Atpl Performance 5y5937

ASD TOD = ASD ASD V1 V1

V1B

V1>V1B

Contaminated and Wet Runways Regulations and Definitions JAR 25 requires that: ¾

The approved flight manual contains information regarding the field length required for take-off. The data has to be based on take-off data from a dry hard surfaced runway.

¾

The operator has to supply the documentation which shows how to correct the approved flight manual for other runway conditions such as wet runways or runways covered with ice or snow. In the UK regulations require the manufacturer to provide guidance information for the operator to enable the calculations to be made.

¾

The manufacturer is required to provide guidance information concerning take-off from wet and contaminated runways JAR 25 contains advisory material to help the manufacturer present the material The main distinction made in JAR 25 is that between wet and contaminated runways: Wet Runway A wet runway is a runway well soaked with water, but without significant areas of standing water

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9-9

©Atlantic Flight Training

Contaminated Runway A contaminated runway is where more than 25% of the runway surface area, within the required length and width being used is covered by: ¾

Surface water more than 3 mm deep, or loose snow or by slush equivalent to more than 3 mm of water

¾

Snow compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up

¾

Ice, including wet ice, causing a low braking action

Wet Runways Calculation of the field lengths for take-off from wet runways are based on the following data: VSTOP

Defined as the highest V1 from which the aircraft can be stopped within the ASDA.

VGO

Defined as the lowest V1 from which a continued take-off is possible within the TODA.

Where an engine failure occurs between VSTOP and VGO then the speed will be: ¾

Too high for the take-off to be aborted and the aircraft stopped before the end of the runway

¾

Too low for a continued take-off for the aircraft to reach 35 ft at the runway end

Where V1 and VSTOP are the same, this leads to a longer TOD for a given mass. There is a possibility of compensating for this by reducing the required 35 ft screen height to 15 ft at the end of the available TOD. For a wet runway some safety margins in the TOD are reduced or even sacrificed in order to avoid large reductions in take-off mass. For an aborted take-off the margins are not reduced. The aircraft will still stop on the remaining runway should a take-off be rejected at V1, a speed designated as VWET. If the screen height is lowered to 15 ft for a wet runway it is possible that the allowable takeoff mass may be higher than that for a dry runway. JAR states that the maximum allowable take-off mass be that calculated for a dry runway. In addition, the All Engines Take-Off Distance must still meet the requirements for a dry runway. 1.15 x TOD to 35 ft The required TOD is the longer of: ¾

The one engine inoperative wet runway TOD, and

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30 October 2003

¾

All engines dry runway TOD

Contaminated Runways Where an aircraft takes-off from a contaminated runway there will be a reduction in the safety margins. Because of this, take-off from a contaminated runway should be avoided if at all possible. Contamination can cause: ¾

Reduced braking friction

¾

Increased rolling resistance

¾

Risk of aquaplaning/hydroplaning where there is standing water

The operator has to develop data for operations from wet and contaminated runways. The JAR requirements do not require specific flight testing to determine take-off data. Guidance material is published to enable the necessary calculations. Optimum Take-Off When the optimum speed and flap setting are chosen for take-off then the maximum take-off mass for a given runway is increased. For this given mass the aircraft’s take-off performance in the all engines and one engine inoperative condition will also improve. Optimum Speed improvements:

Optimum speed use gives the following performance

¾

Higher TOM, or

¾

Better climb gradient when climb limited TOM or obstacle limited TOM is below runway limited mass

To improve climb performance a higher V2 and consequently a higher V2/VS ratio is selected in order to obtain more excess thrust. The higher V2 is obtained by higher acceleration. The runway limited mass must be reduced in order to achieve this. The optimum V2/VS ratio is the value which gives a runway mass equal to the climb requirement mass or obstacle mass. Optimum Flap Optimum flap setting also optimises the take-off performance. The importance of the optimum flap setting is shown in some modern aircraft where the setting is accurate to 1/10 th of a degree. This is achievable over the whole range available. Low flap setting gives excess thrust and a better climb performance. There is a reduction in:

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9-11


¾

Runway performance, and

¾

Performance versus close in obstacles

The optimum flap setting is where the two limiting TOM curves meet. Where the optimum flap is used the V2/VS ratio is usually left constant. Reduced Take-Off Thrust In most cases, where an aircraft has an engine failure on take-off the performance is much better than that required. Where the actual TOM is lower than the performance limited TOM derated or reduced take-off thrust can be used. This helps in saving engine life. The preferred method of calculation is to use the assumed temperature method. Assumed Temperature Method The assumed temperature is obtained by calculating the limiting temperature where: ¾

The actual TOM would use all of TODA (FLL)

¾

The aircraft would be limited by climb requirements (WAT) at actual TOW

¾

Maximum permitted thrust reduction occurs

The lowest of the three values is taken as the assumed temperature. This temperature is then used to calculate the thrust setting to be used for take-off. Thrust reduction is limited top 25% of the maximum take-off thrust. Where one engine fails after take-off, the one engine performance requirements must be satisfied. Go-around thrust can always be selected to give a better one engine performance. Flexible take-off thrust is allowed where runway mass limitation tables are available for the runway in use. The assumed temperature method is a reduced thrust method. For this reason it must not be used when the runway is contaminated. The runway must not be: ¾

Contaminated by snow, slush standing water or ice

¾

De-icing or anti icing fluids must not have been used

¾

Airframe anti-ice must not be in use

¾

All EPR gauges must be operative

Noise Abatement ICAO Document 8168 PANS-OPS details the information required for departure and approach procedures regarding noise abatement. Aircraft are noisy and in the modern era where an airport is close to a built-up area then procedures are designed to reduce the noise as much as possible. Where special departure procedures are designed then it is possible that the TOM may be limited in order to achieve the requirements of the two noise abatement procedures. Two procedures are outlined below. Note that both procedures are not to be initiated at less than 800 ft above aerodrome level

ATPL Performance

9-12

30 October 2003

Noise abatement procedures in the form of reduced power take-off should not be required in adverse operating conditions such as: ¾

If the runway surface conditions are adversely affected (eg snow, slush, ice or other contaminants)

¾

When the horizontal visibility is less than 1.9 km (1 nm)

¾

When the crosswind component, including gusts, exceeds 15 kt

¾

When the tailwind component, including gusts, exceeds 5 kt

¾

When wind shear has been reported or forecast, or

¾

Thunderstorms are expected to affect the approach or departure

Noise Abatement Departure Procedure 1 (NADP 1) This procedure is intended to provide noise reduction for noise sensitive areas in close proximity to the departure end of the runway. The procedure involves a power reduction at or above the prescribed minimum altitude and the delay of flap/slat retraction until the prescribed maximum altitude is attained.

Maintain positive rate of climb Accelerate smoothly to en-route climb speed At no more than 3000 ft retract flaps/slats on schedule 3000 ft

Climb at V2 + 10 to 20kt Maintain reduced power Maintain flaps/slats in the take-off configuration

Initiate power reduction at or above 800 ft 800 ft Take –off Thrust V2 + 10 to 20 kt

(or V2 + 20 to 40 kmh)

¾

The initial climbing speed to the noise abatement initiation point is not less than V2 + 10 knots

¾

When at or above 800 ft above aerodrome elevation the engine power/thrust is adjusted in accordance with the noise abatement schedule in the aircraft operating manual

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9-13


¾

A climb speed of V2 plus 10 to 20 knots is maintained with the flaps/slats in the take-off position

¾

At no more than 3000 ft above aerodrome elevation while maintaining a positive rate of climb the aircraft is accelerated and the flaps/slats retracted

¾

At 3000 ft above aerodrome elevation accelerate to en-route climb speed

Noise Abatement Departure Procedure 2 (NADP 2) This procedure is designed to alleviate noise distant from the aerodrome. The procedure involves the initiation of the flap/slat retraction on reaching the minimum prescribed altitude. The flaps/slats are to be retracted on schedule while a positive rate of climb is maintained. Power reduction is performed with: ¾

The first flap/slat retraction, or

¾

When the zero flap/slat configuration is attained

At the prescribed altitude the transition to normal en-route climb procedures is made.

