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A320-233 Performance Handbook Performance Instructions
A320-233 Performance Handbook Performance Instructions
PERFORMANCE HANDBOOK
PERFORMANCE INSTRUCTIONS
TABLE OF CONTENTS
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01APR11 TOC – 0.1
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0. AIRCRAFT LIMITS
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INTENTIONALLY
LEFT BLANK
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1. INTRODUCTION
a. Yemen Civil Aviation Regulations (YCAR) governs the take-off procedures for the
A320. They are based on the worst-case scenario of an engine failure during take-
off. These procedures ensure that during take-off roll (with engine failure), the
aircraft can be brought to a complete stop before the end of the runway/stopway, or
can take-off, reach V2 at 35ft (dry), and complete the take-off avoiding all limiting
obstacles.
b. A Regulated Take-off Weight (RTOW) chart is computed for each runway intended
for use by the A330 fleet. This is generated using approved Airbus performance
software called Performance Engineering Program (PEP). The RTOW chart is
based on a weight entry scale, using an optimum V2/VS1G.
c. The performance handbook is part of the Airport Analysis manual and provides
guidance information for all users in how to use performance chart RTOW charts
d. This gives two advantages; one, where performance limited (or flex limited) it
increases speeds to maximize performance, and hence flex; and two, while at low
weight and TMAX FLEX, it utilizes low speeds to save tires.
e. All airports in the Performance Handbook are “on watch” and are updated via a
revision service whenever airport characteristics change such as to adversely affect
performance. Where airport authorities issue notices to temporarily change
runway/obstacle characteristics, a SPECIAL FILE will be created detailing
temporary RTOW charts and relevant notes. Special Files are stored in dispatch,
with a list of airfields where temporary performance is in effect. Crews should
check NOTAM’s and temporary RTOW’s prior to dispatch.
f. In addition, where temporary RTOW charts have a validity greater than 1 week,
relevant temporary RTOW charts are issued as a revision to the performance
handbook. Temporary RTOW charts are presented on yellow paper.
g. When aircraft diverts to a non-destination airfield (i.e. no takeoff charts on board
the aircraft), the commander should immediately advise dispatch. Dispatch will
send takeoff charts via fax/email. In the event that takeoff charts cannot be sent, the
aircraft must not be dispatched unless a written authorization is obtained from the
DFO or Fleet Manager.
h. The A320-233 Performance Handbook is contained in three volumes designated as
follows:
- Volume 1: RTOW Charts – Destinations
- Volume 2: RTOW Charts – Alternates
- Volume 3: Landing Charts
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i. Throughout this Handbook, the term “Regulated Take-Off Weight (RTOW) Chart”
has been used instead of the term “Airport Analysis Chart”.
INTENTIONALLY
LEFT BLANK
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2. TAKE-OFF PERFORMANCE
2.1 DEFINITIONS
Stopway
An area at the end of the runway in the direction of take-off, no narrower than the runway,
centred on the extended centre line, and capable of supporting the aircraft during a rejected
take-off without causing structural damage to the aircraft. The Stopway is designated by the
Airport Authority for use in decelerating the aircraft during a rejected take-off.
Clearway
An area at the end of the runway in the direction of take-off, not less than 500 ft wide, centred
on the extended centre-line, and under the control of the Airport Authority. The Clearway is
designated by the Airport Authority as a suitable area over which the aircraft may make a
portion of its initial climb to a height of 35 ft (Dry runway) or 15 ft (Wet or contaminated
runway). The clearway may not be capable of supporting the weight of the aircraft.
The clearway may have a maximum upward slope not exceeding 1.25%, above which no
object or terrain protrudes. However, threshold lights may protrude above the plane if their
height above the end of the runway is 0.66 m (26 ins) or less and if they are located to each
side of the runway.
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Dry Runway
A dry runway is “one that is neither wet nor contaminated” per definitions below. This
includes paved runways that have been specially prepared with grooved or porous pavement
and maintained to retain an effectively dry braking action, even when moisture is present.
Damp Runway
A runway is considered damp “when the surface is not dry, but when the water does not give
it a shiny appearance”.
A Damp runway should be considered Wet for the purpose of performance calculations.
Wet Runway
A runway is considered wet “when the surface is covered with water, or equivalent, not
exceeding 3mm – or when there is sufficient moisture on the runway surface to cause it to
appear reflective (shiny) – but without significant areas of standing water”.
Contaminated Runway
A runway is considered to be contaminated when more than 25% of the runway surface area
(whether in isolated areas or not) – within the required length and width being used, is
covered by standing water, more than 3mm (1/8 inch) deep or slush & snow equivalent to
more than 3mm (1/8 inch) of water, or ice. Un-cleaned rubber deposits in the touchdown zone
result in the runway surface to be slippery
when wet.
