WebConference 01 RTOLW FAQ Takeoff

8/20/2019 WebConference 01 RTOLW FAQ Takeoff

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A l l r i g h t s r e s e r v e d .

C o n f i d e n t i a l a n d p r o p r i e t a r y d o c

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Flight Operations e! Conference " #$ %ay #'

R(O charts) Fre*uently As+ed ,uestions


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u m e n .

Flight Operations e! Conference

- / concept

- Flight Operations topic presented during minutes- ,uestions may !e as+ed in real time

- Ans0ers to some selected *uestions 0ill !e given after thepresentation 1please stay on line after the end of

presentation2

- (his type of e! Conference 0ill !e organi3ed on aregular !asis


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Thierry PAYA-ARNAUD4erformance (raining manager

Presented by:

R(O charts) Fre*uently As+ed ,uestions


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u m e n .

FA, a!out ta+eoff charts 5 Content

- %inimum speeds

- Acceleration altitudes- 67 evolution

- Speeds chec+s

- 8imitation Codes

- Fle9 corrections- (%A:) (F8/:%A:


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C o n f i d e n t i a l a n d p r o p r i e t a r y d o c u m e n .

FA, a!out ta+eoff charts 5 %in Speeds

6%C) 6%U;


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hat is the meaning of the grey !ar <



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- A grey !ar indicates that a ta+eoff speed is close to a 6%Climitation.

(his limitation can !e =67 limited !y 6%C>

6& limited !y 6%CA

- (his indication is given so that the pilot pays particularattention to the aircraft control at these lo0 speeds.


hat is the meaning of the grey !ar <


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?o0 come 67 can !e lo0er than the minimum67 given at the !ottom of the chart <



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- Minimum V1 given at the !ottom of the chart is calculated !y adding

the ma9imum VMCG on the glo!al set of points 1Complete chart2

@ the ma9imum 16756/F2 1Complete chart2

- For a given point) 67 can !e less than this minimum value if 16/F

6%C>2 and1675 6/F2 is less than ma9 167 5 6/F2


?o0 come 67 can !e lo0er than the minimum67 given at the !ottom of the chart <


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FA, a!out ta+eoff charts 5 Acceleration altitudes


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hy are there stars in place of themin and ma9 acceleration altitudes <

FA, a!out ta+eoff charts " Acceleration altitudes


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C o n f i d e n t i a l a n d p r o p r i e t a r y d o

c u m e n .

- %inimum acceleration altitude is calculated as the%A:I%U% of the min acc. Altitude values on the glo!al

set of points

- %a9imum acceleration altitude is calculated as the%II%U% of the ma9 acc. Altitude values on the glo!alset of points

- It may then happen that the min acc. altitude is higher thanthe ma9 acc. altitude = in this case) stars are displayed inthe chart and the min and ma9 acc. altitude values must !e

read in a specific chart.

FA, a!out ta+eoff charts " Acceleration altitudes

hy are there stars in place of themin and ma9 acceleration altitudes <


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c u m e n .

FA, a!out ta+eoff charts " Acceleration altitudes:----------------------:-------------------------:----------------------------------------:----------------:-------------------

: A340541 - JAA : RR TRENT 553 engines : airbus : 08L : 27.0.0 03-MAY-09

:----------------------:-------------------------: AIB - LFZZ : : AA541A05 V21

: QNH 1013.25 HPA :----------------------------------------: :-------------------

: Air cond. Off : Elevation 335 FT TORA 3664 M : : DRY

: Anti-icing Off : Isa temp 14 C TODA 3724 M :----------------: CONF 1+F

: Dry check : rwy slope -0.17% ASDA 3664 M : 3 obstacles : TOGA

: :----------------------------------------:----------------:

: : EOP - Standard :

: : :

: : :

:------------------------------------------------:---------------------------------------------------------:-------------------: OAT : TAILWIND : WIND : HEADWIND : HEADWIND

: C : -10 KT : 0 KT : 10 KT : 20 KT

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: -10 : 385.7 : 400.0 : 400.0 : 400.0

: : 5016 5351 : 5089 5424 : 5043 5378 : 4999 5334

: : 6164 6499 : 5483 5818 : 5493 5828 : 5503 5838

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: 5 : 376.5 : 398.4 : 400.0 : 400.0

: : 4618 4953 : 4768 5103 : 4749 5084 : 4709 5044

: : 6510 6845 : 5405 5740 : 5334 5669 : 5343 5678

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: 20 : 367.4 : 389.5 : 396.6 : 400.0

: : 4286 4621 : 4406 4741 : 4450 4785 : 4452 4787

: : 6822 7157 : 5672 6007 : 5344 5679 : 5194 5529

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: 29 : 360.5 : 384.2 : 391.6 : 398.7

