Transcript Flight Operations Web Conference 01

Flight Operations Web Conference – 05 May 2009
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
RTOW charts, Frequently Asked Questions
Flight Operations Web Conference
• NEW concept
• Flight Operations topic presented during 20 minutes
• Questions may be asked in real time
• Answers to some selected questions will be given after the
presentation (please stay on line after the end of
presentation)
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• This type of Web Conference will be organized on a
regular basis
Presented by:
Thierry PAYA-ARNAUD
Performance Training manager
RTOW charts, Frequently Asked Questions
FAQ about takeoff charts - Content
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Minimum speeds
• Acceleration altitudes
• V1 evolution
• Speeds checks
• Limitation Codes
• Flex corrections
• TMAX, TFLEXMAX
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts - Min Speeds
VMC, VMU…
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts - Min Speeds
What is the meaning of the grey bar ?
FAQ about takeoff charts - Min Speeds
What is the meaning of the grey bar ?
• A grey bar indicates that a takeoff speed is close to a VMC
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
limitation.
This limitation can be :
V1
limited by VMCG
V2
limited by VMCA
• This indication is given so that the pilot pays particular
attention to the aircraft control at these low speeds.
FAQ about takeoff charts - Min Speeds
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
How come V1 can be lower than the minimum
V1 given at the bottom of the chart ?
FAQ about takeoff charts - Min Speeds
How come V1 can be lower than the minimum
V1 given at the bottom of the chart ?
• Minimum V1 given at the bottom of the chart is calculated by adding
the maximum VMCG on the global set of points (Complete chart)
+


the maximum (V1-VEF) (Complete chart)
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• For a given point, V1 can be less than this minimum value if (VEF =
VMCG) and
(V1- VEF) is less than max (V1 - VEF)
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts - Acceleration altitudes
FAQ about takeoff charts – Acceleration altitudes
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Why are there stars in place of the
min and max acceleration altitudes ?
FAQ about takeoff charts – Acceleration altitudes
Why are there stars in place of the
min and max acceleration altitudes ?
• Minimum acceleration altitude is calculated as the
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
MAXIMUM of the ‘min acc. Altitude’ values on the global
set of points
• Maximum acceleration altitude is calculated as the
MINIMUM of the ‘max acc. Altitude’ values on the global
set of points
• It may then happen that the min acc. altitude is higher than
the max acc. altitude : in this case, stars are displayed in
the chart and the min and max acc. altitude values must be
read in a specific chart.
:----------------------:-------------------------:----------------------------------------:----------------:------------------: A340541 - JAA
: RR TRENT 553 engines
: airbus
: 08L
: 27.0.0
03-MAY-09
:----------------------:-------------------------: AIB - LFZZ
:
: AA541A05 V21
: QNH
1013.25 HPA
:----------------------------------------:
:------------------: Air cond. Off
: Elevation 335 FT TORA
3664 M
:
: DRY
: Anti-icing Off
: Isa temp 14 C
TODA
3724 M
:----------------: CONF 1+F
: Dry check
: rwy slope -0.17% ASDA
3664 M
: 3 obstacles
: TOGA
:
:----------------------------------------:----------------:
:
: EOP - Standard
:
:
:
:
:
:
:
:------------------------------------------------:---------------------------------------------------------:------------------: OAT
:
TAILWIND
:
WIND
:
HEADWIND
:
HEADWIND
: C
:
-10 KT
:
0 KT
:
10 KT
:
20 KT
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: -10
:
385.7
:
400.0
:
400.0
:
400.0
:
:
5016
5351
:
5089
5424
:
5043
5378
:
4999
5334
:
:
6164
6499
:
5483
5818
:
5493
5828
:
5503
5838
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------:
5
:
376.5
:
398.4
:
400.0
:
400.0
:
:
4618
4953
:
4768
5103
:
4749
5084
:
4709
5044
:
:
6510
6845
:
5405
5740
:
5334
5669
:
5343
5678
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: 20
:
367.4
:
389.5
:
396.6
:
400.0
:
:
4286
4621
:
4406
4741
:
4450
4785
:
4452
4787
:
:
6822
7157
:
5672
6007
:
5344
5679
:
5194
5529
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: 29
:
360.5
:
384.2
:
391.6
:
398.7
:
:
4101
4436
:
4216
4551
:
4257
4592
:
4297
4632
:
:
7085
7420
:
5841
6176
:
5489
5824
:
5172
5507
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: 34
:
350.5
:
373.6
:
380.7