Standing Water
Is caused by heavy rainfall and/or insufficient runway drainage with a depth of more than
3mm.
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Slush
Is water saturated with snow that spatters when stepping firmly on it. It is encountered at
temperatures around 5°C and its density is approximately 0.85kg/liter (7.1 lbs/US GAL.)
Wet Snow
Is a condition where, if compacted by hand, snow will stick together and tend to form a snow
ball. Its density is approximately 0.4kg/liter (3.35 lbs/US GAL.)
Compacted Snow
Is a condition where snow has been compressed. A typical friction coefficient is 0.20.
Icy Runway
Is a condition where the friction coefficient is 0.05 or below. Take-off is prohibited under
such conditions.
GO
That the distance to continue the take-off to a height of 35 ft (Dry runway) or 15 ft (Wet or
contaminated runway), will not exceed the Take-off Distance Available.
STOP
The distance to bring the aircraft to a full stop will not exceed the Accelerate-Stop Distance
Available
V1 ≥ VMCG
V1 ≤ VR
V1 ≤ VMBE
VR (Rotation Speed)
The speed at which rotation is initiated during take-off to attain the V2 climb-out speed at a
height of 35 ft (Dry runway) or 15 ft (Wet or contaminated runway).
VR ≥ V1
VR ≥ 1.05 VMCA
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V2 (Climb-out Speed)
This is the take-off safety speed, which must be reached by 35 ft (Dry runway) or 15 ft (Wet
or contaminated runway), with one engine inoperative.
V2 ≥ 1.1 VMCA
V2 ≥ 1.13VS1G
VEF
Speed at which the engine failure occurs
VMCG
Minimum control speed on the ground during take-off, at which the aircraft can be controlled
by the use of the primary flight controls only (i.e. no nose-wheel steering), after a sudden
failure of the critical engine, the other engine remaining at take-off thrust rating.
VMCA
Minimum control speed in flight at which the aircraft can be controlled with a maximum bank
angle of 5°, if one engine fails, the other engine remaining at take-off thrust rating (take-off
flap setting, gear retracted).
V1 ≤ VMBE
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a. The JAA Certification rules determine the take-off procedures for the Airbus A320.
JAA ensure that in the event of an engine failure during take-off, it shall be possible
either to abandon or continue the take-off with full safety, having regard to the length
of the runway, stopway, clearway, second segment climb and obstacles in the take-off
flight path, for the prevailing wind, temperature and pressure altitude.
b. Compliance with the Certification Rules is ensured by the use of the appropriate
Regulated Take-off Weight (RTOW) chart and the associated V1, VR and V2 speeds.
b. At V1, immediately reduce all thrust levers to IDLE and monitor autobrake operation.
Take over brake control with brakes if necessary.
Note: If Autobrake is not used, maximum brakes should be applied simultaneously with the
reduction of thrust levers. Minimum stopping distance can only be actioned if the
pedals are kept fully depressed until the aircraft comes to a stop.
Use maximum reverse thrust when the performance takes benefit of the reverse thrust
effect. (Even though the RTOW chart may not actually take it into account for dry
runways).
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Selection of MAX mode autobrake before takeoff will improve safety in the event of an
aborted takeoff. When takeoff is aborted, the autobrake system will apply maximum
braking as soon as the thrust levers are brought to idle which represents a single
action done without delay.
Note: Where reduced thrust takeoff is performed, even though single engine takeoff
performance is met with reduced thrust, consider selecting full thrust after engine
failure having first ensured aircraft stabilization.
a. Regulations demand that the actual take-off weight must permit minimum regulatory
climb gradients to be complied with to reach 1500 AAL, or higher for obstacle
clearance. The different phases of this take-off flight path are called segments.
From the point the aircraft passes through the screen height.
Up to 1500 feet above the take-off surface or higher for obstacle clearance.
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Note: The point 0 indicates the 35ft point on the flight path
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Gross Flight Path (demonstrated) performance is the performance the operator can expect to
achieve, when the aircraft is flown to the manufacturers recommended procedures.
Net Flight Path performance represents the gross flight path performance degraded by legally
specified amount. This is a function the number of engines (0.8% for a twin engine aircraft
taking-off). Obstacle clearance calculations are based on the Net Flight Path. For enroute
engine failure (drift down procedures), climb capability is degraded by 1.1%.
Note: The net flight path begins at 35ft for dry, wet and contaminated runways .Therefore
when taking off from a wet or contaminated runway, you may only clear close in
obstacles by 15ft. care should be taken to avoid close in obstacles.
Screen Height
This is a regulatory reference height, used for take-off performance determination.