On reaching 3000 ft transition smoothly to en-route climb speed 3000 ft Not before 800 ft with a positive rate of climb accelerate to VZF and reduce power with the initiation of the first flap/slat retraction or When flaps/slats are retracted with a positive rate of climb reduce power and climb at VZF + 10 to 20 knots

800 ft Take –off Thrust V2 + 10 to 20 kt

(or V2 + 20 to 40 kmh)

¾

The initial climbing speed to the noise abatement initiation point is V2 + 10 to 20 knots

¾

On reaching 800 ft above aerodrome elevation the body angle/angle of pitch is decreased while still maintaining a positive rate of climb. The aircraft is accelerated to VZF and: ¾

Power is reduced with the initiation of the first flap/slat retraction, or

¾

Power is reduced after flap/slat retraction

¾

A positive rate of climb is maintained and the aircraft is accelerated to a climb speed of VZF plus 10 to 20 knots to 3000 ft above aerodrome elevation

¾

At 3000 ft the transition is made to normal en-route climb speed

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30 October 2003

Best Rate of Climb In the case of an engine failure let us assume that the power available has been reduced by 50% yet the power required remains the same, as shown in the diagram below. As can be seen the excess power is reduced dramatically.

Power

2 Engine 1 Engine VY

Speed

VYSE

Best rate of climb is now referred to the Best Single Engine Rate of Climb, VYSE . For a JAR 23 aircraft this speed is marked with a blue line on the ASI. This is then referred to as the Blue Line Speed. In summary: ¾

The maximum rate of climb will be reduced

¾

The best single engine angle of climb, VXSE will increase yet the corresponding rate of climb will be less than the maximum rate of climb.

Weight Effect on Optimum and Service Ceiling Where there is a high gross mass there will be a decrease in rate of climb which will result in a lower absolute and service ceiling. With jet aircraft the initial gross mass is high (because of the fuel required) and hence initial cruising levels are low. When fuel is consumed the gross mass decreases and a higher altitude becomes available. This allows the aircraft to step climb. The maximum cruise level can be calculated from graphs provided in the aircraft manual such as the one produced below.

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9-15


Buffet Onset Speed Where a jet aircraft operates at a high altitude the speed range is restricted by: ¾

Performance factors

¾

Aerodynamic performance

With increasing altitude the: ¾

Indicated stall speed increases slowly

¾

Buffet onset speed increases slowly

This means that the minimum speed will increase with altitude. At high TAS and high altitude the resultant Mach effects make the boundary layer more turbulent on parts of the aircraft. This is called high speed buffet and indicates that the pilot will have control problems if the speed is increased further. IAS for the high speed buffet onset decreases as the altitude and weight increases. The low speed buffet onset increases and the high speed buffet onset decreases with increasing altitude. This results in the available speed range becoming narrower. At a certain

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30 October 2003

altitude and weight the two speeds will be the same. This gives rise to the term “Coffin Corner”, where the speed is both too high and too low at the same time. This situation can occur during manoeuvres where the load factor is increased giving the same result as an increase in Mass. Example

A 40° turn in a 15 ton aircraft equals level flight in the same aircraft with a gross mass of 19.5 tons.

The associated 1.3 G load factor (15 x 1.3 = 19.5) is adopted as a manoeuvring safety factor when cruise flight level is selected. This allows the aircraft a bank angle of 40° before stalling. Buffet Onset Boundary Chart The chart on the following page is particular to the type of aircraft. The relationship is shown between: ¾

Altitude

¾

Load Factor

¾

Cruise data

¾

Weight

¾

Mach Number

¾

IAS

The chart can be used to find: ¾

The manoeuvre margin in of load factor and bank angle

¾

The low and high speed buffet for 1G flight.

