2107128, 1:08 study viewer ETA Performance Reference Handbook - Boeing 737NG iE elt) by Maurits HULSHOF htpssstudyb.netdc!25687661737-porformance-reference-handoook sae2107128, 1:08 hipssetudyis.netdoc!256876611737-pertermance: study viewer2107128, 1:08 study viewer Foreword Conversations with colleagues, discussions during cruise fight coupled with my experiences when conducting performance courses in the classroom have led me to draw the conclusion that aircraft portormance is ot easily understood by aine plots in their daly operation. Aircraft ‘manufacturers and aitines provide pilots with numerous performance data but tis not always Clear when or how this should be used. itis because ofthis that the wish arose for a small guide containing all the performance rules which might be faced by aircrew both occasionally and on a daily basis. This Performance Fleference Handbook (PRH) isthe result This handbook contains European (EASA) performance regulations applicable to Performance iass A (lerge civil mul-engined jet) airrat in general and the related data plus apolcation for the Boeing 737 NG specicaly. It's complete with many clarifying pictures and flowcharts, as we pilots prefer. In addition, due to ts handy size it wil easily tt into your fight bag. Anyway, | hope that this PRH will assist in making performance calculations and related ‘decisions and help you become more familiar with what specie performance data ropresents. Moreover, the computerised era has dawned and this affects many of us, influencing performance calculations with electronic tools like EFB. The lack of transparency in ‘computerisation means that many picts wi lose their overview ofthis aspect of the operation. So with respect to the PRH, use, enjoy and don’ hesitate to enticise it, because I'm looking forward to any remarks, comments andor feedback! Maui Masts pe ae Seem y | htpssstudyb.netdc!25687661/737-porformance-eference-handoook isa2uvri23, 1:08 study viewer (Order and update info You can order your own copy ofthe PRH rom warn periommance?37.com. Ths sito wil als inform you about updates. ‘An FAA adiion is also availble, Both editions are also available as e-book (eP ub). Language In accordance withthe Boeing Manuals, this PRH is writen in US English. However, the EU-OPS ‘regulations, which are quoted exact, are writen In UK Englsh Eg. you may Had the werd aiplane” (aS tex) as wel as “aeropane® (as quate) inthis hancbook. Where the pronau hols used inthe PAH, the pronoun ‘sho cous be ined, Disclaimer Attough a major pat of the contents of this handbook consists of regulatory data, the PRH isnot ‘2uthorized by any aitne, local aviation author or by the manufacturer of tho 77NG. ‘Although this guise has been put together careuly, Ne author guarantees nether curtency nor accuracy ‘and cannot b held reszonsibe for faults. Therefore company, manufacturer and state procedures must ‘always take precedence ove ini hanabook. Contact For any remark, comment, leedback or err reporting, please contac: rh@performance797.com. Copyright © 2012 MALHulshot ‘Allright reserved. No part o this pubication may be reproduced or ransmitedin any frm without the ‘elt witien permission ofthe autho. Cover Design and photograph © by the author. Le _ peomnaneS ed ‘we perornence?7.com H t6r Senne Homes ashacion x02 Matis htpssstudyb.netdc!25687661/737-porformance-eference-handoook ana2uvri23, 1:08 study viewer INTRODUCTION Every public transport aicraft taking off has to meot soveral_ minimum performance requirements in order to be able to reach an acceptable level of safety throughout the fight from takeoff fo the subsequent landing ‘These minimum requirements, with respect to aircraft performance, are laid down in aviation regulations which cover both the aircraft ceritication and operation. ‘Worldwide there are two major aviation rulemaking organizations, EASA and FAA. EASA, the European Aviation Safety Agency, established in 2003 and absorbed the JAA (Joint Aviation Authorties) by 2008, develops, adopts and implements requirements conceming aircraft design, certification, operation, maintenance and crew licensing Coriftcation requirements ior Performance Class A (large civil multrengined jet) alcrat, as Is the Booing 737NG, aro laid down in Part 25 of EASA’s Cortication Specifications (CS-25), replacing the former JAR-25 (Joint Aviation Requirements), and almost identical to the FAA (USA's Federal Aviation Administration) equivalont FAR-28, (Oporating requirements are documented in EU-OPS. This edition of the PAH reflects the EASA aircralt performance regulations recagnized in GS-25 and EU-OPS. Acceptable Means of Compliance (AMC) and Interpretative / Explanatory Material (EM) form a part ofthese regulations and are also referenced. (An FAA econ of te PAH salto avaiate on ww neriormance737-com) ‘his handoook contains 4 chapters (part): mt] ieee ea et) the avallable patformanc htpssstudyb.netdc!25687661/737-porformance-eference-handoook i1322uvri23, 1:08 study viewer © resticion [PAH page Xci}eross reference within this handbook. Quoranous (€S-25.xxx Quotation of EASA's Certlcation Specitication Part 25, [AMC-25.00. Quotation of EASA's OS Part 25 Acceptable Means of Compliance. (CS-AWO xxx Quotation of EASA's CS Part All Weather Operations. EU-OPS 1.100% Quotation of EASA's Operational Requirements, IEM-OPS 100 Quotation of EU-OPS's Iniepretalive Explanatory Material, PANS-OPS xxx Quotation of ICAO's Procedures far Aur Navigation Services ~ Aircraft Ops. (CFM. Quotation of tho manufacturer ofthe CFMS6 engino. Iv Petinscceateweo steak ASA soca 2912 UH htpssstudyb.netdc!25687661/737-porformance-eference-handoook arr322uvri23, 1:08 study viewer TABLE OF CONTENTS part A BASIC PERFORMANCE NOTES SECTION 1 TAKEOFF PERFORMANCE 1. TAKEOFF SPEEDS As 1.4. Demonstrated Takeotf Speeds rey 114. Sial Speco Aa 1.12. Iivmom Unstick Speed a3 1.13. Mima Contr! Speeds Ag 1.2. Operational Takeoff Speeds AS 121. Takeoff Decision Speed AS 122. Rotation Speed AS 123, Takeoff Safety Spesd AS 1-24. Various iniuences on operational speeds AG 2. TAKEOFF PERFORMANCE REQUIREMENTS a? 2.1. Maximum Allowable Takeoff Weight AT 21.4. Maximum Ceriied Structural TOW A? 21.2. Performance Limt TOW Ay 2.2. Field Length Requirement AB 221. Accoleraie Stop Distance Ao 222. Takeot Distance ato 22. Uneup Convection Any 224. Balancod Takeot? Ana 225. Runway Surface Conditions AAT 23. Climb Requirement A238 23.1. Takcolt Fight Path Az 252. Improved Gib 25 24. Obstacle Clearance Requirement AD 24.1. Emergoney Tun re 242. Adational Considerations Azo 25. Tire Speed Requirement A390 2.16. Maximum Brake Energy Requiroment A380 3. REDUCED TAKEOFF THRUST Ast 8.1. Engine Characteristics Ai 3.2. Takeoit Thrust Reduction Asa 5.2.1. Dorated Takeol Thrust A338 322. Redvood Takieot Test ~ Assumed Temperature Method A338 52.3. Combination Derate and Reduced Thrust A368 SECTION 2 ENROUTE PERFORMANCE 1. GENERAL as? 1.1. Cost index Aa? 1.2. Enroute Climb Aa? 1.3. Cruise Altitude 38 13.1. Optimum Atitude AB 13.2, Maximum Altice A238 1.4. Cruise Speed Aa 14.3. Maximum Range Cruise 40 EASA ction 9012 My Lot wiorenceHarbosk htpssstudyb.netdc!25687661/737-porformance-eference-handoook awa2uvri23, 1:08 study viewer 14.2. Long Range Crise 14.3. Economie Crise Speod 2. ENROUTE PERFORMANCE REQUIREMENTS 2.1. General 2.2. Dnittdown 2.3. Reguiations 23.1. Vertical Clearance 2.32. Later! Cearance SECTION 3 LANDING PERFORMANCE 1. LANDING DISTANCE AND SPEED 1.1. Landing Distance Avaitable 1.2, Lanaing Speed 121. fieferonce Speed 1.22, Final Approach Speed 2. LANDING PERFORMANCE REQUIREMENTS ~ DISPATCH 2.1, General 22. Landing Field Requirement 221. Dispatch Requierent 1222. Cortteo Landing Distznco 1223, Landing Fld Limit Wight Dry Funway 22.4 Lancing Field Lint Weight — Wet Runway 2.25. Landing Fie Limt Weight - Contaminated (Sippery) Runway 23. Approach and Landing Climb Requirement 24. Quick Turnaround Limit Weight 3. LANDING PERFORMANCE REQUIREMENTS ~ INFLIGHT PART B PERFORMANCE DATA 737NG SECTION 1 TAKEOFF DATA, 1. TLCHARTS 1.1, General 1.2, Weight Adjustments 121. Corrections on both BRLW/and CLTOW 1.22. Adcivona! Conections on BALW only 1.3. VI Adjustment 1.3.1. Cleaway and Stopway Correction 1.32, Siope and Wind 133. Runway Surface Condion 1134. Unservoeable Equypment 2. NO TL-CHART AVAILABLE 2.1. Field Limit Takeott Weight 22. Climb Limit Takeott Weight 2.3. Obstacle Limit Weight 24. Tire Speed Limit Weight 25. Brake Energy Limit htpssstudyb.netdc!25687661/737-porformance-eference-handoook Aso wat aaa rer} Aaa rors Aad rer Aas, AB AaB Aa6, Aar AAT Aas Aa 450 A50 50 Asi A82 Aso ara2uvri23, 1:08 study viewer SECTION 2 LANDING DATA 1. DISPATCH DATA Bas 1.1. Landing Field Limit Weight 8:3 51.1. Diy and Wet Runway B13 11.2, Contaminated (Sippery) Rurway Baa 1.2. Landing Climb Limit Weight Bad 4.8. Go-Around Climb Gradient B45 14. Quick Tunaround Limit Weight Bis 2. INFLIGHT (OPERATIONAL) DATA Bar 21, Landing Distance Required Ba7 2.4.4. Normal Configuration Laing Distance Ba7 2.12. Non Noma! Configuration Landing Distance BB 22, Recommended Brake Cooling Schedule B98 PART C PERFORMANCE DATA APPLICATION SECTION 1 TAKEOFF CALCULATIONS 1. PERFORMANCE RULE DETERMINATION cs 2. DRY RUNWAY cs 21. Max Atowable TOW cs 22. Assumed Temperalure Reduced Thst cs 23 VSpeeds os 3. WET RUNWAY co? 3.1. Using Wet TL-Chart cr 31.1. Maximum Alowable TOW or 12 Assumed Temperature Reduced Thrust o7 313. VSpeede c7 82. Using Dry TL-Chart co 321. Maximum Mowable TOW ce 322, Assumed Temperature Reduced Thrust co 323. V Speeds C10 4, CONTAMINATED RUNWAY on 4.1. Contaminated Runway ~ Fluid Contaminant c13 41.1. Maximum Allowable TOW ca 412 V Speeds ca 42. Contaminated Runway ~ Hard Contaminant cas 421. Maximum Allowable TOW cs 422. V Speeds ra 5. INOPERATIVE EQUIPMENT cz 5. Antiskid inop car 52. Thrust Reversar Inop C17 521. WetRumay cir 522. Contaminated Runway 17 5.3. EEC ALTN Mode oro 54. Auto Speedbrake inop C19 ABA noon 2012 Hel von Hook i htpssstudyb.netdc!25687661/737-porformance-eference-handoook2107128, 1:08 study viewer SECTION 2 LANDING CALCULATIONS 1. DISPATCH CALCULATIONS 2. INFLIGHT CALCULATIONS 2.1, Required catculation| 21.1. Landing Distance Required 21.2. GoAround Cle Graciont 2.2. Factors affecting landing distance 221. Autoland 222. Aiming Point Marking 223. Threshold Grossing Height 224. Threshold Grossing Spood 2.3. Other landing distance considerations 23.1. Dispatch Daia vs. fight Data 23.2. Reverse Thrust wih Manual Brakes vs. Aulobrakes 3. BRAKE COOLING 3.1. Dispatch 3.2. Inilight BRRRRRRRERRRALS gee cgeccgeeegage part D appenpices |. RUNWAY STATE MESSAGE D2 IL SNOWTAM D3 lil. GLOSSARY. D4 IV. ABBREVIATIONS De V. INDEX D2 VL. REFERENCES Das, il pet manse Resa han ABA cisin O02 a htpssstudyb.netdc!25687661/737-porformance-eference-handoook sora2107128, 1:08 study viewer htpssstudyb.netdc!25687661/737-porformance-eference-handoook ssa2107128, 1:08 study viewer eee ees Performance Handbook en htpssstudyb.netdc!25687661/737-porformance-eference-handoook sana2uvri23, 1:08 study viewer SECTION 1 IKEOFF PERFORMANCE 1. TAKEOFF SPEEDS eo 1.1. DEMONSTRATED TAKEOFF SPEEDS 12 Four speeds are demonstrated during the certfcation process: the stallspecd (Vs), the tinimam unstck spec (Yn) andthe minimum contol speeds on the grune (Vacs) and wal (Vion) 4.4. Stall speed Vs ‘Stall speed (Vs): The minimum steady fight soeed at which the eiolaneis Controlabie. 