From the beginning of the take-off flight path, 15 or 35 feet above the take-off surface (end of
TOD) to the point at which the gear is fully retracted. Regulations require that the climb
gradient be positive for a two engine aircraft, with one engine out.
a. From the point at which the gear is fully retracted to the altitude at which the flaps
and slats start being retracted (level-off height).
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a. This is the engine-out acceleration height, which must be at least 400 AAL, however
Yemen Airways has set 1500ft as a minimum first level-off segment. The acceleration
altitude maybe higher due to obstacle clearance requirements.
b. The third segment is used to accelerate in level flight to the optimum speed, retracting
the flaps and slats to the clean configuration. The excess energy to accelerate must be
at least equivalent to that required to give a climb gradient of 1.2% (engine
inoperative).
Note: The all engine acceleration altitude is the higher off; 1500ft, the engine-out
acceleration altitude on the takeoff chart, or the requirements of the noise abatement
procedure.
a. This segment only exists if the thrust must be reduced to maximum continuous before
the aircraft reaches 1500 feet. It starts from the end of the third segment and ends
when the aircraft reaches 1500 feet above the take-off surface or more if required for
obstacle clearance.
One engine failure at VEF speed, the remaining engine at take-off thrust rating.
Maximum continuous thrust rating thereafter.
Clean slats/flaps configuration
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The Yemen Airways Regulated Take-off Weight (RTOW) chart gives for a range of weight
and winds:
Note: The takeoff weight is the sum of the weight entry and the delta weight.
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Each RTOW chart is computed for a given set of conditions specified at the top of the chart
(QNH 1013, Air conditioning OFF, Anti-icing – OFF, ….). If the actual takeoff conditions
are different, pilots must apply corrections listed on the chart.
TVMC is a temperature value given per column as shown above. This is fictions value that
indicates the temperature above which speed are due to VMC limitation are VMC limited.
Minimum V1 / VR / V2 due to VMC are provided on the bottom right side of the RTOW
chart. They are only applicable in case of speed corrections. These speeds are conservative,
they may be slightly higher than V1 / VR / V2 displayed on the take-off chart.
Runway declared distances are corrected for operations line-up correction of 180°. However,
where performance limited, actual alignment allowance may be used. The following values
are based on a nose wheel steering angle of 75°.
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1 Aircraft Type
2 Engine Type
3 Airport Name & City Name
4 Runway Identifier
5 Program Version and Calculation Date
6 Conditions:
7 Runway Characteristics
8 Obstacle Data – This is the obstacle data used for performance calculations.
Distances are calculated from end of TORA in meters and height in feet above
runway end (i.e. end of TORA).
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The RTOW tables are produced using a performance optimization procedure to give the best
possible take-off weight. This procedure may use improved climb performance and its
associated increase in speeds to increase take-off weight.
Note: At a given point on most charts (especially CONF 1+F), there is a transition from the
low-speed optimization to the high-speed optimization. The results in a large
increase in speed for a small change in weigh. This becomes quite noticeable around
190 to 200tons.
Where corrected take-off weight is in this region, consider using CONF 2 or 3 if there
is no significant loss in flex temperature. If electing to use CONF 1+F interpolation
of speeds is allowed, but not required, (speeds may be taken for the next higher
weight row).
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Definition - A runway is considered wet when the surface is covered with water, or
equivalent, - not exceeding 3mm - or when there is sufficient moisture on the runway surface
to cause it to appear reflective - shiny - but without significant areas of standing water.
Where Both thrust reversers are available at the start of the take-off roll on a WET runway,
corrections are taken from the RTOW chart.
b. Flexible Take-off
Determine flex temperature, and speeds for DRY runway, making applicable
corrections (QNH, Air conditioning & Anti-Ice).
Make Wet runway flex temperature correction, first line, right of “/”.
Reduce V speeds by the Wet runway speed correction, second line.
Check corrected speeds against minimums presented on chart. See note.
Note: When take-off is with maximum flex, make the wet runway speed correction using the
speeds corresponding to the highest weight possible with TMAX FLEX.
If the corrected speeds are higher than the speeds calculated in normal conditions
(dry runway), retain these lower speeds.
Where One or both thrust reversers are not available for take-off on a WET runway. Two
sets of tables are presented depending whether there is a clearway available or not (i.e TODA
is greater than TORA)
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b. Flexible Take-off
Determine flex temperature, and speeds for DRY runway, making applicable
corrections (QNH, Air conditioning & Anti-Ice).
Subtract flex decrement.
Subtract speed decrements.
Check corrected speeds against minimums presented on chart.
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Under these conditions, use the normal RTOW tables with wet runway corrections.
Additional Notes
The wet runway correction is based on a screen height of 15ft (even though the net flight path
starts at 35ft), due care should be taken if close-in obstacle limited. In such circumstances
obstacles may only be cleared by as little as 15 ft in the engine-out case.