Example

ATPL Performance

Given the following, calculate the manoeuvre margin and the high and low speed buffet speeds: Airspeed

M0.72

Flight Level

FL 350

CG

10% MAC

Gross Mass

50 000 kg

9-17


ATPL Performance

9-18

30 October 2003

Manoeuvre margin STEP 1

Enter the chart at Point A with an airspeed of M0.72.

STEP 2

Draw a line vertically until it intersects the flight level curve for 35 000 – Point B

STEP 3

From Point B draw a horizontal line to intersect the CG % MAC reference line – Point C

STEP 4

Draw a line to the 10% MAC point paralleling the slope of the reference lines given – Point D

STEP 5

Draw a horizontal line from Point D until it intersects the gross weight curves at 50 000 kg – Point E

STEP 6

Draw a line vertically down to intersect the load factor and bank angle scale to determine the values for the initial buffet. Bank Angle

47°

Load Factor

1.47G

High and low speed buffet speeds STEP 1

Enter the chart at the 1G position

STEP 2

Draw a line vertically to the 50 000 kg gross weight curve – Point F

STEP 3

From Point F a horizontal line is drawn to the 10% CG position. The reverse process is followed to that in the first calculation. The slope lines are back tracked to the CG reference line.

STEP 4

Draw a horizontal line to cut the 35 000 ft reference line to cut it in two places: Point G and Point H

STEP 5

ATPL Performance

Draw vertical lines to read off the higher and lower speeds which designate the buffet boundary: High Speed Buffet Boundary

0.814M

Low Speed Buffet Boundary

178 kts (0.54M)

9-19


Maximum Altitude The maximum altitude is defined as that altitude where the selected speed can be maintained in level flight at Maximum Cruise Thrust. The graphs provided in the aircraft manual can also be used to find the maximum altitude regardless of the safety 1.3G buffet onset limit. Optimum Altitude – Jet Aircraft For a given speed regime when the specific range is at a maximum the jet aircraft will operate best at an altitude termed Optimum Altitude. The optimum altitude will increase as the mass decreases and is generally accepted to be independent of speed and temperature. The specific range – optimum altitude is almost identical to the optimum altitude for minimum direct operating cost. Rough Air (Turbulence) Speed Where severe turbulence is encountered it is possible that the aircraft may: ¾

Overstress, or

¾

Stall

The speed is adjusted to the recommended rough air speed VB. This is a best compromise speed allowing for the structural strength and stall speed. For JAR certification a gust intensity value for the rough air speed is calculated. The minimum VB is chosen as the intersection between this line and the stall curve as shown in the diagram below. Maximum VB is the intersection between the stall curve and the maximum load factor.

n

Gust Intensity Value = 66fps

2.5

IAS VB VA When flown at VB the aircraft will not stall if exposed to turbulence up to the certified gust intensity – in the case above 66 fps. It will not exceed maximum load factor if exposed to a more severe gust than that certified as the aircraft will stall first.

ATPL Performance

9-20

30 October 2003

For aircraft below 5700 kg a specific rough air speed is not always specified. The maximum manoeuvring airspeed VA or a slightly lower speed should then be considered when encountering severe turbulence. Terrain Clearance for Performance A Aircraft For transport category aircraft the engine out service ceiling is defined as the altitude where the aircraft is capable of a certain climb gradient with the remaining engines at maximum continuous thrust. The climb gradient depends on the total number of engines and number of engines out: 2 Engine Aircraft

Climb Gradient 1.1%

3 Engine Aircraft

Climb Gradient 1.4%

4 Engine Aircraft

Climb Gradient 1.6%

During a flight, the engine out service ceiling must be at least 1000 ft above all obstacles within 5 nm either side of the intended route. The navigational accuracy must be within the 95% containment level. Note:

Reducing mass by fuel dumping is not allowed in the calculation of service ceiling

Service Ceiling The service ceiling graph is used to check for any possible limitations due to the service ceiling requirements. Maximum TOM must not be higher than the maximum mass obtained from the table plus the fuel burned from take-off to the actual point en-route. Example