12. Corresponds to the point where the it can no longer be sustained. 2 Vial the one-g stall speed corresponding to the maximum ltcoetficient(C,) where the loadiactor is sill equal to 1 (Le. just Before the itt stars decreasing with increasing angle of attack AOA), 12 The stall speed used in airplane confication isthe reforanco stall spe0d, Vn. cs-25.103 The reference stall speed Vs is a callrated airspeed defined by the apalicant. Véq ‘may not be less than a 1-9 stall speed. 41.1.2. Minimum Unstick speed — Vow s-25.107 Vie isthe calbrated airspeed at and above which the aeroplane can safely lit off the ground, and continue tho takeot. 15 Demonstrated inflight tests. © Determinod at tho maximum angle ‘of attack that is physically aitainabl by the aircraft while on the ground, 1.1.3. Minimum Control speeds 1.1.8.1. Minimum control speed - Ground ~ Vics c-25.149 Vace, the minimum control speed on the groune, is the calibrated airspeed turing the take-off run at which, when the crcal engine is suddenly made inoperative, tis possible to maintain control ofthe aeroplane using the rudder Povtemarss Remorse Hono AS htpssstudyb.netdc!25687661/737-porformance-eference-handoook sana2uvri23, 1:08 study viewer 12 Crow must be able (without special ski aquired) to arrest the lateral motion caused by an engine failure within 30 feet of the runway centerline, using only ‘erodynamic controls (no nesewhea! steering). 2 Vues determined wih = the remaining engine at maximum takeot trust (leeds of) most unfavorable (arthest at) center of gravity = maximum iakoot weight & aircraft timed for takoott {in dotermining the minimum control speeds the eflects of erosswind are not taken into account. 4.1.8.2. Minimum control speed - Ait Vue By 0825.149 Te ee esta ataond 3 wich whan te cl gine suey ‘made inoperative, itis possible to mainian control of tho aeroplane with that ‘engine stil operative, and maintain straight fight with an angle of bank of ‘hot more than 5°. 19 Maximum 20° heading change during the recovery without spacial sil ‘equired) is allowed. 1 Via is determined with: > the remaining engine at maximum takeoft thrust (blesds of) © most unfavorabie (farthest aft) center of gravity © aircralt trimmed fr takeott © maximum takoott weight > most tical eonfiguration but wth gear up > negigtole groundettect Ad pevaiises Remorse Hatin htpssstudyb.netdc!25687661/737-porformance-eference-handoook sana2107128, 1:08 study viewer 1.2. OPERATIONAL TAKEOFF SPEEDS From the demonstrated spaeds the following operational speeds are derived: 1.21. Taksotf Decision speed - V, Takeo Decision speed (V)): The speed used as a reference in the event of engine or ‘ther faire m deciding whether to continue or reject the takeof. CS-Dotinitions V; means the maximum speed in the take-off at which the pilot must take the frst action (0.9. apply brakes, reduce thrust, deploy speed brakes) o stop the aeroplane within the accolerate-stop distance, V; also means the minimum speed in the take-of, following 2 failure ofthe erica lengine at Vex at which the pilot can continue the take-off and achieve the required height above the take-off surface within the takeoff stance. 12 Rogulations require a single value of V, forthe rojected and continued takeoft 12 Regulations account for one second of recognition and reaction time between VeF, the speed at which the event is assumed to take place, and the pilot's ist action to reject the takeoft ‘Vit caltatd arsed at teh cite ogni assured ofa. Ves mt be sutedby ie aopicat ut mayne es han Vaca weavers wea Minimum Vs equal to Veo Th ririmum lovable Vie fore os: ie «2 Masimum Vi equl1oWe and may a c86d VR Maximum Brake Eneray speed (Vic): The highest takeot! decision speed from which the airplane may be brought to a stop without exceeding the maximum energy ‘absorption capabilty ofthe brakes. 1.2.2. Rotation speed - Vr BA ane.25.11100) Rotation speed, Vn, is intencied to be the seed at which the pilot nitiates action to raise the nase gear of the ground, during the acceleration to V= 12 Chosen such, that given a normal rotation rate of three degrees per second, the aircraft will achieve Vo atthe soreenheight atthe end of the runway ian engine fails at Ver. ‘9 Flsuts in a safe lie speed VLoF. s-25.107 Vior i the calbrated airspeed at which the airplane fst becomes airborne. wo RenoesHorouce AS: htpssstudyb.netdc!25687661/737-porformance-eference-handoook sorna22uvri23, 1:08 study viewer 1.23, Takeoff Safety speed - V2 6S.Detinitions Take-off salety speed means a referenced airspeed obtained ater if at wich the ‘equted one engine inoperaiv cline performance cae achieved. Takaalt Salty seed (V,): The target speed to be reached atthe sereenheigh, assuming an engine failure at or after Vs. 9. Selected by the certification applicant and is the speed at which the one engine inoperative second segment chm prformance i demonstrated. "1 pag 4) {Not necessary the absolut minimum safety spec fr one engine inoperative since a higher speed may provide better cimb performance and may also be scheduled to reduce the tal-sike risk on long-body aircraft. 4.24, Various influences on operational speeds OVERVIEW TAKEOFF SPEEDS Vaca Vacs Vu ~— Yr Vio Va Wor Acvedien 20:2 UN IK htpssstudyb.netdc!25687661/737-porformance-eference-handoook sens2107128, 1:08 study viewer 2. TAKEOFF PERFORMANCE REQUIREMENTS. MAX ALLOWABLE TAKEOFF WEIGHT 2.1, MAXIMUM ALLOWABLE TAKEOFF WEIGHT 12. The maximum weight the aircraft is allowed to takeot with is limited by 9 logal periormance requirements ~ resulting in a Performance Limit TOW (PLTOW), ‘which may be further resricted by MEL requirements, and © aweight taking the airframe structure into account =the Maximum Caied Structural Tow. 12 Tho Max Allowablo TOW is detorrinad by the most iting of the PLTOW and the ‘Maximum Certtied Structural TOW. 2 Tho Max Allowabie TOW may bo furthor restricted by the Max Allowable LDW /FAH/pa7e ‘4-7, 6-20)plus the weight ofthe trpfuel. 21.1. Maximum Corttied Structural TOW ‘Stuctwal mea: The maximum weight the arrame, landing gear ard wings can suppor. {Speci by tho manutaturr but may be lowered bythe atina company for ‘sconomical reasons (ATC and landingtees are based on this weight). 2:12. Performance Limit TOW «Requioments which dternine the PLTOW are coring the © Field Longth-toersurethat, lowing an engin alu at the most etal Inoment, te ata can ether sally continue rec the takeat onthe valle rurway length -oslting i the Fed Lonth Lint TOW. PRpsgo 9) © Climb - to ensure tha the alreaft has sufficient climb capabity in all phases of the takooft - resulting in the Cimb Limit TOW. ;PAX page A.23) © Obstacle Clearance-to ensure thatthe aicrat is able to ear all obstacles with the required margin - resulting in tho Obstacle Limit TOW. /PRH page 4.28) ‘© Tire Speed - to ensure that the maximum spoad on the ground prior to itt doos ‘ot exceed the maximum certtied tre speed - resulting in the Tire Speed Limit TOW. (PAH pa52 As) rake Energy -1o ensure thatthe maximum amount of energy which the brakes can absorb in the event ofa rejectod takeol will not be exceaded - resulting, for @ ‘sven runway, in the Brake Energy Limit TOW. (PP pape 40) 12 Regulations require the PLTOW to be determined taking certain environmental elements into account. REQUIRED ENVIRONMENTAL CONDITIONS [EU-OPS 1.490} Not more than 60% of he repertad HWO and no less than 150% ofthe reported TWO.” Pressure aude (PA) and OAT atthe aeroorome uray slop in takeol diction. Runway surface contin (© nore manutactrer provides eta depending on wind, is requremer» aeady inplermenied. ‘Nate The Camo Litt TOW dota unde na wad condone 2 ISASLOW nha 2 {ASA ten ©2E:BUNtHvoN Polmanea Peon Hess AT htpssstudyb.netdc!25687661/737-porformance-eference-handoook sma2uvri23, 1:08 study viewer MAX ALLOWABLE TOW +] Lowest TOW 22, FIELD LENGTH REQUIREMENT ‘2 The maximum takeot! weight with respect to fold length is restricted by two specific. requirements which ensure thal the aircraft has suficiont performance forthe actual runway available. © Accolorate-Stop Distance Required must not excead Accelerata-Siop Distance Avaliable. (PF pace 48) ASR SASDA” © Takeot! Distance Required must not exceed Takeoff Distance Availabe, eat page 410} _TOBRS TODA 12 The accelerate-stop distance requirement will result in a Accelerate-Stop Distance (ASD) Limit TOW and the takeotf distance requirement will result in # Takeoff Distance (TOD) Limit TOW. 12 Tho Flold Length Limit TOW is the most rostrictve (lowest) of the ASD Limit TOW and the TOD Limit Weight cs 1. Inthe following detitions and figures TORA is defined as: EU-OPS 1.480 Take-off cun available (TORA) The length of runway which is declared avaiable by the ‘appropriate Authority and suttable fr the grourd run ofan aeroplane taking oll AB Petone htpssstudyb.netdc!25687661/737-porformance-eference-handoook sana2107128, 1:08 study viewer 2.2.1. Accelerate Stop Distance 2. Airaft must be abo to safely abor the tkecft folowing an event at VE. Accelerate Stop Distance Required (ASDA): The requited distance to acceferate with al (N) engines operating to Vs (including 1 second recognition time between Ver and 1) als the required distance to travel 2 seconds at constant speed V; (to allow forthe transition rom acceleration tothe stopping configuration) pls the required distance to decelerate trom V, oa hl scp. {In dotermining the ASOR on a dy runway, no rad fr reverse thrust during the RTO is aloned, however, regulations do allow the crecit fr reverse thrust on @ wel or Contaminatad runway. The use of spoodbrake is always creditod. Fora given runway the Acceerato-Stop Distance Limit Weight i the weight for which 'ASDR equals ASDA, At this iit weigh the aircraft wil just be abe to stop within the "ASDA, when maximum braking action is inated atthe latest by V., with only the use of ‘spoodbrake on a cry runway, and wih tho addtional use of cn T/F on awet or contaminated runway. 