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End procedure
NOTE Takeoff Wight is the sum of weight entry and delta weight.
Where the actual take-off weight is below MTOW, but a flexible take-off is not possible,
select the lower speeds of:
Speeds for the OAT, (minus WET runway speed correction if required)
Speeds associated to the Corrected Take-off Weight (minus WET runway speed
correction if required).
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NO WET YES
CORRECTION
300kg
YES OAT ≤ NO
APPLY ∆ WEIGHT F ROM LINE 1 TVMC ?
AND ∆ V1/∆ VR/∆V2 FROM LINE 2
YES
NO QNH
CORRECTIO
YES
OAT ≤ NO
APPLY ∆ WEIGHT FROM LINE TVMC ?
AND ∆V1/∆VR/∆V2 FROM LINE 1
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DATA:
Sana'a: Runway 18
Surface wind: 180/10
Temperature: 30°C
QNH: 1023 HPa
Runway: Wet
Air Conditioning: ON
AI: OFF
Result 62.8
146-152-153
0
QNH correction MTOW 0 /0 /0
QNH correction – speeds
62.8
Result 146-152-153
60.1
144-151-152
Result
NIL
Anti-Ice correction MTOW (OAT > 10ºC)
(from Appendix 1)
Anti-Ice correction – speeds NIL
60.1
144-151-152
Final Result
CONF 1
Check that the minimum control speeds are not violated.
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a. When an aircraft takes off at a weight lower than the maximum permissible, the
aircraft can meet the required performance with reduced thrust. This is referred to
as FLEXIBLE TAKE-OFF and the reduced thrust is called FLEXIBLE TAKE-OFF
THRUST.
c. The use of Flexible Take-off Thrust reduces thermal and mechanical stresses in
the engines while ensuring that the required level of performance is achieved. Any
amount of reduced thrust for take-off is desirable to reduce engine wear. The
greatest benefit is realized in the first 5% of thrust reduction, as this brings peak
EGT out of the most critical range, though thrust reduction in excess of 5% is still
of considerable benefit.
2.6.1 DEFINITIONS
TREF
PERFORMANCE INSTRUCTIONS
TFLEX MAX
The Maximum assumed temperature for flexible take-off. This is to ensure that the
25% thrust reduction from the full rated take-off thrust is not exceeded.
TFLEX MAX is ISA+55°C (70°C at sea level).
2.6.2 REQUIREMENTS
a. Take-off at reduced thrust is permissible only if the airplane meets all applicable
performance requirements at the planned take-off weight with the operating engines
at the thrust available for the assumed temperature.
b. Take-off at reduced thrust is allowed with any inoperative item affecting the
performance only if the associated performance shortfall has been included in the
take-off chart. Example, a specific RTOW chart produced, incorporating the
performance penalties.
c. Thrust must not be reduced by more than 25% of the full rated takeoff thrust.
d. The flexible take-off EPR cannot be lower than the Max Climb EPR at the same
flight conditions.
e. The FADEC takes the above two constraints into account to determine the flexible
EPR
The Above two constraints limit the maximum flexible temperature at ISA + 48
(63°C at seal level).
f. The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for
the final takeoff flight path computation (at ISA + 40).
g. The flexible temperature cannot be lower than the flat rating temperature, TREF*,
or the actual temperature (OAT).
Note: *TREF is a function of pressure altitude, read it on the RTOW chart (at the
bottom of the chart)..
There is no change in the take-off procedure using flexible thrust take-off (refer to the table
below). In the event of an engine failure during take-off or initial climb-out, there is sufficient
thrust available at the reduced EPR setting to continue the take-off and meet all performance
requirements. However to increase the safety margin additional thrust may be selected by
advancing the thrust levers to the TOGA detent.
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Depending on environmental takeoff conditions, the following procedure is recommended:
End Procedure
Note: When applying WET and QNH corrections, for flexible temperature less than
TVMC, make flex temperature correction first line, right of “/”.
For flexible temperature more than TVMC, make flex temperature correction
bellow the firs line, right of “/”. Refer to 2.3.2.3
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2.6.5 TAKE-OFF WITH TOGA THRUST, WHERE ACTUAL TOW IS LESS THAN
MAXIMUM PERMISIBLE TOW
In some cases when the actual takeoff weight is lower than the maximum permissible one but
no flexible takeoff possible (that is flexible temperature lower than TREF or OAT):
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NO WET YES
CORRECTION
TFLEX≤TVM
YES NO
C
?