Using the graph on the next page. Given: Terrain Elevation

10 500 ft

Service Ceiling

Must be at least 11 500 ft

OAT

+4° (ISA +12°)

The maximum gross mass, normal bleed conditions is 17.8 tons With engine and airframe anti-ice it is 14.85 tons

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9-21


Drift Down Procedures The use of Drift Down is an alternative method to the service ceiling requirement. Drift down procedure means that the aircraft enters terrain at an altitude high enough to clear the terrain on track to the nearest alternate aerodrome in the case of drift down resulting from engine failure. The drift down path used in the calculations must at each point be based on a descent gradient equal to the actual gradient minus the required service ceiling gradients. This is called the net drift down. The vertical clearance between the terrain and the net drift down path must be at least 2000 ft during descent. The net drift down path is used only for calculation before take-off. In the case of an engine failure the aircraft will follow a higher path called actual drift down.

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9-22

30 October 2003

Minimum Altitude for Entering Terrain

Minimum 2000 ft

One Engine Out Service Ceiling

The service ceiling at the alternate aerodrome used in the drift down calculation must be at least equal to the airport elevation plus 1500 ft.

Minimum Altitude for Entering Terrain

Net Drift Down Path

One Engine Out Service Ceiling

Minimum 1500 ft Alternate Aerodrome

In drift down calculation fuel dumping may be taken into . Enough fuel must remain on board to reach the nearest aerodrome meeting the weather requirements as an alternate. The critical points or points for starting drift down must be given as a pre-determined point (PDP). The PDP must be calculated with a margin of: ¾

5 minutes navigation error unless the exact position can be determined by an aid such as DME

¾

The drift down path is based on 95% wind regularity and a temperature of ISA +15° C

ATPL Performance

9-23


En-Route Regulations Three of Four Engined Aircraft To fly a route a 3 or 4 engined aircraft must be capable of losing an engine and still be capable of maintaining the necessary vertical clearance from obstacles. The aircraft must also be capable of maintaining: ¾

Level flight 1500 ft above the airfield, and

¾

Of maintaining level flight for another 15 minutes

The aircraft must also be able to suffer the loss of another engine and still maintain the necessary obstacle clearance if the aircraft is more than 90 minutes flying time at the all engines operating long range cruise speed from a suitable airfield. This is also known as the “over water speed”. A flight of 90 minutes at the over water speed is approximately the distance that the aircraft would cover in 2 hours at the reduced TAS after an engine failure. This ensures that the incident probability is maintained at 10-6. An aircraft with an over water speed of 500 kts not having an acceptable 2 engine inoperative performance must remain within 750 nm of the nearest suitable aerodrome. Twin Engined Aircraft This group of Public Transport aircraft are divided into two groups: ¾

Those that comply with Extended Twin Engine Operating Regulations (ETOPS or EROPS), and

¾

Those that do not comply with ETOPS

ETOPS Where an airline complies fully with the criteria for aircraft systems reliability then approval for ETOPS may be given. This entitles the operator to use routes where the maximum diversion time, known as rule time, to a suitable airfield is 120 minutes at the normal one engine inoperative cruise speed. The Rule Time can be increased in the following circumstances: ¾

After 6 months suitable operation to 138 minutes

¾

After 12 months further operations to 180 minutes maximum

The airline is expected to meet the requirements of the directives on Maintenance Practices and procedures, flight crew training and equipment. Non-ETOPS Unless specifically approved by the Authority in accordance with ETOPS Approval, an operator cannot operate a two-engined aeroplane

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30 October 2003

over a route which contains a point further from an adequate aerodrome than, in the case of: Performance Class A aeroplanes with either: i. ii.

A maximum approved enger seating configuration of 20 or more; or A maximum take-off mass of 45 360kg or more,

the distance flown in 60 minutes at the one-engine-inoperative cruise speed determined; Performance Class A aeroplanes with either: i. ii.