0 course, whem actualy rejecting a takeott on a cy runway, the T/A shouldbe used. €5-25.101 The accolerate-stop (..) distances (..) must be determined with al tho IV) is st to the upper limit, the aircraft wil roach Ve atthe screenheight well ‘before the end ofthe runway in case of a continued takeot, folowing an ‘engine failure at Ver, but it would just be possible to stop at the end ofthe runway in case of a rejected takeof following an event at Ver. ‘9 Other than balanced V, may be usod to: = ‘increase V; to above Vues in order to increase Vice Limit TOW. reduce V; to below VMBE in order to increase Brake Energy Limit TOW. 1 Even with a range of Vy avallable, the absolute upper and lower limit (AH pase 4-5) still applies: Vv; may not exceed Vs because no takeot! may be rojecto after rotation. > Vj may not be less than Vicar htpssstudyb.netdc!25687661/737-porformance-eference-handoook zanae2107128, 1:08 study viewer 2.24.1.2. Required unbalancing 12 ASDA may be incroased with a stopway (PAH p2ge A-9Jand TODA may be increased with a clearway /PRH page A-11)in order to increase the TOW. Buti stop- and clearway are not equal, there is no balanced takeoff situation. To use ‘the higher TOW resuling trom the use of clearway andiar stopway, Vi has to bo adjust to be able to meat the requirements for stop and go. This V; corection is a “unction of the diflerence betwoen clearway and stopway. Two situations are distinguished © Cleanway > Stopway Incase cloarway exceeds stopway, V; noods to be lowered. Starting from tho balanced situation, an aircraft with the higher TOW, resulting from the increased ‘TODA, sill needs fo be stopped within the (unchanged) ASDA. SS dusts s (lowes V xrame situation wih eansay andr sooway © Stopway > Clearway Incase stopway exceeds clearway, V1 needs o be increased. Starting trom the balanced situation, an aitraft wih the higher TOW, resulting from the increased ASDA, must stl be able to reach Ve within the (unchanged) TODA. Tow Increased ‘Tow » Adjusted (tigher Exreme situation win stopway anc ro eearaay ASK eaten ©2012 80a Peromonc oloove andese AAS htpssstudyb.netdc!25687661/737-porformance-eference-handoook sige2107128, 1:08 study viewer 22.4.2. Rebalancing 12 Actual conditions which difer from the situation for which V; is published (level/dry runway al SL, standard day, no wind) require adjustment of V in order io: maintain a balanced takeot © Conditions causing reduced stoneina capability require a lower Vs. The ASDA becomes more restrictive ~ the decision o abort the takeoff has to be ‘made earlier 1 guaraniee a sale siop before the end of the runway. RSHIRSESISRnnG eaRAETV WO ossiolo conditions: ~ Runway surtace not being dry ~ Downsloping runway = Inoporative equipment affecting the aircrafts abilty to stop (eg. T/R inep) HR SG EM, FTES TTR © Conditions causing reduced acceleration canabilty equire a higher Vi. ‘The TODA ecames more restrictive - the decision to continue the takeoff must be made at higher speed to make the (teduced) acceleration on one engine ‘shorter so that Ve can be reached within the TODA. _ Reduced acceleration capatilty > Vit Possible conditions: ~ Lees aval hrst du high ekiport elevation ei (actual er assumed) = Upstoping runway Deposits on the runway causing drag (eg. slush, standing water) Re-Balanced Fiektongih Reaves acelin apa requires a highe= VF JX, Febslancing v,reates a longer taanced fet fran and mst teretore bo accompanied by a weight reduction, in order to equal the rebalanced field length to the standard balanced feld length AAG Poiwvarce vaenstieites EASA stan 29:26 Mud htpssstudyb.netdc!25687661/737-porformance-eference-handoook zene2107128, 1:08 study viewer 2.25, Runway Surface Conditions 225.1. Dry Runway EU-OPS 1.480 A ty runway is one which is neither wet nar contaminated, and includes those ‘paved runways which have been specialy prepared with grooves or porous ‘pavement and maintained to retain ‘llecively dry’ braking action even when ‘moisture i present. Grooved or porous friction course runway: A paved runway that has been prepared with lateral grooving or a porous friction course (PFO) surface to improve braking Characteristics when wet. EU-OPS 1.475 For performance purposes. a damp runway, other than a grass runway, may be considered tobe dy. EU-OPS 1.490 ‘A runway is considered damp when the surface is ot dry, but when the moisture on ‘tdoes net give ita shiny appearance. [EI] 24np is 2 runway condition when the runway is drying up folowing rain or when covered with morning dew as indicated by a color change. A damp runway or a wet grooved or PFC (Porous Friction Course) runway may not {Yield tho same level of performance as a cry runway. 2252. Wet Runway By £U-09S 1.400 ‘A runway is considered wet, when the runway surface is covered with water, or ‘equivalent preciptaton, oss than specified as ‘contaminated runway, or when there fs suicient moisture on the runway surface o cause 10 appear refecive, but without signitcant areas of standing wator 2 Arurmayis considered wet as soon asithas a shiny appearance, but without risk of hydropianing due to standing water (r other uc) on any part of is surtace. 2 Tho averafts accoleraton isnot afected, bu the sopping capabiliy is deoraded due to the reduction in tire to ground tition, therefore: © V; needs to be rebalanced toa lower value inorder to be able to sop the aircreft ‘boore the end of the runway incase of a discontinued takeott, AH age 4-16) © Field Length Limit TOW needs to be lowored in order to reduce tho inoeased balanced fie length, resulting from the rabalanced V;, to within the runway lira. ‘© Crest forthe use of reverse thrust onthe oper folowing an engine faiureis alowed ‘© ‘he screen height tobe reached atthe end ofthe takeot distance is lowered to 15, feet (instead of 35 tect on a ry runway). ive engine during an aborted takeott ‘Same TODA and ASDA Tiyan wa may ae? Ease: Povarmare elven Harn. AAT htpssstudyb.netdc!25687661/737-porformance-eference-handoook amaze2107128, 1:08 study viewer Bocause of the lower screenheight, the use of clearway on @ wet runway is not alowed. ‘The TOW on a wet runway must not exceed that permitted for takeotf on a dry runway under the same conditions. Therefore a Dry Check is required to exclude the theoretical possibilty that, ue to cre for reverse thrust and use of a reduced ‘screen height, a higher takeoft weight is obtained on a wet runway than on @ dry runway, which is not alowed, 225.3. Contaminated Runway Regulations regarding a contaminated runway is addressed by EASA in EU-OPS. EU-OPS 1.480 ‘A runway is considered fo be contaminated, when more than 25% ofthe runway ‘eurfaco area (whether in isolated aroas or not) within the required length and wih beng used covered byte lowing ‘Surface water more than 3 mm (0.125 Inch) deep, or by slush, or loose snow, ‘equivalent to more than 3 mim (0 125 inch) of water, ‘Snow, which has been compressed into a solid mass which resists further ‘compression and will old together, or break into tumps if picked up (compacted ‘+ ea, including wet ice. 19 Surface contaminants can be classified as: uid and hard contaminants, 225.31. Fluid Contaminants, Fudd contaminants: Contaminants with a measurable depth which are drag producing end tire braking trcton reducin. 12 Airraft runs through the contaminant, causing drag and reducing braking friction, allectina both acceleration and deceleration. 18 Dragiis caused by displacement ofthe contaminant and by impingement ofthe displaced contaminant spray on the fuselage andlor wings, RaW Bn RAY COMARTIOS WH FB CORA AB. Porwornes Rtwaes Histo AS eh SAN N htpssstudyb.netdc!25687661/737-porformance-eference-handoook zanae2107128, 1:08 study viewer 2. The slush diag force Fas) e inoreases wi the square ol the aus aircraft's groundspeed (Vo) and poaks lust above the hycreplaning speed {ie - speed al wien the te sats to Itt out ofthe hid contaminant {rosutng in infotive whook-akos) and then decreases with futher speed increase (URPEIEN + onnrn 8737NG hyoroplaning speed is approximately 120 kis. Hucrooianing (Aquaplaning): Partial or toll loss of contact and tition between the tre and the runway which occurs when the tre cannot squeeze anymore ofthe uid Contaminant layer between its traad and Wits off tha runway surface. AA 12,3881 2 sate operation rom a runway contaminated wih a fui contenant, the TOW needs to be reduced to compensate for the reduced acceleration capably and the reduced braking capabily. {2 Since the reduced stopping capability (requiring a lower V,) is more significant than the reduced acceleration capablity (requiring a highor V), V; noods tobe robalancad {0 a lower value (PA n299 A), but the Vs-adjustment becomes less negative with increasing contaminant depth due to increasing signficancy ofthe reduced acceleration capabilly. ‘2 Contaminants ofthis kind are: © Standing water EASA/AMC-25.1591 Wator ofa dopth greater than 3mm. 12 Typical temperature is above 0°C (32°F) © Sush By EASW/AMC-25.1591 Party melted snow orice with a high water content, from which water can ‘ready flow, with an assumed specie gravity of 0.85. ‘2 Normally a transient condition found only at temperatures close to 0°G (32°F), © Wet snow EASWAMC-25.1591 ‘Snow thal wl sick tagethor when compressed, fut wil not edly aow water to Tw trom when squeezed, wih an assumed speci oreviy of OS. © Typical temperature or wet snow tobe present is botween-5°C (23°F) and - 1S, © Dey ttooso) snow EASAV/AMC-25.1501 Fresh snow that can be blown, or, if compacted by hand, will fall apart uoon release (also commonly refered to 2s loose snow), with an assumed specific gravity of 0.2. ‘2 The assumption with respect to specific gravity is not applicable to snow which has been subjacted tothe natural ageing procass. 1a Typical temperature tor dy (loose) snow to be presents below -5°C (23°F). EASA sito SootBunaMasst Prince Rte Horde AIS Team Vi, Bose htpssstudyb.netdc!25687661/737-porformance-eference-handoook 2anae2107128, 1:08 study viewer 225.3.2. Hard contaminants Hard contaminants: Solid conteminants with no measurable depth (depth isnt ‘elevant) which are tre braking ricion reducing. 