:
388.0
:
:
4058
4393
:
4177
4512
:
4219
4554
:
4269
4604
:
:
6868
7203
:
5645
5980
:
5299
5634
:
4951
5286
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: 39
:
339.9
:
361.2
:
369.1
:
376.4
:
:
4020
4355
:
4140
4475
:
4195
4530
:
4251
4586
:
:
6602
6937
:
5436
5771
:
5043
5378
:
4689
5024
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: 44
:
329.2
:
348.5
:
356.0
:
363.7
:
:
3993
4328
:
4110
4445
:
4170
4505
:
4239
4574
:
:
6309
6644
:
5212
5547
:
4818
5153
:
4431
4766
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: 49
:
318.0
:
336.6
:
343.1
:
349.0
:
:
3973
4308
:
4105
4440
:
4163
4498
:
4211
4546
:
:
5926
6261
:
4880
5215
:
4535
4870
:
4264
4599
:-------:-----------------------------:-----------------------------:-----------------------------:---------------------------: 54
:
306.4
:
324.4
:
329.6
:
333.4
:
:
3960
4295
:
4110
4445
:
4146
4481
:
4145
4480
:
:
5574
5909
:
4541
4876
:
4311
4646
:
4220
4555
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts – Acceleration altitudes
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts - V1 evolution
FAQ about takeoff charts - V1 evolution
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
How come V1 can increase
while the weight decreases ?
FAQ about takeoff charts - V1 evolution
How come V1 can increase
while the weight decreases ?
• In this example, we are Obstacle and Brake energy limited.
• To reduce TOD, it may be interesting to increase V1 but V1 is limited
by Max Brake Energy speed
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• The brake energy limitation depends on weight and the thrust
• When OAT increases, the Weight decreases and the thrust decreases
• When OAT increases, Max V1 limited by Max brake energy speed
increases.
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts – Speeds checks
FAQ about takeoff charts – Speeds checks
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
When applying influence corrections,
do I have to check the speeds against
the minimum values given at the bottom
of the chart ?
FAQ about takeoff charts – Speeds checks
When applying influence corrections,
do I have to check the speeds against
the minimum values given at the bottom
of the chart ?
• Yes, when
More
than one correction is applied
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• If no correction or only one correction is applied, the
speeds are OK. No speed Check against ‘min speeds’.
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts – Limitation Codes
V1
V2
FAQ about takeoff charts – Limitation Codes
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
On a weight chart, can I interpolate
between 2 weights with different
limitation codes ?
FAQ about takeoff charts – Limitation Codes
On a weight chart, can I interpolate
between 2 weights with different
limitation codes ?
• Yes, because
automatic temperature chart used to build the weight chart is
accurate enough (slight trend below Tref, step of 2°C above Tref)
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
the
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FAQ about takeoff charts – Flex corrections
FAQ about takeoff charts – Flex corrections
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
When applying corrections on
TFlex for QNH or bleeds, why
isn’t there a correction on the speeds ?
FAQ about takeoff charts – Flex corrections
When applying corrections on
TFlex for QNH or bleeds, why
isn’t there a correction on the speeds ?
• The speeds are directly linked to the takeoff weight for a
given runway length and braking capability of the aircraft
• In case of QNH or bleed correction, the only affected item
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
is the engine thrust
FAQ about takeoff charts – Flex corrections
When applying corrections on
TFlex for QNH or bleeds, why
isn’t there a correction on the speeds ?
Weight
Thrust
Flat rated Thrust
Actual TOW
Needed
Thrust
Bleeds correction
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
EGT Limit
ΔTFlex
Temp
correction
Flex Temp Flex Temp
Bleeds ON full Thrust
OAT
FAQ about takeoff charts – Flex corrections
When applying corrections on
TFlex for QNH or bleeds, why
isn’t there a correction on the speeds ?
• The flex temperature correction is calculated so that the
thrust after TFlex and Bleeds correction is equal to the
thrust needed without bleeds.
• As the aircraft braking capability is not degraded, the
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
speeds don’t need to be modified.
FAQ about takeoff charts – TMAX, TFLEXMAX
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Why do I have temperatures above
the TMAX indicated on the bottom
of the chart ?
