A project supported by AIRBUS and the CAAC Date of the module 1 - Minimum speed 2 - Landing climb 3 - Landing distance 4 - Landing distance available 5 - Landing data 6 - Maximum allowed landing weight 7 - Overload landing Table of Contents A project supported by AIRBUS and the CAAC Date of the module  LDA : Landing Distance Available » rectangular area of concrete or asphalt used for take off and landing Runway Runway The Stopway may not be used for landing ! A project supported by AIRBUS and the CAAC Date of the module  Obstacle influence on LDA LDA 60 m deported threshold 2% A project supported by AIRBUS and the CAAC Date of the module  LDA : Landing Distance Available LD  60 % LDA Turbojet LD  70 % LDA Turboprop 50 ft V=0 LDA LD A project supported by AIRBUS and the CAAC Date of the module 1 - Minimum speed 2 - Landing climb 3 - Landing distance 4 - Landing distance available 5 - Landing data 6 - Maximum allowed landing weight 7 - Overload landing Table of Contents A project supported by AIRBUS and the CAAC Date of the module  Zp and temperature Zp or T°C  : same effects as for take-off - GA thrust is reduced  climb gradient  - Landing speed increases  landing distance   Chosen parameters Landing data : Factors of influence Sustained parameters A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Chosen parameters Landing data: Factors of influence Zp and temperature Wind Headwind : 50%effect Tailwind : 150%effect A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Zp and temperature  Wind  Runway slope neglected  Chosen parameters Landing data: Factors of influence A project supported by AIRBUS and the CAAC Date of the module  Chosen parameters  Zp and temperature  Wind  Runway slope  Runway condition  Wet or contaminated runways :  LD WET = 1.15 x LD DRY But a shorter landing distance may be used if AFM includes specific additional information about landing distance on wet or contaminated runways Landing data: Factors of influence Sustained parameters A project supported by AIRBUS and the CAAC Date of the module  Sustained parameters  Zp and temperature  Wind  Runway slope  Runway condition  Chosen parameters  Flaps Landing data: Factors of influence Flaps setting   Landing distance  Climb gradient  A project supported by AIRBUS and the CAAC Date of the module 1 - Minimum speed 2 - Landing climb 3 - Landing distance 4 - Landing distance available 5 - Landing data 6 - Maximum allowed landing weight 7 - Overload landing Table of Contents A project supported by AIRBUS and the CAAC Date of the module  The lower of :  Maximum landing design weight  Maximum landing weight due to performance  Runway limitation  Landing climb limitation – approach configuration OEI – landing configuration AEO MAXIMUM ALLOWED LANDING WEIGHT (RLW) A project supported by AIRBUS and the CAAC Date of the module 1 - Minimum speed 2 - Landing climb 3 - Landing distance 4 - Landing distance available 5 - Landing data 6 - Maximum allowed landing weight 7 - Overload landing Table of Contents A project supported by AIRBUS and the CAAC Date of the module  In case of emergency, it is possible to land with a weight > MLDW :  the structural aeroplane resistance is protected for a landing at MTODW with a rate = -360 ft/mn  But the minimum required climb gradients in case of goaround must be complied with FAR JAR § 25.1001 OVERLOAD LANDING FUEL JETTISONING A project supported by AIRBUS and the CAAC Date of the module MTOW 15 mn emergency flight Example : A300 B4 Zp = 2000ft t°C = + 30°C Jettison = 640 kg/mn MTOW = 160.2 t L. climb lim. = 151.1 t 160.2 - (15 x 0.64) = 150.6 < 151.1 The aeroplane must comply with landing climb requirements A project supported by AIRBUS and the CAAC Date of the module Regulatory Takeoff Weight Chart (RTOW Chart)  “Regulatory TakeOff Weight”  charts (RTOW). The charts must be generated for each runway heading, and can beproduced for different takeoff conditions at the convenience of the applicant (temperature, wind, QNH, flap setting, runway status, inoperative items).  They provide the: • Maximum Takeoff Weight (MTOW) • Takeoff speeds (V1,VR,V2) • Limitation code • Minimum and maximum acceleration heights. A project supported by AIRBUS and the CAAC Date of the module Example: MTOW and speeds determination an example of an A319  DATA • Takeoff from Paris-Orly, Runway 08 • Slat/Flap configuration: 1+F • OAT = 24ºC • Wind = Calm • QNH = 1013 hPa • Air conditioning: Off • Runway state: Dry A project supported by AIRBUS and the CAAC Date of the module Example: MTOW and speeds determination an example of an A319  RESULT • MTOW = 73.6 tons • V1 = 149 Kt, VR = 149 Kt, V2 = 153 Kt • MTOW limited by: second segment and obstacle(2/4)  Note: In case of deviation from the chart reference conditions (QNH, air conditioning…), corrections have to be applied to the MTOW and the speeds. A project supported by AIRBUS and the CAAC Date of the module Example: Flexible Temperature and Speeds Determination  DATA • Takeoff from Paris-Orly, Runway 08 • Slat/Flap configuration: 1+F • Actual TOW = 66 tons • OAT = 24ºC • Wind = +20 Kt headwind • QNH = 1013 hPa • Air conditioning: Off • Runway state: D A project supported by AIRBUS and the CAAC Date of the module Example: Flexible Temperature and Speeds Determination  RESULT • Flex Temp = 68ºC • V1 = 145 Kt, VR = 145 Kt, V2 = 150 Kt  Note: In case of deviation from the chart reference conditions (QNH, air conditioning…), corrections have to be applied to the flexible temperature. A project supported by AIRBUS and the CAAC Date of the module

忙盲忙 发表于 2010-7-28 08:57:27

楼主辛苦啦！

胖子发表于 2010-8-27 11:28:18

楼主辛苦啦！

xheleon 发表于 2010-8-28 17:32:30

非常感谢楼主发布！！！！

胖子发表于 2010-9-2 00:21:56

楼主太伟大了:handshake :handshake

zyb0606 发表于 2010-9-3 08:17:28

只能由衷感谢楼主的无私贡献了

郭湘锟爱航空 发表于 2010-9-28 20:35:48

楼主辛苦了

ida51737 发表于 2010-11-4 15:42:42

nice up up up up

wpfreda 发表于 2011-2-10 22:40:45

Thanks for your kindness.

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操作限制 operating limitation

楼主辛苦啦！