A maximum approved enger seating configuration of 19 or less; or A maximum take-off mass of less than 45 360kg,

the distance flown in 120 minutes, or if approved by the authority up to 180 minutes for turbojet aeroplanes, at the one-engine-inoperative cruise speed determined; Performance Class B or C aeroplanes: i. ii.

The distance flown in 120 minutes at the one-engineinoperative cruise speed determined; or 300 nautical miles,

whichever is less.

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9-25


Payload Versus Range Using the graph below: Point 1

Is the maximum permissible payload which may be limited by Maximum Zero Fuel Weight (MZFW), or by the capacity of holds or seating. This range may increase until The Maximum Authorized Take-Off Weight (MATOW) is reached (Point 2)

Point 2

The aircraft fuel tanks are not full at this point and the range can be further increased by increasing the fuel load. However, this will be at the expense of the payload to remain within the MATOW.

Point 3

At point 3 the tanks are full and range can only be improved by reducing aircraft weight to give a better Specific Air Range (SAR).

6000

Payload (Kg) 1

2

4000 3 2000 Range (nm) 500

ATPL Performance

1000

1500

9-26

2000

30 October 2003

Chapter 10. JAR Performance Class B Aeroplanes Performance Class B Propeller driven aeroplanes with a maximum approved enger seating configuration of 9 or less, and a maximum take-off mass of 5700 kg or less are operated in accordance with JAR-OPS, Subpart H – Performance Class B JAR OPS 1 1.525 General A single engined aeroplane cannot be: ¾

Operated at night, or

¾

In IMC unless under SVFR

Where a two engined Class B aeroplane does not meet the climb requirements detailed later then this aeroplane has to be treated as a single engined aeroplane. Take-Off and Landing Climb Take-off Climb All Engines Operating ¾

The steady gradient of climb after take-off must be at least 4% with: ¾

Take-off power on each engine

¾

The landing gear extended except that if the landing gear can be retracted in not more than 7 seconds, it may be assumed to be retracted

¾

The wing flaps in the take-off position, and

¾

A climb speed not less than the greater of 1·1 VMC and 1·2 VS1.

One Engine Inoperative ¾

ATPL Performance

The steady gradient of climb at an altitude of 400 ft above the take-off surface must be measurably positive with: ¾

The critical engine inoperative and its propeller in the minimum drag position;

¾

The remaining engine at take-off power;

¾

The landing gear retracted;

¾

The wing flaps in the take-off position(s); and

10-1


¾ ¾

A climb speed equal to that achieved at 50 ft.

The steady gradient of climb must be not less than 0·75% at an altitude of 1500 ft above the take-off surface with: ¾

The critical engine inoperative and its propeller in the minimum drag position

¾

The remaining engine at not more than maximum continuous power

¾

The landing gear retracted

¾

The wing flaps retracted, and

¾

A climb speed not less than 1·2 VS1.

Landing Climb All Engines Operating ¾

The steady gradient of climb must be at least 2·5% with: ¾

Not more than the power or thrust that is available 8 seconds after initiation of movement of the power controls from the minimum flight idle position;

¾

The landing gear extended;

¾

The wing flaps in the landing position; and

¾

A climb speed equal to VREF.

One Engine Inoperative ¾

The steady gradient of climb must be not less than 0·75% at an altitude of 1500 ft above the landing surface with: ¾

The critical engine inoperative and its propeller in the minimum drag position;

¾

The remaining engine at not more than maximum continuous power;

¾

The landing gear retracted;

¾

The wing flaps retracted; and

¾

A climb speed not less than 1·2 VS1.

JAR OPS 1.530 Take-Off The operator ensures that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome where the take-off is to be made. The figures below assume that the aeroplane will achieve the screen height of 50 ft.

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10-2

30 October 2003

The operator uses the unfactored take-off distance specified in the Aeroplane Flight Manual to ensure that it does not exceed: ¾

When multiplied by a factor of 1·25, the take-off run available, or

¾

When stopway and/or clearway is available, any of the following: ¾

The take-off run available

¾

When multiplied by a factor of 1·15, the take-off distance available, and

¾

When multiplied by a factor of 1·3, the accelerate-stop distance available.

