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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 |
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