: : 4101 4436 : 4216 4551 : 4257 4592 : 4297 4632

: : 7085 7420 : 5841 6176 : 5489 5824 : 5172 5507

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: 34 : 350.5 : 373.6 : 380.7 : 388.0

: : 4058 4393 : 4177 4512 : 4219 4554 : 4269 4604

: : 6868 7203 : 5645 5980 : 5299 5634 : 4951 5286

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: 39 : 339.9 : 361.2 : 369.1 : 376.4

: : 4020 4355 : 4140 4475 : 4195 4530 : 4251 4586

: : 6602 6937 : 5436 5771 : 5043 5378 : 4689 5024

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: 44 : 329.2 : 348.5 : 356.0 : 363.7

: : 3993 4328 : 4110 4445 : 4170 4505 : 4239 4574

: : 6309 6644 : 5212 5547 : 4818 5153 : 4431 4766

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------

: 49 : 318.0 : 336.6 : 343.1 : 349.0

: : 3973 4308 : 4105 4440 : 4163 4498 : 4211 4546

: : 5926 6261 : 4880 5215 : 4535 4870 : 4264 4599

:-------:-----------------------------:-----------------------------:-----------------------------:----------------------------: 54 : 306.4 : 324.4 : 329.6 : 333.4

: : 3960 4295 : 4110 4445 : 4146 4481 : 4145 4480

: : 5574 5909 : 4541 4876 : 4311 4646 : 4220 4555


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c u m e n .

FA, a!out ta+eoff charts 5 67 evolution


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c u m e n .

?o0 come 67 can increase

0hile the 0eight decreases <



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c u m e n .

- In this e9ample) 0e are O!stacle and Bra+e energy limited.

- (o reduce (OD) it may !e interesting to increase 67 !ut 67 is limited!y %a9 Bra+e /nergy speed

- (he !ra+e energy limitation depends on 0eight and the thrust

- hen OA( increases) the eight decreases and the thrust decreases

- hen OA( increases) %a9 67 limited !y %a9 !ra+e energy speedincreases.


?o0 come 67 can increase

0hile the 0eight decreases <


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c u m e n .

FA, a!out ta+eoff charts " Speeds chec+s


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c u m e n .

hen applying influence corrections)

do I have to chec+ the speeds againstthe minimum values given at the !ottom

of the chart <



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c u m e n .

- Ees) 0henMore than one correction is applied

- If no correction or only one correction is applied) thespeeds are O. o speed Chec+ against min speeds.


hen applying influence corrections)

do I have to chec+ the speeds againstthe minimum values given at the !ottom

of the chart <


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c u m e n .

FA, a!out ta+eoff charts " 8imitation Codes

67 6&


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c u m e n .

On a 0eight chart) can I interpolate

!et0een & 0eights 0ith differentlimitation codes <



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- Ees) !ecause

the automatic temperature chart used to !uild the 0eight chart isaccurate enough 1slight trend !elo0 (ref) step of &GC a!ove (ref2


On a 0eight chart) can I interpolate

!et0een & 0eights 0ith differentlimitation codes <


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FA, a!out ta+eoff charts " Fle9 corrections


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hen applying corrections on

(Fle9 for ,? or !leeds) 0hyisnt there a correction on the speeds <



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- (he speeds are directly lin+ed to the ta+eoff 0eight for agiven run0ay length and !ra+ing capa!ility of the aircraft

- In case of ,? or !leed correction) the only affected itemis the engine thrust





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Actual (O eeded

(hrust

Flat rated (hrust

eight (hrust

/>( 8imit

OA(

Bleeds correction

Fle9 (emp

full (hrust

H(Fle9

(emp

correction




Fle9 (emp

Bleeds O


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- (he fle9 temperature correction is calculated so that thethrust after (Fle9 and Bleeds correction is e*ual to the

thrust needed 0ithout !leeds.

- As the aircraft !ra+ing capa!ility is not degraded) thespeeds dont need to !e modified.





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FA, a!out ta+eoff charts " (%A:) (F8/:%A:

hy do I have temperatures a!ove

the (%A: indicated on the !ottomof the chart <


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- (%a9 is the %A:certified OAT

For dispatch

- (he R(O chart isused for %(O

determination and for

F8/: computation

- (he range of temperaturecovers OA( up to (%a9

AD temperature

A!ove (ma9) Up to

(fle9%A:

hy do I have temperatures a!ove

the (%A: indicated on the !ottomof the chart <

8ast value of OA( for Dispatch

(emperature forFle9 only


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o c u m e n .


I received ne0 charts for a ne0 aircraft .

hy is the ma9 temperature displayedon the chart much higher than !efore


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o c u m e n .