1 A\rerattruns on the contaminant, causing only reduced braking fiton (no extra 09), ‘an We WA AY TNR RR PSST To assure a sale operation om a runway contaminated with a hard contaminant, the TOW needs to be reduced to compensate forthe reduced braking capably ‘and V, needs to be re-balanced to a lower vaive. ‘8. Contaminants of this kind are: > Gompacted Snow EASA/AMC-25.1591 ‘Snow which has been compressed into a solid mass such that the aeroplane wheels, et representative operating pressures and loadings, will run on the surface without causing significant rating 2 toe EASAV/AMC-25.1591 Water which has frozen on the runway surface, including the condition where ‘compacted snow vansiians to a polished ice surace, 2253.3. Regulation allowances and restrictions on contaminated runways ‘3 Rlegulation allowances to reduce the performance effects (which result in a weight, ppenatty) on contaminated runways: 'D Credit tor the use of reverse thrust on the operative engine during an aborted takeoff following an engine failure is alowed. © The screen height to bo reached at the end of the takeoff distance is lowered to 15 feet (instead of 35 feet on a dry runway), 13 Regulation restrictions: S Tho use of Assumed Temperature reduced thrust is not allowed on contaminated runways. 20. reteowro Rovenehan htpssstudyb.netdc!25687661/737-porformance-eference-handoook sonsa22107128, 1:08 study viewer 2253.4. Vico Limit Weight 12 IVs Is adjusted to compensate the reduced braking capebilly on a contaminated runway, a check is required to ensure thatthe adjusted V; isnot less than Vics. 1. Ifthe adjusted (required) V; is lower than Von i must be set equal io Vaca. In such a case, the resulting (higher) Vikuce requires more runway length than was required for the adjusted VI the increased required length exceeds the ASDA, the takeoff weight must be limited in order to be able to stop within the ASDA limits in ‘case of a RTO. 13 Foragiven available runway length (ASDA), there willbe a limit weight for which Vs 's equal to Vico: Vince Limit Weight. FCOM/PI provides Vinca limit weights and it ‘must be checked thal this weight i nol exceeded. Yjatce Limit Weight: The maximum weight for which the airplane can accelerate to Vuco and just be able to stop within the available accelerate stop distance, vara Lina weg Vina One WE limited, the use of Derated (not Reduced) takeoff thrust might increase Vie Limit Weight. (PaH A-35) 225.35. Additional considerations 19 Because the contamination on the runway is only influencing the aircraft while sill (onthe ground, the reduced Field Length Limit TOW will result in a higher climb ccapabilly, hence greater obstacle clearance, once the sircraft is arborna. Sr St Baa I PATRAS Be RATED FR URE TOW 484 satan 80/8 MEM ornare tee Hobie AQT htpssstudyb.netdc!25687661/737-porformance-eference-handoook sunae2107128, 1:08 study viewer 12 Regulations do not address the use of clearway on a contaminated runway, but consider the folowing ' Applying the contaminated runway performance adjustments tothe dry Field Length Limit TOW, the reduced TOW, along with the associated V1 adjustmont, resus in the same TODR io reach 15 feet as the dry Field Length Limit TOW. ‘would tae to reach 35 feet. So, ifthe dry Field Length Limit TOW lakes credit for cloarway, the haight over tho end of the runway following an engine failure at the ertical point will be lower than 15 feet. Infact, the height over the end of the runway could ba as law as zero a th Iiolf and of the runway Tontammeiea Raney a Ae ‘Pais ow aay 6nd ASE DA OF COMTI Hay? htpssstudyb.netdc!25687661/737-porformance-eference-handoook2107128, 1:08 study viewer 23. CLIMB REQUIREMENT 12. Reguiations require minimum climb gradients in the takeot fight pat failure at Ver under NO WIND conditions. 2.3.1. Takeott Flight Path 12 The takeot path can be dvided ino the takeot stance and the takeott fight path. The lim requirement addresses the takeot fight path. ‘assuming an engine cs.25.111 ‘The take-off path extends from a standing start to 3 point at which the aeroplane is at a height: + 0F 1500 2 above the take-off surtace, or + At which the transition from the take-off othe en-route configuration is completed and the final take-off speed is reached, whichever point is higher. -25.115 The takooft hight path begins 35 ft above the take-of surface at the ond ofthe take-off distance. 12 The takoot fight pat is cvided into 4 segments, each being charactaristic ofa distinct change in configuration, thrust and speed, based on performance without groundeftect and zero-wind conditions. 1a Por segment, regulations require a minimum cimb gradient, assuming an engine failure at VeF undor NO WIND conditions. 1a Any of these cimb requirements may limit the maximum TOW. I a requirement cannot ‘be met, TOW must be reduced unt the aircraft climb performance meets the cimb roguirements (Gimb Limit TOW), ‘Gim’ Lint TOW: A takeo! weigh which sited by the abiy ofthe plane to ‘achieve the minimum required cmb gradient with ane engine inoperative insti ai. ‘Cimb aracien: The rato, expressed as a percentage, ofthe change in geomealic height ‘vided bythe horizontal stance traveled in a given time. [1] 42 21ule of tum, tho actual aime gradient can be checked in fight by diving the ‘actual vertical speed (in fin) by the actual groundspeed (in kis) rene trick 2B htpssstudyb.netdc!25687661/737-porformance-eference-handoook sage2107128, 1:08 study viewer 2.1.4. First Segment 1a Extends trom tho end of the takeott distance to the point where the landing gear Is assumed tobe fully retracted, using takoot flaps ata constant Ve spocd. ‘Thrust of remaining engine is at TO'GA thruet (0S-25.12" (this requirement is applicable fom ito): 23.1.2. Second Segment 12 Extends from the gear up point to a gross height of atleast 400 feet (max 1500 feet), using takeott thrust on the remaining engine and takeof laps at a constant V2 speed. a 05-25.121 Fora 2-engine aircraft, this requirement is often the most limiting. May be extendad above 1500 feet AAL to clear obstacles in the 3" segment, provided MCT is sufcient to maintain the required climb gradient in the 3* segment. Third Segment 12 The horizontal distance required to accelerate, at constant altitude using takeotf thrust ‘on the remaining engine, to the final clim speed while retracting flaps in accordance with the racommended speed schedule. 19 According CS-25.111 the available cm oradient above 400 feet AL must be @ minimum of 1-256 This requirement can be transtormed into a level acceleration. ‘pSepinentileveranelralioa LLovel-off height is determined by © Regulations: = Minimum 400 feet AL > Company policy > Obstacles D TOIGA thrust time Hint: ~ The use of TO/GA thrusts normally limited to 5 minutes. For single engine ‘operations this time imit may be creased io 10 minutes, provided the 2vallaoilty of an AFM Appendix where this is sated. ~ If TO/GA thrust is needed to maintan the required gracfent capa, the time limit on the use of TOIGA thrust defines the maximum level-of height ~ H MCT is suficient to maintain the required gracent capability, the 2° segment may be extended beyond this maximum lova-ott neigh! - Extended Second ‘Segment -utich can be usod to clear obstacles that lc in tho 3° cogmont [1] Yourcompany may choose to nit the TOW wien the end ofthe 3 segment cannet be reached wrhin the TOVGA theese Ii. 23.1.4, Final Segment 12 Extonds from the ond of te the segment to a gross height of at least 1500 foot, with flaps up, maximum continuous thrust on the remaining engine and at final cimb speed. 0$-25.12 18 Final segment, and thereby the takeot (fight) path is completed whon the airraft hhas reached 1500 feet AAL or the alitude at which the transition from the takeoff to the enroute configuration is completed and Var. ean is feached, whichaver is higher, APA retenerete as eASAadi8 20/2 MaERat htpssstudyb.netdc!25687661/737-porformance-eference-handoook sane2uvri23, 1:08 study viewer htpssstudyb.netdc!25687661/737-porformance-eference-handoook ssi1322uvri23, 1:08 study viewer 2.3.2. Improved Climb Improved Climb: Trading excess runway for higher takeotf speeds fo increase the ‘aerodynamic efficiency, resulting n better climb performance. 12 Only applicable when takeoff performance isnot limited by the field longth, leaving excess runway availabe. 12 This improved climb capabilty can be used to increase Climb Limit TOW and might ‘also inorease the Obstacle Limit TOW. ime Gradient — Standard eae aH | Higher | ® meet ton inet Om © rss saan ain sree geo © orerveusso ots nner cine aden eta TOW I cece Sima Ne we w 12 Toachieve the higher Vz, the rotaion speed, Va, must be increased. 14 Due tothe increased weight, V; must be increased to ensure that if an engine fas at Ver, the aircraft has sufficient speed io continue the takeoft. 12 Spoeds can be increased up to the point where the Field Length Limit TOW and Tire ‘Speed Limit TOW becomes more limiting than the Cimio Limit TOW. Ifthe resulting \V; exceeds Vise the improved TOW must be adjusted. = ‘Chie Limit meso eamey a oe ae Tay Speedinerease ei Because improved climb speeds are higher than the standard takeoff speeds, the takeoft speeds from FMC and FCOM cannot be used and have to be chtained irom the FPPM or a special TL chart 26 Fi roe ASh ests 2012 Me htpssstudyb.netdc!25687661/737-porformance-eference-handoook sena22uvri23, 1:08 23.2.1. Advantages of improved climb study viewer + The primary benefit of improved climb isthe increase in Max Allowable TOW when the performance is limited by the required climb gradient or obstacles. + Instead of a higher weight, the increased performance can also be used to apply less thrust (higher assumed temperature or lower thrust rating). + Ahigher Vior results in an increased tal clearance (higher speed requires lower, pitch attitude for the same lit), [1] &2.8737-200: sits Vior inoroase requires 1 degree les pitch attude ‘representing 1 inch increased tal eearance. + Distant obstacles become less tiiting 2 Rlogarding tho 10 minute TOGA-thrust ime limit, the end of the third takeott Segment i reached at a higher altude, allowing a higher maximum level off height ‘+ The faster and steeper climb out reduces noise (in dueation and intensity) on the {ground (except fr close-in noise monitoring) ‘stant obstacle isch proved ems on Oa GaaTaRCe 23.22. Disadvantages and restrictions * Due to using more excess runway, the RTO stopping margin is reduced. = Closerin obstacies ean become more limiting ‘= Tire wear increases due to longer ground roll and higher speods. ‘= Aigher V.oe decreases the margin to Vine (resuting in lower Trespeed Limit ‘Woight) and a higher V; decreases the margin to Vue (resuting in ower Brake Energy Limit Weight), ‘Due to higher speeds, there isan increased chance of being limited by brake energy (which limits V;) or tre speed limitations (which mits Vor, thus Va). © Use of reduced thrust or weight corrections for a contaminated runway is not allowed in combination with improved climb performance. © Dispatch with antiskid inoperative in combination with improved climb is not allowed. s Potomeres Flam anak AZT htpssstudyb.netdc!25687661/737-porformance-eference-handoook arise2107128, 1:08 study viewer 2.4, OBSTACLE CLEARANCE REQUIREMENT 14 Allobstacies in the Obstacle Accountabilly Area (OAA) oF Departure Sector have to be {taken inlo account prir to takeoff to ensure that the aircraft vil be able to clear ther, with ‘one engine inoperative. 