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59
Result 36
141 / 148 / 149
0
QNH correction MTOW 0
QNH correction T.FLX 0/0/0
QNH correction – speeds
59
Result 36
141 / 148 / 149
57.2
Final Result 40
CONF
136 / 1362/ 140
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Sana'a: Runway 18
Actual; Takeoff weight: 180,000 kg
Surface wind: 180/10
Temperature: 18°C
QNH: 1023 HPa
Runway: Wet
Air Conditioning: ON
AI: OFF
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MTOW
T.FL 180
41
Speed 136 / 136 / 140
WET correction MTOW 0
WET correction T.FLX -2
WET correction – speeds -12 / -3 / -3
180
Result 39
124 / 133 / 137
0
QNH correction MTOW +1
QNH correction T.FLX 0/0/0
QNH correction – speeds
180
Result 40
124 / 133 / 137
AC ON correction MTOW 0
AC ON correction T.FLX -2
AC ON correction – speeds 0/0/0
180
38
Result 124 / 133 / 137
0
Anti-Ice correction MTOW
Anti-Ice correction T.FLX 0
Anti-Ice correction – speeds 0/0/0
Final Result
180
38
124 / 133 / 137
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2.7.1 DEFINITIONS
b. Under these conditions, use the normal RTOW tables with wet runway corrections.
Equivalence between depth of slush and snow has been defined:
12.7 mm (1/2 inch) wet snow is equivalent to 6.3 mm (1/4 inch) slush.
25.4 mm (1 inch) wet snow is equivalent to 12.7 mm (1/2) slush.
50.8 mm (2 inches) dry snow is equivalent 6.3 mm (1/4 inch) slush.
101.6 mm (4 inch) dry snow is equivalent t0 12.7 mm (1/2 inch) slush.
c. Under these conditions, use the contaminant RTOW chart for ¼ Slush.
NOTE: For operations from contaminated runway refer to Ops Manual Part C
section 2.5
2.7.2 GENERAL
a. Contaminant takeoff charts are stored in dispatch for most destination airports. Where
contaminant performance is not available, apply FCOM PER-TOF-CTA procedures.
b. Take-off in slush depths greater than one half inch (13mm) are not approved due to
possible damage as a result of slush impingement on the airplane structure.
a. The RTOW tables for contaminated runways are based on Certified Flight Manual
data and covers both stopping from the critical speed V1 with one engine inoperative
and with two engines operating. Continued take-off is based on achieving a screen
height of at least 15 feet by the end of the runway.
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• The contaminant is a layer of uniform depth and density over the entire length
of the runway. There is reduced friction due to surface contamination
• Anti-skid, spoilers, and reverser thrust are operational and ON.
• There is increased drag due to the rolling resistance of the wheels
• There is increased drag due to spray on the airframe and gears
• One engine with reverse thrust for deceleration
• Performance benefit of ‘Clearway’ NOT accounted for
• Maximum thrust is used for takeoff
2.7.4 CROSSWIND
The following crosswind recommendations apply on dry, damp, or wet runways. (Refer to
2.1.2 in this Handbook for Runway Conditions definitions).
A risk of hydroplaning exists if the runway is covered with rubber deposits and if the runway
is not grooved.
To optimize directional control during the low speed phase of the take-off and landing roll
and to take due consideration of the braking action given by the control tower, it is not
recommended to take off or to land with a crosswind component higher than :
* This is the maximum crosswind demonstrated for dry, damp and wet runway
**Equivalent runway condition (only valid for maximum crosswind determination)
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a. The obstacles analyzed in the RTOW chart are those positioned in the take-off flight
path as defined by the ICAO cone. This satisfies YCAR Ops takeoff cone
requirements.
b. The cone is defined as starting with a half width of 90 meters at the end of the Take-
off Distance Available (TODA), and expanding at 0.125 times the distance from the
end of the TODA to a maximum half width of 900 meters.
Note: Refer to Appendix C for the list of EOSID in the Yemen Airways network.
a. When an engine failure occurs during takeoff, the obstacle clearance is based on the
“Engine-Out Standard Instrument Departure (EOSID)” or “Special EOSID”.
b. Engine failure procedures are based on engine failure at VEF (1 sec before V1) (or
after, but before initial turn on to SID), to avoid obstacles that have not been
considered in the analysis, and which would reduce the Regulated Take-off Weight,
or flex temperature if they were to be considered.
c. If engine failure occurs after initial turn onto SID, continue following the SID. At
airfields where such performance is not guaranteed, a SID specific decision point
procedure is developed.
d. If the engine out missed approach does not satisfy the constraints of the published
missed approach (gradient/height restrictions… refer to 3.5 in this Handbook). The
EOSID should be followed. If the EOSID is ‘standard’, do not turn until passing the
far end of the runway.
e. The heights of obstructions are modified to reflect climb gradient loss due to banking.