FAQ about takeoff charts – TMAX, TFLEXMAX
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• TMax is the MAX
Why do I have temperatures above
certified OAT
the TMAX indicated on the bottom
For dispatch
of the chart ?
• The RTOW chart is
used for MTOW
determination and for
FLEX computation
• The range of temperature
covers OAT up to TMax
AND temperature
Above Tmax, Up to
TflexMAX
Last value of OAT
for Dispatch
Temperature for
Flex only
54
FAQ about takeoff charts – TMAX, TFLEXMAX
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
I received new charts for a new aircraft .
Why is the max temperature displayed
on the chart much higher than before
FAQ about takeoff charts – TMAX, TFLEXMAX
I received new charts for a new aircraft .
Why is the max temperature displayed
on the chart much higher than before
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• To improve customers operations, The maximum Thrust
reduction has been increased
• This is available as ‘Extended Flex’ option
• On this example, the TFlexMax is increased from
ISA + 43°C to ISA + 72°C
• The new charts computed for aircraft equipped with
Extended flex option will provide temperature much higher
than before
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Questions
Questions?
Questions
• Question:
For the same conditions, if there is the same TOW for
CONF 2 and CONF 3, which one is more favorable?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Answer:
According to FCOM, use the configuration that gives the
highest flex. If both of them provide the same level of flex
thrust or if you cannot flex, use the one with the highest
flaps setting. This may change in specific conditions.
Please refer to FCOM 2.02.14. P2.
Questions
• Question:
I understand that when the code changes between 2
boxes, one can interpolate between the take off weights.
But can we also interpolate for the speeds, which at times
change dramatically?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Answer:
Yes. Interpolation shall be done for all parameters (weight
and speeds).
Questions
• Question:
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Sometimes, ATC requires the aircraft to enter the runway
using alternate runway entrance. The take off runway
distance available is then reduced. And the crew needs to
update the take off speeds accordingly.
How can we handle this?
• Answer:
There is no simple way to handle that with paper RTOW
charts. A specific chart may be used for a very often used
taxiway, but that increases the number of charts. The use
of LPC (software on board) allows this type of computation.
Questions
• Question:
I've checked the landing distance performance of our A320-211 using
the FOVE landing module.
The difference between normal landings distance vs. abnormal,
especially on contaminated runways seem to be negligible.
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Answer:
The impact of failure during the flight depends on the failure case. This
impact is given in the QRH with failure coefficients. Some of them are
low (1.1 or 1.2) because the failure only requires higher speed and has
no effect on braking capability of the aircraft. In any case, keep in mind
that the distances given by the QRH or the LPC are reference landing
distances and that the crew shall retain a runway with sufficient
margins.
Questions
• Question:
Similar for takeoff, how do you calculate MIN ACC ALT and
MAX ACC ALT for go-around with Engine Out?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Answer:
There is no MIN ACC ALT or MAX ACC ALT definition for
go-around. What has to be checked in case of a go-around
is that the aircraft remains above the plane (i.e. surface)
defined by the missed approach gradient.
You can refer to the presentation held in Paris Conference
this year for more details on go-around procedure check.
Questions
• Question:
Why has the Bleed corrections to Flex increased a lot recently?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Answer:
The Anti-ice corrections increase is linked to an Octopus change. You
can refer to PEP 4.4 reasons for change.
The principle of anti-ice corrections on takeoff charts have been
modified: the reduced temperatures list (below 10°C OAT) is used only
to determine weight and speed corrections, the complete temperatures
list is used for flex temp correction.
The same principle is used in the FCOM.
As a consequence, Flex corrections for anti-ice may have been
updated in the FCOM
and takeoff charts corrections must be recomputed.
Questions
• Question:
With TmaxFlex of ISA+75, for sure you would go below
25% max legal thrust reduction? Can you explain?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Answer:
Airbus re discussed this 25% max reduction and obtained
a new certification from authorities for this modification.
Keep in mind that it was already possible for other
manufacturer to go beyond 25% using Flex on Derate.
Questions
• Question:
Can you please discuss Airbus philosophy for operations
with the A320 on runways with a width less than 45
meters?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
• Answer:
Operating on a runway with a width lower than 45 m
implies an increase in VMCG to be able to control the
aircraft inside the limits of the runway as described in the
regulation. This VMCG increment is automatically taken
into by the software provided the runway width has been
correctly entered.
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