12 OAAis defined by the lateral clearance citeria as stated in EU-OPS and extends to the plat at which the aicratt attains a ret height of 1500 feet AAL, ee IS RECON A Ta Wasichange = ‘2 For departures with trackchanges > 15°, the OAA fs curved along te track and wider (up to a total wiih of 1800m or 1200” with ‘sufficient NAVAID accuracy). EU-OPS 1.495, ‘An operator shal ensure that the net takeo fight path clears ail obsiaces by a vertical distance of 35 18 Regulations require that the Net T/0 Fight Path clears all obstacies in the Departure Sector by minimum vertical distance of 35 foot or, i the bark angle is greater han 18", by 50 Feet. BA Not 20 Fant Path: Theoretical tight path stating atthe endl of the TODA at 35 feet. Gross 1/0 Fight Path: Actual tight path with one engine inoperative. 0 Fora 2 engine acral regulations require the Gross 7/0 fight path to have a 0.8% (greater penalty than the Net T/O fight path gradient, to account for average pilot sll and average airplane performance. ‘rose Takao grt Path a ra et 12 Obstacias in the Final Takeoif Segment may be avoided by turning. 12 The most penalizing obstacle determines the Obstacie Limit TOW. A-2Bveinace Raerniateresock Easacdecr htpssstudyb.netdc!25687661/737-porformance-eference-handoook sanae2107128, 1:08 study viewer 244, Emergency Turn {2 Where obstacles inte takeot path woul severely rust operations, a special Engine Failure Procedure, & Emergency Turn may bo Gaveloped by the company PANS-OPS 8168 Development of eontingeney procedures, required to cover th case ol engine fare ‘ran emergency in ght which occurs alter V, 6 the responsi o the eperalr. 2 Insucha case, a SID deviation pont can be tented. (EW-OS 1.95) ‘S10 deviation sont soecited pint on the SID where the engine failure route ‘evites om tne normal departie rout. {2 Tocoverthe situation that an engine fais on the SIO beyons the SID deviation point, the operator may also define a SID restriction pint, snce the achievable cl ‘Gracin’ with one engine inoperative may net be sulicent 6 achieve he equted SID ‘racint Meeting a SID climb gradient (standard is 3.3%) does not necessanily assure that one- engine-nopeatve obstace clearance rqurements are Mel. SID restriction point: A speci point (or aitude) onthe SID after (r above) which follwing ne SIO assures sullen abstace clearance wih one engine inoperative ‘ke om th graph on te gt ls Matec Sotormares (een ee astmnce dep wah ooe Co ee aias case ox aoe pasta Te moe lave Tse ee arene eo ptae Steers enely tare cnt Sena norsne 2.4.2. Additional Consideration AX Stzeisigot tom a wet or contaminated runways based on a sreeneigt o 8 fet where the Gross (actual) Fight Path starts - and the Net fight path is definod to start at the 35 feet point, the aircraft may clear a close-in obstacie with less than 95 fest, but ‘at loast with 15 feet. [IEM-OPS 1.405) (rove 10 Fight Path et TF Path ‘asics casa wih radioed ereoanoghT eto B29 htpssstudyb.netdc!25687661/737-porformance-eference-handoook sense2uvri23, 1:08 ABA > Be 26. Ao study viewer TIRE SPEED REQUIREMENT Maximum cerified tie speed limitation restricts the maximum spaed ofthe airraft while an the ground (Vio) which restricts the Va, which in turn restricts the TOW. With a resticted Vo, tne amount of it that ean be produced to countaract the weight is afso restrcted, thereby limiting the TOW. Tite Speed Limit TOW represents @ weight requiring alite!t speed equal to the tre Speed iin. 8797 corte tre speed is 225 mph / 195 Ks. Raducing Vior ean be porormod by: = Reducing TOW © Inereasing takeot flap sexing Tire speeds can be limiting on hot and high airports or when Improved limb Performance isused, When operating at or near the Tire Speed Limit TOW, a slower rotation than the recommended 2-3°/sec may increase the actual groundspeed at littl beyond the certified tie speed lit. MAXIMUM BRAKE ENERGY REQUIREMENT ‘Maximum Brake Enaray spsed (Vues) represents the maximum speed, for a given TTOW, at which the brakes are able to absorb the Dull-up energy (which isa {unetion of weight and speod) and stil be offoctve, Maximum possible energy absorption occurs at V; during an RTO, therefore maximum Vs is restricted by Vues IV, exceeds Vise, reducing V; can be performed by © Reducing TOW > Unalancing jerivange 4-14) htpssstudyb.netdc!25687661/737-porformance-eference-handoook aonsa22107128, 1:08 study viewer 3. REDUCED TAKEOFF THRUST ‘SAVING YOUR ENGINES 1 Engines contribute about 66% tothe alreralt performance deterioration, therefor: => Reducing the takeot thrust whenever possibe is a major too or pilots to increase ‘engine roiabilty (improving ight safety) and decreasing (maintenance) costs. Using a ower than fl rated (Lo dere or educa) tkect trust a way of saving engin lite. 3.1, ENGINE CHARACTERISTICS — CFM Notes 12 To meet aircraft performance requirements, the CFMS6 engine (mounted on @ Bosing 737) is a flat rated engine: Producing ‘constant TOYGA thrust upto the Flat-Rated Termperature (FRT) or ‘Comer Point OAT. nt Both N1 and EGT increases with OAT upto the FRT, beyond which N1 deoreases and EGT remains constant, PATER SISASISTOI2TF) cor Fare OMT OF EGT Margin: the difference betwoen the EGT Red Line and the EGT, observed on an ‘engine at TOIGA thrust with OAT greater than the Corner Point OAT. 5 EGT Margin is representative ofthe engine ite: ear EGT Limi (nine) Decreasing GT Marg SRT Decreasing ‘OAT Lit EASA eton TORR NATHWONA Pome Reennec thos: ABI htpssstudyb.netdc!25687661/737-porformance-eference-handoook aanae2107128, 1:08 study viewer > Engine doterioration resuls in a lower EGT margin and hence lower OAT limit, ‘which increases the possibility of EGT (redline) exceedance, {In case the OAT Limit becomes less than the FAT, EGT exceedance may occur doring a fll rast take. 9 A decreasing EGT margin increases the fue burn. crM: ‘An EGT margin decrease of 10°C (18), which corresponds to 9000 angina (eles, resus in @ Specific Fuel Consummation rise of 0.7% 18. Keoping tho EGT margin as large as possible will improve the fight safely (less engine \eterioraion) and lower the maintenance costs due fo an inctease of the “Time On \Wing” (number of eycies before an engine overhaul or replacement is needed). [E] £67 margin of a new crusa (27K) engine is about 60°C (108°F). A decrease of 10 (18°F) per 2000 cycles (rom ila to full thst and back to tie) result in an average Time On Wing of 18000 cycles. {2 Pilot-tools to maintain the highest possible EGT margin are: EY iow enough time for the engine to coo! down. AA eifiiontcocing time wil sn te high pressure trie blades sraing the (quicker) cooled engine casing after shutdown, hence increasing the tip clearance (Space berween the turbine biadetip and the engine housing). Due to the increased ‘air leakage, a larger tip clearance results in 2less efficient engine which can be hoticed by a higher tuelfiow and a decreased EGT margin crm: ‘An HP turbine tp clearance increase of 0.25 mi (0.01') results ma 10°C (18°F) less EGT margin, which represents 3000 engine cyctes. [1] cFt# recommends caoting ime, ator near ise, of at fast 3 minutes (taxi time included) after landing, 2 Portorm, whonover possible, a reduced thrust takeoff. Lower N1 values result in lower EGTs. crm: Atgiven OAT, 1% NI is equivalent to aporaximately 10°O (18) EGT. ~ Reducing engine thrust by assuming a higher than actual OAT also has @ positive effect on the EGT, hence EGT margin. CFM: 1'C(2'F) OAT or Assumed Temperature is equivalent fo 3.5°C(6¥) EGT. htpssstudyb.netdc!25687661/737-porformance-eference-handoook sane2uvri23, 1:08 study viewer 32. TAKEOFF THRUST REDUCTION 12. Anytime the Performance Limit TOW is greater than the Actual TOW, thor is possiblity to reduce the takeoft thrust and sill meet the regulatory requirements for takeot! ppertormance. 12 Two possible ways of reducing the takeotf thrust are by a fixed Devate and by a flexible ‘thrust reduction - the Assumed Tomperature Method, 3.2.1. Derated Takeotf Thrust (tixed) EASAV/AMC 25-13 Derated takeot thrust, for an aeroplane, isa tako-of thrust iovel less than the ‘maximum take-of thrust, for which exists in the AFM a set of separate and ‘independent, or clearly distinguishable, take-ollimtations and performance data that complies with al the take-off requirements. When operating witha derated take- Off thrust, the value of the thrust setting parameter which establishes inst for take- offs presented in the AFM and is considered a normal take-off operating limi 12 The engine willbe operating ata defined lower thrust rating, just equipped with lass powertul engines. 1 Derate value can be altered by the crew reprogramming the FMC, but this option might be inhibited to avoid the possibilty of an unwanted combination of an assumed temperature with a derate thrust level. ‘2 Depending on the level of ul rated thrust, there are up to two derates possible. ‘exceeded DErate is not the same as RErate the engine (change the approved engine thnust) which can be mechanical done by the manufacturer or by maintenance. 1. Sinco Vice has to be calculated with maximum TO/GA thrust, a Derate thrust level (lower maximum) resuts in a lower Vee, hence a higher Vw Limit weight [PAH pap0421) \ reson mantesrwronanengre carrots ‘9 Disadvantage: for each ofthe availabl thrust ratings, separate data (TL-charts) must 'be availabe in order to select the appropriate derat. tthe airoatt was 3.22, Reduced Takootf Thrust - Assumed Temperature Method (ATM) EASAIAMC 25-13 Ferhicod iake-of tus, for an aeroplane, isa take-of trust ess than the take-off (or doratod iake-f trust. Te aeroplane take-off perormance and trast seting 210 established by aporoved simple methads, such as aqustnens oF by corractons 10 the take or derated takeoff tus seting and pertrmance When operating snared take-off thus, the trust sting parameter wbieh establishes thst for take-off not considered a take-off operating li. ATM isa flexible way of reducing the takeoff thrust ~ depending on the situation ~ and is based on assuming a higher than actual temperature resuling in @ lower thrust ‘output ofthe engines, figure on PRY page A-25) 1a Assumed Temperature (Tassuweo) varies with actual TOW, engine thrust raling, engine bleed demand, flap setting and citferentrunways/intersections.. 