No gradient degradation is applied to a turn with a magnetic heading change less than
15°.
f. The procedures provide a min terrain clearance of 35ft in level flight, and 50ft during
a turn.
g. It is imperative that the turn be commenced at the proper time, distance or location as
specified in the instruction for each turn procedure. Turning too early, with the
subsequent reduction in the climb gradient, may well leave no clearance over close-in
obstacles in the vicinity of the airfield, and turning too late may take the aircraft
outside the area over which the terrain clearance performance has been calculated.
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a. Provided terrain clearance is not in doubt, and airplane weight and climb performance
are adequate, the pilot may:
• Accept radar vectoring by ATC
• Follow the departure route
• Remain visually in the vicinity of the airfield
b. If unable to assure the above conditions, the published EOSID or special EOSID
should be adopted.
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LT Left Turn
RT Right Turn
ITCPT Intercept
PRCD Proceed
ABM Abeam
INBD Inbound (Outbound will not be written explicitly)
HDG Heading, Magnetic course with three digits
Track True courseabove ground with three digits
DANAK Waypoint as published in AIP. Usually accompanied
by a distance and radial information to a Navaid.
"SAA" 115.1 Navaid in inverted commas, always followed by the
"FR" 297 frequency with maximum one decimal Distance (NM)
15 DME from DME facility. No decimal
8.5 DME is shown if zero. Always followed by the Navaid with
frequency.
R 010 Radial information with three digits. Always followed
by the Navaid with frequency.
15 DME R 010 Combination of the above two pieces of information,
the DME information is provided first
QDM 345 Magnetic course towards the Navaid following this
information.
QDR 020 Magnetic course from the Navaid following this
information. Always three digits.
Enter HLDG Holding (Omitted, if so far flight path description
Hold BTN ended at a Navaid). Hold between. Holding information
if no holding fix is available and the usual holding
pattern (5NM straight, see below) can't be used.
(075 INBD,RT) Holding pattern, showing heading and turn direction
at a holding fix. Only INBD information will be
provided.
(Additional Info.) Sometimes redundant additional information is
provided in brackets.
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a. Engine failure procedures are based on an engine failure at V1 speed. If a engine fails
during takeoff after reaching V1 speed, following climb speeds shall be maintained:
a. The standard acceleration altitude is 1500ft. It maybe higher due to obstacle clearance
requirements, or lower due to the 10 minute TOGA thrust limitation. It is rounded up
to the nearest 100 ft.
b. Where a turn is required before reaching green dot speed, it is based on 15 degrees.
Thereafter a bank angle of 25 degrees is used.
c. The engine failure holding pattern is based on 5NM legs with a 2NM radius turn.
There is a 3 NM buffer zone of protected airspace on each side of the intended
holding track.
a. Climb straight ahead on runway track, until the acceleration altitude is attained.
b. Level off for flap/slat retraction, accelerate, and at the same time start a 15° banked
turn to the navigation aid specified in the EOSID.
c. Accelerate in level flight to green dot speed, which may be achieved prior to or after
reaching the NAVAID.
d. After flap/slat retraction, climb with MCT to desired altitude, continuing to follow
EOSID. Don’t stop climbing until completing at least one round in holding.
On the RTOW chart, the acceleration altitude, NAVAID and holding pattern together with the
word EOSID is provided.
Notes:
The EOSID guarantees obstacle clearance over the whole flight path, provided the
airplane continues climbing after flap/slat retraction for at least one round in the
holding pattern.
The Commander has to decide the safe altitude where climb will be finished for
further actions. The minimum levels or altitudes of the standard holding patterns as
shown on Instrument charts are valid only for ALL engines operating.
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Maximum continuous thrust (MCT) must be set after 10 minutes takeoff thrust
application, however may be used earlier but never before flap retraction is
completed.
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Obstacle clearance is assured within the shaded area.
Explanation:
Climb straight ahead on runway track until reaching acceleration altitude 1600
ft,
Level off for flaps/slats retraction, accelerate to green dot speed and at the same
time, make a left turn with 15º bank to the navaid “FIX” 113.3.
Enter the holding pattern (270 INBD Right turn).
a. Where a straight-out climb to the acceleration altitude does not provide obstacle
clearance, a Special ESOID will be defined. Unless otherwise specified, this
procedure does not affect the assumed climb technique but presents specific
navigational information. Therefore:
Climb straight ahead on runway track, until the time, height or location
specified for the start of the turn is reached.
At acceleration altitude, level off for flap/slat retraction and accelerate to green
dot speed.
After flap/slat retraction, climb with MCT to desired altitude, continuing to
follow Special EOSID.
b. On the RTOW chart, the acceleration altitude, NAVAID(s) and holding pattern
together with the word Special EOSID is provided.
Notes
The Special EOSID guarantees obstacle clearance over the whole flight path,
provided the airplane continues climbing after flap/slat retraction for at least one
round in the holding pattern.