- (o improve customers operations) (he ma9imum (hrustreduction has !een increased

- (his is availa!le as /9tended Fle9 option

- On this e9ample) the (Fle9%a9 is increased fromISA @ JGC to ISA @ K&GC

- (he ne0 charts computed for aircraft e*uipped 0ith/9tended fle9 option 0ill provide temperature much higherthan !efore

I received ne0 charts for a ne0 aircraft .

hy is the ma9 temperature displayedon the chart much higher than !efore


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o c u m e n .

,uestions

- ,uestion=For the same conditions) if there is the same (O for

COF & and COF J) 0hich one is more favora!le<

- Ans0er= According to FCO%) use the configuration that gives the

highest fle9. If !oth of them provide the same level of fle9

thrust or if you cannot fle9) use the one 0ith the highest

flaps setting. (his may change in specific conditions.

4lease refer to FCO% &.#&.7. 4&.


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o c u m e n .

,uestions

- ,uestion=I understand that 0hen the code changes !et0een &

!o9es) one can interpolate !et0een the ta+e off 0eights.

But can 0e also interpolate for the speeds) 0hich at times

change dramatically<

- Ans0er=Ees. Interpolation shall !e done for all parameters 10eight

and speeds2.


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o c u m e n .

,uestions

- ,uestion=Sometimes) A(C re*uires the aircraft to enter the run0ay

using alternate run0ay entrance. (he ta+e off run0ay

distance availa!le is then reduced. And the cre0 needs to

update the ta+e off speeds accordingly.?o0 can 0e handle this<

- Ans0er=(here is no simple 0ay to handle that 0ith paper R(O

charts. A specific chart may !e used for a very often used

ta9i0ay) !ut that increases the num!er of charts. (he use

of 84C 1soft0are on !oard2 allo0s this type of computation.

,


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o c u m e n .

,uestions

- ,uestion=ILve chec+ed the landing distance performance of our AJ&77 using

the FO6/ landing module.

(he difference !et0een normal landings distance vs. a!normal)

especially on contaminated run0ays seem to !e negligi!le.

- Ans0er=(he impact of failure during the flight depends on the failure case. (his

impact is given in the ,R? 0ith failure coefficients. Some of them are

lo0 17.7 or 7.&2 !ecause the failure only re*uires higher speed and has

no effect on !ra+ing capa!ility of the aircraft. In any case) +eep in mind

that the distances given !y the ,R? or the 84C are reference landing

distances and that the cre0 shall retain a run0ay 0ith sufficient

margins.

, i


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o c u m e n .

,uestions

- ,uestion=Similar for ta+eoff) ho0 do you calculate %I ACC A8( and

%A: ACC A8( for go5around 0ith /ngine Out<

- Ans0er=(here is no %I ACC A8( or %A: ACC A8( definition for

go5around. hat has to !e chec+ed in case of a go5around

is that the aircraft remains a!ove the plane 1i.e. surface2

defined !y the missed approach gradient.Eou can refer to the presentation held in 4aris Conference

this year for more details on go5around procedure chec+.

, ti


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o c u m e n .

- ,uestion=hy has the Bleed corrections to Fle9 increased a lot recently<

- Ans0er=(he Anti5ice corrections increase is lin+ed to an Octopus change. Eou

can refer to 4/4 . reasons for change.

(he principle of anti5ice corrections on ta+eoff charts have !een

modified= the reduced temperatures list 1!elo0 7#GC OA(2 is used only

to determine 0eight and speed corrections) the complete temperatures

list is used for fle9 temp correction.

(he same principle is used in the FCO%.

As a conse*uence) Fle9 corrections for anti5ice may have !een

updated in the FCO%

and ta+eoff charts corrections must !e recomputed.

,uestions

, ti


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o c u m e n .

- ,uestion=ith (ma9Fle9 of ISA@K$) for sure you 0ould go !elo0

&$M ma9 legal thrust reduction< Can you e9plain<

- Ans0er= Air!us re discussed this &$M ma9 reduction and o!tained

a ne0 certification from authorities for this modification.

eep in mind that it 0as already possi!le for other

manufacturer to go !eyond &$M using Fle9 on Derate.

,uestions

, ti


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- ,uestion=Can you please discuss Air!us philosophy for operations

0ith the AJ on run0ays 0ith a 0idth less than $

meters<

- Ans0er=Operating on a run0ay 0ith a 0idth lo0er than $ m

implies an increase in 6%C> to !e a!le to control the

aircraft inside the limits of the run0ay as descri!ed in theregulation. (his 6%C> increment is automatically ta+en

into !y the soft0are provided the run0ay 0idth has !een

correctly entered.

,uestions


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