19 Reduced thrust based on an Trssyven isnot a mit pilots may advance the thrust levers to the TOIGA.thrust setting for te actual OAT (eg. in N-t operations). Nal Ptamvcetiinemetiostiek ASD htpssstudyb.netdc!25687661/737-porformance-eference-handoook sane2107128, 1:08 study viewer 3.2.2.1. Performance Margins 12. Using the max allowable Tassuveo, sil leaves performance margins, due to true airspeed and tust effects (arc 77 seaman k Sere = _ Tins wh wsog ATE TH] Usina the Assumed Tomporatur Mattodis always consonative because the actual Performance of the airplane is ainays better than is assumed capabiiies even al the ‘maximum allowable assumed temperature. 12. These porformanca margins exist anytime Tassuneo > FAT) excaeds OAT. Tho treater the diference beiween OAT and Tassuven, the greater the performance margin, ‘These performance margins are not available when using the Derate method. To achieve the available performance margins, proper takeotf speeds have to be used > overspeed will reduce thoso avaliable margins. Using these inherent margins for takeof! weight pianning is prohibited ABA Posse Htosk EASA avon 012 ata htpssstudyb.netdc!25687661/737-porformance-eference-handoook aaniae2uvri23, 1:08 study viewer 3.22.2. Restrictions 19 The amount of thrust reduction is restricted by the following: > Regulations ‘© vcs and Via must be calculated at the TO/GA.thrust for the actual OAT. EASWVAMC 25-13 The reduced tako-of thrust setting enables compliance with the aeroplane ccontrolabilly requirements in the event that take-off thrust is applied at any point in the take-off path ‘© Reduced thrust takaoffs are not alowod on contaminated runways, but, if suitable data is availabe, are allowed on wet runways. EASWVAMC 25-13 Takeoff utiising reduced take-off thrust settings are not authorised on ‘runways contaminated with sianding water, snow, slush or ice, and are not ‘authorised on wet runways unless suitable performance accountabily is ‘made for the mereased stopping distance on the wet suriace. S Maximum allowable Tass.nco is the lower ofthe performance:timited ‘tamperature, and the temperature which results in 25% thrust reduction. EASA/AMC 25-13 The reduced take-off thrust setting is at least 75% of the take-off thrust, or erated take-off thrust (if such is the performance basis) forthe existing ambient conditions [..}. Toca Thus Min stowed eatoust tm, “Onr Teme ‘© The use of reduced thrust is also not allowed when certain items cause a signficant workload increase. EASAVAMIC 25-13 Take-olfsuttzing reduced take-off thrust settings are not authorised where items affecting perlormance cause signilican increase in crew workload. Examples of these are: Inoperative Equipmant: inoperative engine gauges, roversers,ant-skid systems or ongine systems resulting in the need for addtional performance corrections. ~ Engine Intermix: Mixed engine contigurations resulting in an increase in the normal number of power setting values. ~ Non-standard operations: Any situation requiring 2 non-standard take-off technique, EASA ccton © FO/2M MeL Petomavos Reena Honors: ADB htpssstudyb.netdc!25687661/737-porformance-eference-handoook aiia22wvniaa, 1107 study viewer © Reguietions do allow application of ful thrust whenever desirable, EASAV/AMC 25-13 When conducting a take-off using reduced take-of thrust. take-off thrust (or {erated take-off trust 1 such isthe performance basis) may be solected at any time during the take-of operation. © cAswame 25-13 ‘Aplcaton of reduced tke-of thst inservice is always a the discretion of the pot > Performance Limits PLTOW decreases with decreasing takeof thrust. The amount of thrust reduction, willbe limited to the situation where the PLTOW equals the Actual TOW. > Enaino tis a Using an Tassuneo less than the FAT wit not result less thrust. a The FAT is the minimum assumed emperature which stil results ina thrust reduction. 9 Company restrictions Your company might have additional restrictions on the use of reduced thrust. 3.2.2.3. Reduced thrust and speeds ‘© Gonsoquances of reducadtakoof thus forthe takool speeds ato ® Higher vy Reducing the takeo trust results ina reduced acceleration capably. In order to preserve he fed length requirement a higher V, shall be used. (Pept © Lower Ve Feclcing the takeoff trust resus in oss (excess) thrust avallable to reach standard Ve atthe screanheight. In order to preserve the desired field length, ‘obstacle andr elm requirement a lowor Ve shal be used. 3.2.2.4, Reduced thrust and trim ‘Since the trim setting for takeotis based on full thrust, normally pitch up trim ‘movement is required after takeot with reduced thrust. 3.23. Combination Derate and Reduced thrust 12 This i @ method of theust reduction which consists of applying the assumed temperature method on a derated thrust level ‘2 The derate thrust level is a maximum and may not be exceeded. 1 Maximum alowed thrust reduction is 25% ofthe derate thrust level ABB. Petersines Novena EASA ion Sanna NIH htpssstudyb.netdc!25687661/737-porformance-eference-handoook an322wvniaa, 1107 study viewer SECTION 2 —- ENROUTE PERFORMANCE 1. GENERAL 1.4, COST INDEX : Parameter which relects the relationship between time-related costs {2 Used to minimize the Direct Operating Costs (total costs) which are divided into time ‘lated costs, fue! costs and fied costs. Fixed costs are not part of Cl calculation. © Low Ci: low speed, low fuolbum, high trptimo. Wille usod when time related costs are low ortho fuel cost are high. > High Ct: high speed, high fuelburn, iow triptime, Will be used when the time related costs are high or the fuel cost are low. 4.2, ENROUTE CLIMB {Enroute climb speed depends on weight and Ci. ‘3. High weight or high Cl will regu ina higher enroute climb speed. ALTTUBE ead apenas on weaRTaRTCT ‘2 Climbing with 2 constant IAS results in an increasing TAS. Climbing with a constant ‘Mach number will result in a decreasing TAS. 12 Around 29,000 f los the crossover altitude whore the cimbspeed changes from IAS to ‘Mach number. TAS 7a noma versus aad eAsiecter Sem:2 uN ata Poem sven Nonce AST htpssstudyb.netdc!25687661/737-porformance-eference-handoook arisepairs, 1.07 study viewer 1.3. CRUISE ALTITUDE 12 Choosing the best altiude will maximize the fue or cost efficiency and will ensure that adequate speod margins are proservad. 12 Aitude selection depends on: = Fuoleost efficiency ‘Trvust mits Maneuver capabilty Trip distance Altude winds Optimum altitude Optimum Altitude: Attudo which offers the highest fue! mileage (or speciic range). The distance the airplane can fy using a given ‘amount of fuel ‘2, Maximum fuel mileage means minimum tip fuel. Varies with the airplane's weight, Rogarding fuel mileage, a lower weight yields a highor optimum alttude. ©. Altitude which offers the lowest costs is also an optimum altitude and may not be the ‘same as tho alitude offering the highest fuel mileage. ‘9 Optimum altitude which balances the costs and the fuel mileage is determined by the ‘ost index 1. Erficiency i maximized when the aicrat says within a bandwidth (normally +- 2000 {eo in RVSM-airspace +/- 1000 fest) around the optimum altitude. “ian bay Caer He Sa ae 1.3.2. Maximum Altitude ‘a The maximum altitude at which the atcratt is able to operate is constrained by available thrust (thrust imited altitude) and maneuver (or bulel) margin (manewver- ‘margin limited altitude). © Thrust limited altitude 12 Dus to decreasing ar density, available thrust decreases with increasing altitude ABB. scsmararPi htpssstudyb.netdc!25687661/737-porformance-eference-handoook aanazpairs, 1.07 study viewer 12 The thrust limited altitude isthe highest alitude the airplane can maintain at the Maximum Cruise Thrust rating or cimb to atthe Maximum Cimb Thrust rating 18 Calculation ofthe thrust mite altitude is based on a residual rato-ot-climb of +100 fpm in cruise or 300 fpm in climb. © Maneuver margin limited altitude '@ Manewer margin isthe numberof g's the airplane could experience before entering buffet. e.g. 1.2 g-margn means inital butfet would be expected upon reaching a steady 94 degree bank (1/o0s34 = 1.2). 12 Margin to intial buffet docroases with increasing alttude. Due to a wingload increase (caused by maneuvering or turbulence), a lower butfet margin could result in bute, or sal, 1 Limited by (EASA) regulations: 13g (up 10 1.69 is aitine option). The standard default FMC burtet margin value is 1.29. ‘The default value of cruise CG on the FMO-CRZ page shows the minimum forward tight (most unfavorable) CG (~ 5:8%% MAC), which may be overwntten In order to be able to have the correct actual maximum allitude clsplayed on the FUC-CRZ page, the correct actual cruise CG must be entered in the FMC. A realistic value of cruise CG can be obtained by assessing the CG travel with Ive] burn. Tho FMC does not take stick shaker speeds into account when calculating ‘maximum altitude. P BH 190K) TONS CO WaT aT EASA won 2019 48H Pornores Putas Hans ASS htpssstudyb.netdc!25687661/737-porformance-eference-handoook aonazpairs, 1.07 study viewer 1.4, CRUISE SPEED 1. Foragiven altitude, the fuel efficiency the airplane can achieve in cruise depends on the ctuse speed. Very low speeds are relatively inefficient, as are very high speeds. The fuel mileage depends on airplane weight. 