The Commander has to decide the safe altitude where climb will be finished for
further actions. The minimum levels or altitudes of the standard holding patterns as
shown on Instrument charts are valid only for ALL engines operating.
Maximum continuous thrust (MCT) should be set after 10 minutes takeoff thrust
application, however may be used earlier but never before flap retraction is
completed.
EOSID: At 3 DME 'FOX' 116.2 (600 ft QNH), RT to ITCPT R 270 'FOX' 116.2
When passing 1900 ft QNH, LT to 'FD' 350 (287 INBD, RT)
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Explanation:
At 3 DME from the navigation aid “FOX” 116.2, (or 600 ft QNH if DME “FOX” is
Inoperative), make a right turn and intercept the radial 270 from navaid “FOX” 116.2. Climb
on R270 until reaching the acceleration altitude 1500 ft QNH and accelerate for flap/slat
retraction to green dot speed.
After flap slat retraction continue climb with MCT. When passing 1900ft QNH left turn to the
navaid “FD” 350. Enter the holding pattern (3287 INBD”, RT) appropriate to the navigation
aid “FD” 350 using standard entry and holding procedures. Continue climb to desired altitude
for further action.
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b. For weights lower that the lowest presented weight on the RTOW chart, take-off
speeds are not to be extrapolated. i.e. read speeds for the lowest presented weight.
2.9.1 INTERPOLATION
Weight Temperature
77.0 25°C
74.2 49°C
The unit change in weight per 1°C is: 2,900 ÷ 24 = 120.8 kg/°C
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In some cases, it may happen that the first temperature value (displayed for the highest weight
entry) is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid
unnecessary weight penalties (especially MEL penalties). Use the Grade 1/Grade 2 gradients
provided at the bottom of the corresponding column.
Grad 1/Grade 2 are gradients provided for both sides of the flat rating temperature (TREF).
Grade 1 applies to temperature bellow TREF and Grade 2 applies above TREF.
Procedure
Read the lowest temperature in the appropriate wind column. (Lowest temperature equates
to highest mass entry).
Depending on the OAT, TREF, and “lowest temperature”, use one of the following 3
procedures.
Obtain mass increment by multiplying Grad 2 by the difference in temperature between OAT
and the lowest temperature.
Add this mass increment to the maximum take-off weight calculated for the lowest
temperature in the chart.
Obtain mass increment by multiplying Grad 1 by the difference in temperature between OAT
and the lowest temperature.
Add this mass increment to the maximum take-off weight calculated for the lowest
temperature.
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3. LANDING PERFORMANCE
3.1 DEFINITIONS
The distance measured between a point 50 feet above the runway threshold and the point
where the aircraft comes to a complete stop.
Based on VAPP and VLS (1.23VS1G), with ground spoilers and antiskid operating, assuming
maximum pilot braking, and no reverse thrust.
The Required Landing Distance is the Actual Landing Distance divided by 0.6, assuming the
surface is dry.
The Required Landing Distance – Wet, is the Required Landing Distance - Dry multiplied by
a factor of 1.15.
The Required Landing Distance – Contaminated, is at least the greater of the Required
Landing Distance – Wet, and 115% of the Actual Landing Distance – Contaminated.
NOTE:
Use of reverse thrust significantly reduces stopping distances on wet and
contaminated runways. The affect of reverse thrust on a dry runway is in the region of
2% at sea level.
The certification rules require that the landing weight must not exceed:
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i. The still air landing weight most favorable runway (longest runway).
ii. The landing weight taking into account the forecast wind on shorter runways,
where due to anticipated conditions (wind direction, ATC or noise abatement
procedures) such a runway may be in use.
b. The allowable landing weight on the shorter runway is limited to the still air landing
weight on the longest runway.
c. Where an operator is unable to comply with point (i) above… For a destination
aerodrome having a single runway, where landing depends upon a specified wind
component, an aeroplane may be dispatched if (two) 2 alternate aerodromes are
designated which permit full compliance.
d. Where an operator is unable to comply with point (ii) above… For a destination
aerodrome, the aeroplane may be dispatched if an alternate aerodrome is designated
which permits full compliance.
a. “For instrument approaches with a missed approach gradient greater than 2.5% an
operator shall verify that the expected landing weight of the aeroplane allows a
missed approach with a climb gradient equal to or greater than the applicable missed
approach gradient in the one engine inoperative missed approach configuration and
speed.”
b. “For instrument approaches with decision heights below 200 ft, an operator must
verify that the expected landing weight of the aeroplane allows a missed approach
gradient of climb, with the critical engine failed and with the speed and configuration
used for go-around of at least 2.5%, or the published gradient, whichever is greater.”
c. Approach Climb weight is based on missed approach configuration, gear up, and
TOGA thrust.