1.4.1. Maximum Range Cruise Maximum Range Cruise speed (MAC): The speed at which, for a given weight, the ‘ghest possible fuel mileage is achiaved. ‘a MRC is the speed with Cost index = 0 12 MAC decreases with decreasing weight due to (uel burn, To achieve the maximum range possible when fying at a constant altitude, the Mach number needs to be Adjusted to correspond to tho change in weight 4.4.2. Long Range Cruise 1 Long Range Gruise speed (LRG) is @ speed higher than MAC with only a slight Increase in fuel consumption. a LAC has a 1% lass fuel mileage but is typically 3 10 5% higher than MRC. tha 19% Joss compared tothe maximum fuel mileage is largely compenseted by the cruise speed increase, 12. Operating at MAC spood requires constant thrust adjustments due to lack of speed stably. LAC speed offers improved speed stability (less thrust lever activity), ‘a Aswith the MRG, the LAC also decreases wilh decreasing weight encum Re wn Fue! serena aesecane Mileage wi Wis Was Wa WHE URC Graige Speed AAO. PetvrareeReworeoHrsion asnenton 20012 z htpssstudyb.netdc!25687661/737-porformance-eference-handoook s0/s32pairs, 1.07 study viewer 1.43. Economic Cruise speed (ECON speed) Costs Tine lated ‘a Cruise Speed 12 Can vary from a low speed of MAC at a cast index of zero tothe Cruise Thrust limit speed ala high cost index. PAH p2p9 4-37) 12 Is also a function of gross weight, alitude and the actual winds, eo it will change during the ight as fue! burns, the wind changes or a diferent altitude is selected. ‘3 Asstrong taiwind wil result in a reduced ECON speed in order to maximize the ‘advantage gained from the tailwind during cruise. Conversely, a higher ECON ‘speed is calculated in case of a headwind in cruise to minimize the time-related costs associated with the headwind, o OG “Typical eine cost index values result ina cruise spoed between MAC and LAC. Fuel ‘ite Mileage ‘eran ie ao Cnise Speed erst a Petar tance AA htpssstudyb.netdc!25687661/737-porformance-eference-handoook suiae2wvniaa, 1107 htpssstudyb.netdc!25687661/737-porformance-eference-handoook study viewerpairs, 1.07 study viewer 2. ENROUTE PERFORMANCE REQUIREMENTS DRIFTDOWN 2.4. GENERAL 1a. Enroute performance requirements address the aircraft capablties in case of an engine failure in the enroute phase of ight. 2. Hf.an engine fails during fight, the required thrust to maintain the alttude becomes: greater than the available MGT ol the remaining engine. 2 The aitcrat has to descend to a lower alltude where, due tothe higher density, the remaining engine can produce more thrust ands able to equal the required thrust to compensate the drag, a ike) awa aie — ghar dara — rave avaTable Prt 2.2. DRIFTDOWN ©. Mattar an engine tallurotheairratis unable to maintain sulfcint terrain clearance, Within the prescribed corridor with along the route, acrittdown procedure should be followed ‘2 The deiftdown procedure consist of ho tollowing stops: © Setting of MCT on tho remaining engine, © Deceleratng tothe optimum deitdown speed, while maintaining aitude, © Descending with this speed until reaching the ifidown celing (levelof alitude) 2 Tho optimum ditdown spood offers the best it-o-drag ratio and should be used in ‘caves where staying as high as possible for as long as possible is desirable due to torrain oF weather concerns. Daitdown Ceiling: The maximum altitude that can be flown at the dritdown speed with ‘one engine inoperative. {Using a higher than optimum dftdown speed wil resut in a slightly steeper descent path and a lower lavol-of alitude. 2. After deitéown, fying LRC-speed offers the best fue! mil ye ard range. Tighe Gitta sored — Baer ore atic pis PosomirceRatveres Hance AA htpssstudyb.netdc!25687661/737-porformance-eference-handoook saapairs, 1.07 study viewer 23, REGULATIONS 23.1. Vertical clearance 2 Regulations define a Net and Gross dridown fightpath [Net Ditdown Flghipath: A theoretical ighipath which must clear al otstaces verioaly with atleast 2000 feet during descent and with atleast 1000 feet afer love-off and must ‘maintain leva ight atleast 1500 feet above the airport o intended laren, meeting weather and landing periormance requirements. 12 Ifweether conditions requiraits uso, the effect of antice syetems on the net fight path must be taken into account. 2 The Grose (actual) diftdown fightpath gradient must be 1.1% (lor a 2-engine arcralt) more penalizing than the Net difidown fighipath gradient ‘ic reqareren 282. Lateral Clearance 15 Regulations roquiro that within § NM either side ofthe intended track, al terrain must bbe considered with rogard to obstaclos that have to be cleared, 12 EASA's requirement of SNM has to be increased to 10NM if cartain navigational ‘accuracy requirements are not met 12 For all routes to be flown a route study is necessary to evaluate whether or ot an acceptable escapo procedure is possible wnen a failure occurs at the most critical point along the route AX ona certan ute, the above mentioned requirements cannot be met the alert ‘Weight wil be restricted for that speciic route ar @ new route must be found. Add petomensRelsern bi EASA ston 7912 AM htpssstudyb.netdc!25687661/737-porformance-eference-handoook sana2wvniaa, 1107 study viewer eo RM INCH a =a ne) 1. IDING DIST) 1.1. LANDING DISTANCE AVAILABLE (LDA) EU-OPS 1.480 Landing Distance Available (LDA): The length of the runway which is declared available by the aperopriate Authonty and suitable for the ground run of an aeroplane landing. 12 The stopway cannot be used for landing caleuation. 18 In cases where there aro no obstacies undor the landing path the LDA is oqual tothe ‘unway length (TORA), 12 The LDA may be shortened due tothe presence of obstacles under the landing path. 12 It there is an obstace present in a spectiod protection araa (approach funn) in front of the runway, a displaced threshold is defined. In such cases the LDA is equal othe length measured from the displaced threshold to the end ofthe runway [BE] _ The euniay part before the displaced threshold may be used fr taxing, takeoff and landing rol-out Diiacod RTO Bow OORT SPRATT Shon © ane ete Potala races /A A htpssstudyb.netdc!25687661/737-porformance-eference-handoook i132pairs, 1.07 study viewer 1.2. LANDING SPEED 1.2.1. Reference Speed (Vier) Belerence Speed (Veer): The reference landing approach speed for a defined landing configuration. ‘This speed must not be les than Vex, the minimum landing contro! speed, 3-25.149 Vir. the miimum contol speed during approach and! landing with ail engines ‘operating, isthe calibrated alspeed at which, when the crteal engine is suddenly ‘made inoperative, itis possible fo maintain control of the aeroplane with that engine sil noperative, and maintain straight tight with an angle of bank of nat ‘more than 5% 12 Veer must also be atleast 23% greater than the reference stall speed in landing ‘configuration (VS) Vacs 2 128 Ve 12 Because Vier is based on the stall speed, it depends directly on the airplane's ‘ross weight 1.22. Final Approach Speed (FAS) Final Approach Spaed (FAS) is based on Vase: Final Aoproach Speed (FAS): The airspeed to be maintained down to 50 feet over the threshold. 2 This correction is normally based on operational factors such as wind, but can adgitionaly be based on an abnormal (landing) configuration. 12 The wind correction is typically half the steady headwind component plus the full {ust increment, curatively minimum 5 knots and limited to 20 knots, or the resulting FAS is limited to 5 knots below the landing flap placard speed 12 Touchdown will normally occur at a speed between Vrer and Ver minus 5 knots. ‘An applicable gust increment needs to be maintained until touchdown. Tanalng Spode MB Peterucvs Relence Hatt EASA an CaO He Haat htpssstudyb.netdc!25687661/737-porformance-eference-handoook seria2pairs, 1.07 study viewer 2. LANDING PERFORMANCE REQUIREMENTS - DISPATCH ‘MAXIMUM ALLOWABLE LANDING WEIGHT 2.1, GENERAL 12. Dispatch (planning) requirements are laid down in the EU-OPS regulations and are {designed to make weight calculations inthe fight planning stage in such a way that the ‘crew will not have to make ertical performance decisions infight. 12 The planning purpose, regarding landing performance, consists of determining the ‘maximum Landing Weight (DW) forthe destination and alternate 2erodromes which Stil maets the regulatory requirements 2 With respect to landing performance the requirements consider: > landing field length, resulting in a Landing Field Limit Weight (LFLW) (Pai z000 4-6) > approach and landing climb, resuting in a Landing Climb Limit Weight (LOLW) (eH paso} 12 Tho most limiting of these requiromonts defines the Performance Limit LOW (PL.LDW) for dispatch and need to be compared to the Max (Certified) Structural LDW to dotermine the Maximum Allowable LOW. row St towesn)—+[ PLLoWw Lowest Tonto’ sever! LOW 12. Besides these requirements, operation can also be restricted by the maximum weight for a quick tumaround concerning brake cooling. (Phir pene A s2) «2 The following environmental conditions have tobe taken into account: EU-OPS 1.515 (1) The attiude atthe aerodrome; (2) Not more than 50% of the headwind component or not less than 150% of the fallwind component: and (3) The runway slope inthe erection of landing it greater than +/- 2%. [E] Nermaty, pots are provided with data which already meet the headai wind requirements. (PAH p08 [E2757 is tte to operation on runways witha lope not xcoeding 1-2 12 Aknown aircraft system failuro has also tobe taken into account (MEL reetrcton). excheiten came titi Ptomanes Reese Hancock, AMAT htpssstudyb.netdc!25687661/737-porformance-eference-handoook orazpairs, 1.07 study viewer 2.2. LANDING FIELD REQUIREMENT ~ LFLW. 2.2.1. Dispatch Requirements 1 The dispatch requirements regarding landing field length are laid down in EU-OPS 1515. EU-OPS 1.515, (a) An operator shal ensure that the landing mass of the aeropiane [..] forthe fstimaied time of fanding athe destination aerodrome and at any alternate aerodrome allows 2 ful stop landing from 50 ft above the threshold: (1) Far turbo ei powered aeroplanes, within 60% ofthe landing aistance available. LJ When showing compliance with subparagraph (a) above, it must be assumed that (1) The aeroplane will land on the most favourable runway, in sil air; and (2) The aeroplane will and on the rurwray most lily to be assigned considering the probable wind speed and direction and the ground handing characteristics ofthe ‘2eroolane, and considring other conditions such as landing aids and train, «Estimated LOW must permit a landing within 60% ofthe LDA at the destination and any alternate airport. Herewith, two considerations have tobe established in {determining the maximum permissibie landing mass, of which the most limiting dtermines the Landing Field Limit Weight: 4) tie ascumed that the airoraft wil land on the most favorable (normally the longest) runway under no wind conditions. © When tho Estimated Landing Weigh! (ELW) exooods the LELW determinod {or he most favorable runway without crodil for headwind, dispatch with this higher ELW to an airport witha single runwray is allowed, provided that 2 altemate aorodromes are selected which fully comply to the dispatch landing requirements. [et 0°S 1 515) AX. teeing spate with is higher ELW. i must be checked night that the ‘actual LOW upon arrival does not exceed ihe LFLW, determined with taking the actual wind