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a. Landing Climb limit is the maximum weight at which a gradient capability of 3.2%
can be achieved under the following configuration: landing flaps, gear down, both
engines at maximum go-around thrust.
Landing flaps
Gear down
Both engines at maximum go-around thrust.
This is never limiting on a twin engine jet aircraft.
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a. In the missed approach configuration, to maintain a 2.1% gradient in the engine out
scenario.
b. In the landing configuration, to maintain a 3.2% gradient in the all engine operating
scenario.
c. VLS+5 Final Approach Speed (VFA), and Go-Around
d. Air-conditioning OFF
e. Anti Ice OFF
f. QNH 1013.25 HPa
g. All reversers inoperative
h. Dry runway
i. Medium Autobrake (ALD); Maximum pedal braking (RLD)
Wind
HEAD WIND
10 KT Limit Code
Max Landing
Max Landing Distance - RLD
Chart Description
Distance - ALD
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1. Aircraft Type
2. Engine Type
3. a. Airport Name
b. City Name
c. Runway Identifier
d. Airport Elevation
e. ISA Condition
f. Runway Slope
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Wet Correction
Using WET influence correction: Subtract wet correction from the MLW
Pressure Correction
Use the QNH influence correction: Subtract or add weight correction to the MLW
Air Conditioning
Use the Air Conditioning influence: Subtract weight correction
with Air Conditioning on
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a. The published missed approach is the preferable procedure to fly in the event of
missed approach. The following paragraphs define a procedure to allow the pilot
decide whether the constraints of the published missed approach are met in the single
engine scenario.
c. To follow the published missed approach, the following criteria must be met:
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NOTE For landing on a contaminated runway also refer to Operations Manual Part C
Section 2.5
Reduces the friction force between the tires and the runway surface.
Based on:
- Tire tread condition (wear), and pressure
- Type of runway surface
Creating a fluid layer between the tires and the runway surface, thus
reducing contact area, and increases the risk of hydroplaning.
e. The presence of fluid contaminants also positively contributes to the stopping force
by:
Resisting the wheels forward movement (displacement drag).
Creating a spray pattern that strikes the landing gear and airframe
(impingement drag).
If µ is less than 0.20 treat the runway as a slippery. Landing on a slippery runway is not
approved.
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a. Regulation defines the required landing distance for automatic landing as the actual
landing distance in automatic landing multiplied by 1.15. This distance must be
retained for automatic landing whenever it is greater than the required landing
distance in manual mode.
For automatic landing, use the same required landing distances and corrections as for manual
landing (except as defined under "a" above).
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4.1 TAKEOFF
Takeoff charts taking into account MEL items (non-standard RTOW charts) can be
produced by Flight Operations Engineering. These will be issued when required and
are valid only for the duration of the intended flight. Therefore, any non-standard
RTOW charts brought onboard the aircraft should be removed by the crew at the end
of the flight.
IF an MEL item affecting performance occurs away from base, corrections to the
Maximum Takeoff Weight and Speeds may be obtained from the MEL. If
communication with Dispatch is possible (especially at performance limiting airfield),
a specific non-standard RTOW chart can be sent. However additional delays should
not be incurred while awaiting charts, and the aircraft may be dispatched by making
the appropriate corrections from the MEL.
4.2 LANDING
a. For landing gear MEL failures, generic landing distance tables are presented on page
-----. Either flap setting may be used provided the approach climb gradient
requirements are met in the Approach Climb configuration.
b. Actual landing distances (with no failures) are detailed in (FCOM PER – LDG -
DIS\ILD). Make corrections to approach speed and actual landing distance for system
failures from FCOM PRO-ABN-80 Refer to Appendix D.
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5. CRUISE PERFORMANCE
a. Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA. Optimum
altitude, altitude capability and 1.3g & 1.4g buffet margin altitudes are provided for
speeds of Mach 0.78 & Long Range and for various ISA deviations (see next page).
The altitude capability takes into account a 2% performance degradation. The altitude
capability is the lowest altitude based on:
b. For temperatures of ISA + 15°C and below the altitude capability is limited by the
Max Climb Thrust, and the actual thrust requirement to maintain cruise speed is
generally less than the Max Cruise Thrust limit. However, for temperatures greater
than ISA + 15°C, the altitude capability is limited by Max Cruise Thrust, thus the
ability to maintain speed or cruise level close to max altitude is very sensitive to
temperature variations.
Mach .78
PERFORMANCE INSTRUCTIONS
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01APR11 APP.A-01
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01APR11 APP.A-02
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01APR11 APP.B-01
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01APR11 APP.B-02
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a. Configuration Full
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b. Configuration 3
a. Manual Landing
PERFORMANCE INSTRUCTIONS
a. Configuration Full
b. Configuration 3
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01APR11 APP.D-04