into account V-OFS 1.515) 2) Haddiferent runway is more likly to be assigned as landing runway (due to ‘expected wind, noise abatement or ATO), itis assumed thal tho aircraft wil land fn this expected arrval runway, whore antiipated headwind may be eredited but anticipated talvind must be taken into account (anticipated wind 's the wird ‘xpoctod to exist at the time of aval). EM OFS 1.575) When the Estimated Landing Weight (ELW) exceeds the LFLW determined {forthe expected arrival runway with credit for headwind, dispatch wit tis higher ELW is allowed, provided that + alternate airport is selected which fully complies to the dispatch landing requirements. -U-O°S 1.515) 1 How this LFLW requirement is developed and how it's applied on other than dry ‘runways is further explained inthe next paragraphs. AB orn Rete Here Exshacnn OmaNUH htpssstudyb.netdc!25687661/737-porformance-eference-handoook sargepairs, 1.07 study viewer 22.2. Certified Landing Distance © Landing field length performance is developed rom fight test demonstrated landing distances (perormed by est pits). itt Test Landing Distance Demonstrated lending distance on acy runway, ‘measured am a eight of 80 feet above te landing surface using an aggressive touchdown technique, maximum manual wheel braking and speed brakes, but without red for reverse trust curirg the landing ground ol. ©. Flight test landing techniques used by manuiacturers ar usually not the same as {echrigues usod by fight eens in normal aifino operations, © The Ceniied Landing Distance ona dy runway (CLD) isthe Fight Test Demenstrated Lancing Distance (FTOLD) plus an atonal margin of 67 percent. 18 According EU-OPS 1.520 the Certified Landing Distance on a wet runway (CLD we) Is (CLDony plus an addtional margin o! 16%, due fo reduced braking performance. ‘2 Cortiied Landing Distance on a contaminated (sippery) runway (CLDesu) isthe longest of CLOwer and 115% of the required landing distance in accordance with approved contaminated runway landing distance data /EU-OPS 1.520) rea aang Dae Landing Field Limit Weight (LFLW): The maximum weight for which the Landing Distance ‘Available (LDA) equals tho required CLD. © Fora dry runway this implios thatthe planned landing distance for the LFLWony ‘equals (1 1.87 =) 60% ofthe LDA, leaving a 40% planning margin. © For a wot eunway this implies that tho planned landing distance forthe LFLWer ‘equals (1 /11.67X1. 18] =) 52% of the LDA, leaving a 48% planning margin ( We LFW aT ‘Dry Run htpssstudyb.netdc!25687661/737-porformance-eference-handoook saria2pairs, 1.07 study viewer 2.23. Landing Field Limit Weight - Dry Runway 12 The LFLWoay is the maximum weight for which the LDA equals CLDpay and tharotore requires, under planning conditions, a landing distance from 50 feet above the threshold ‘equal to only 60% LDA. {2 This weight does not account for runway slope (it less than 2%), non-standard temperalure and approach speed additives, bu this is xolected by the margins used to dofine the LFLW. 2.2.4, Landing Field Limit Woight - Wet Runway EU-OPS 1.520 ‘An operator shall ensure that when the appropriate weather reports or forecasts, ora ‘combination thereot,inalcate thal the runway atthe estimated time of arrival may be wet, the landing distance avaiable is atleast 115% ofthe required landing distance, determined in accordance with EU-OPS 1.515. 2 EU.OPS 1.515 reflects determination ofthe landing distance on a dry runway. & H, according the weather reports, there is a possibilty that at ETA the runway may be wet, the ELW may not exceed LELWac. 12 LFLWyer s the maximum weight for which the LDA equals CLOyer and therefore requires, under planning conditions, a landing distance from 50 feet above the threshold ‘equal o only 62% LOA. _ LELWrerFequites 62% LOA 1 LFLWwer also equals (1/1.18 =) 0.87 LFLWon. 2.25. Landing Field Limit Weight - Contaminated (Slippery) Runway {2 JEU-OPS 1.520) I the planned landing is expected to be made on a contaminated (clippery) runway, the LFLW shall be the most limiting of: © LFLWwer, oF © LFLWoyrw, which is the LFLW based on 115% of the landing distance determined in accordance with approved contaminated runway data. [El 4pp:0v00 contaminated (sippery) runway landing distance data forthe 8737NG is ‘vaiabfon GAH Normal Goniguraton Landing Distance. These distances ere ead factored by 15%. RI pooe B14] 12 In dotermining LFLWesru with approved contaminated runway data, regulations do not require the 60% planning margin to be taken ilo account. This margin is implemented inthe determination of LFLWwer against which LFLWexny has to be checked, ASO. Pacamarce Renaree Hoe Ease htpssstudyb.netdc!25687661/737-porformance-eference-handoook eors32pairs, 1.07 study viewer 2.3. APPROACH AND LANDING CLIMB REQUIREMENT -LCLW Go-Arourd Requirement {2 To ensure a minimum climb gradient capabilty in the certitied approach and landing configuration in ease a go-around bacomes necessary at any point during the landing ‘approach, two separate requirements have to be met D Approach Climb (C$ 25.171() For a two engine airpiane the minimum raquird climb graciont inthe approach ‘configuration (approach flan setting and gear up) with one engine inoperative and remaining engine at go-around thrust is 2 1%, calculated al a speed not greater than 1.4 Voie for the selected approach flap seting. © Landing Climb (cs 25.119) Fora two engine airplane the minimum required climb gradient in the landing Ccontguration (landing flap setting anc gear dawn) with oth engines operating, where {go-around thrust is avaiable 8 seconds after thrust levers are movod from minimum fight idle to the go-around positon, is 3.2%, calculated at a speed rot less than 1.13 ‘Va or Va. and not greater than Ver forthe selected approach flaps. NS TeRRe RE Ta Ci MOT 2. For atwo ongine aircraft, the approach climb requirement is normally more limiting than the landing climb requirement {Additional approach cimb requirements For nstrumont approaches witha missed approach gradient greater than 2.1% the approach cimb gradiont most be at east equal oor greater than the appicabee missed approach graient. [i] Published aporoach minima are normally based on a missed approach gradient of 25% [MOPS 1510) > Only or operators subjected to EU-OPS, theres an addtional requirement for Cat Mi approaches: EU-OPS 1.510 Fr instrument approaches with decision heights below 200 ft an operator must veil thal the expected landing mass ofthe aeroplane allows a missed approach {gradient of cm, with the erica engine filed and with the speed and ‘oniguration used for go-around of atleast 2.5% ‘Landing Climb Limit Weiant (LCLW): The maximum weight which can just actiove the ‘mest limting ofthe approach and lacing cit requirements, Eishetson capt thus Polen fitewcatatss ASL htpssstudyb.netdc!25687661/737-porformance-eference-handoook euiaepairs, 1.07 study viewer 2.4, QUICK TURNAROUND LIMIT WEIGHT 1a Besides the LFLW and LCLW, operation can also be linited by the maximum weight for a ‘Quick turnaround (Quick Turnaround Limit Weight ~QTLW), thereby limiting the LOW. ‘Quig Turnaround Lit Wea (QTL): The maximum landing weight for whch there ro ‘minima ground timo requred wth respet to possible usa lug meting. This weg dees nat [Guarantee sutcient brake energy absorttion incase ofa subsequent aboried akeo. 19 The GTLW protects the whee! fuse plugs from meting during a subsequent takeoft, CS-AMC 25.735, The temperature sensitive devices (@.0. fuse or fusible plugs) should be sufficient in ‘number andl appropriately located to reduce the tyre pressure to a safo level bofore any pat of the whee! becomes unacceptably hor, irrespective ofthe wheel orientation. The ‘devices should be designed and installed so that once operated for tiggared) their ‘continued operation is not impaired by the releasing gas. The etfectiveness of those davices in preventing hazardous tyre blowout or whee! fare should be demonstrated. It should also be demonstrated that the devices will not release the tyre pressure ‘Prematurely during take-off and landing, including during “quick turnaround!” types of ‘operation. AX. 72 Quick Turnaround Limit Weight restriction aly guarantees that use lugs wil not ‘melt during the next takeoff and does not provide additional brake energy protection i i becomes necessary to reject the taker. ABZ Paton Pomene: Hoar EtsAedien S20itM htpssstudyb.netdc!25687661/737-porformance-eference-handoookpairs, 1.07 study viewer REQUIRED LANDING DISTANCE ‘9 Whore disgatch landing requirements result in a Max Allowable LOW, based on (‘ostrctive) assumed conditions, tho inflaht requiromont consists of determination of tho required landing distance based on the actual LDW under actual conditions, 12 tnfight landing field requirements consist of what is stated in EU-OPS: EU-OPS 1.400 Before commencing an aporoach to and, the commander must satisty himself that according tothe information available ta him. the weather al the aerodrome and the Conaltion ofthe runway intonded fo be used should not provent a safe approach, landing or missed approach, having regard tothe performance information contained in the Operations Manual. «From hist can be concluded hat forthe actual LOW under the aca ianding croumsiances: ED LOA must not exceed the LDA 5 quired go-round im gracint mt be achioved 12 Regulations do not require margins when determining LOR, but when determining the LDR when the runway isnot dry, a margin of 15% is recommended. LE] Nermaty, pilots are proved wih data whore this recommendation i implemented. (Pitpage B17) 1. Incase of an autoland, an increased landing distance must be taken into account. CS-AWO 142 [Automatic] Landing distance: ‘The landing distance required must be established and scheduled inthe aeroplane Flight Manual fit exceeds the distance scheduled for manuel landing. CS-AWO 342 [Automatic] Landing distance I there is any feature ofthe system or the associated procedures which would result in an increase to the landing distance required, the aoprooriae inerement must be ‘established and scheduled in the aeroplane Fight Manual ‘a. Your company may require an additional margin. Aadltonalintight chock: When efspaiched fo a destinaion having a single runway and the ELW exceeds the LELW, which has been determined for the most favorable runway without credit for hheadwind, an fight check must determine thatthe actual LOW does not exceed the LFLW calculated for actual wind. [PRH page AAs] eaitan pote teat Poismnce tetnrsatorsseh AGS htpssstudyb.netdc!25687661/737-porformance-eference-handoook ease