The following have to be taken into : ¾

The mass of the aeroplane at the commencement of the take-off run. As a guideline the take-off distance will also increase by 20% for a 10% increase in weight.

¾

The pressure altitude at the aerodrome;

¾

The ambient temperature at the aerodrome;

¾

The runway surface condition and the type of runway surface. The take distance from the aeroplane flight manual should be factored by: Surface Type

Condition

Factor

Grass on firm soil up to 20 cm long*

Dry

1.20

Wet

1.30

Paved

Wet

1.00

*The soil is firm when there are wheel impressions but no rutting Problems can occur when an aeroplane is using Grass Runways: ¾

Care should be taken in assessing the rate of acceleration

¾

If the take-off is rejected on short wet grass the surface may be slippery. In this case the distance may be increased substantially.

The runway slope in the direction of take-off must be taken into : Upslope up to 2% upslope

Take-off distance to be increased by 5% for each 1% of

Upslope > 2% Corrections for runways with an upslope of more than 2% require the approval of the authority

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10-3


Not more than 50% of the reported headwind component or not less than 150% of the reported tail-wind component can be factored into the take-off distance. Operations from contaminated runways are inadvisable. Take-off should be delayed until the runway is cleared. JAR OPS 1.535 Take-Off Obstacle Clearance – Multi Engined Aeroplanes The operator ensures that the take-off flight path of an aeroplane with two or more engines, will clear all obstacles by a vertical margin of at least: ¾

50 ft, or

¾

By a horizontal distance of at least 90 m plus 0·125 x D, where D is the horizontal distance traveled by the aeroplane from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled before the end of the take-off distance available

except when detailed below. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0.125 x D may be used. Take-Off Flight Path - Visual Course Guidance Navigation In order to allow visual course guidance navigation, an operator must ensure that the weather conditions prevailing at the time of operation including ceiling and visibility, are such that the obstacle and/or ground reference points can be seen and identified. The Operations Manual must specify, for the aerodrome concerned the minimum weather conditions which enable the flight crew to continuously determine and maintain the correct flight path with respect to ground reference points, so as to provide a safe clearance with respect to obstructions and terrain as follows: ¾

The procedure must be well defined with respect to ground reference points so that the track to be flown can be analysed for obstacle clearance requirements;

¾

The procedure must be within the capabilities of the aeroplane with respect to forward speed, bank angle and wind effects;

¾

A written and/or pictorial description of the procedure must be provided for crew use; and

¾

The limiting environmental conditions must be specified (e.g. wind, cloud, visibility, day/night, ambient lighting, obstruction lighting).

Safe Operation With Performance Class B Aeroplanes In Conditions Of Limited Visibility Unlike the Performance Class A Airworthiness requirements which are detailed in a later chapter, those for Performance Class B do not necessarily provide for engine failure in all

ATPL Performance

10-4

30 October 2003

phases of flight. It is accepted that performance ability for engine failure need not be considered until a height of 300 ft is reached. The weather minima given in Appendix 1 to JAR-OPS 1.430 up to and including 300 ft imply that if a take-off is undertaken with minima below 300 ft a one engine inoperative flight path must be plotted starting on the all-engine take-off flight path at the assumed engine failure height. This path must meet the vertical and lateral obstacle clearance specified. Should engine failure occur below this height, the associated visibility is taken as being the minimum which would enable the pilot to make, if necessary, a forced landing broadly in the direction of the take-off. At or below 300 ft, a circle and land procedure is extremely inadvisable. If the assumed engine failure height is more than 300 ft, the visibility must be at least 1500 m and, to allow for manoeuvring, the same minimum visibility should apply whenever the obstacle clearance criteria for a continued take-off cannot be met. To comply with the above the following it is assumed that: ¾

The take-off flight path begins at a height of 50 ft above the surface at the end of the take-off distance required and ends at a height of 1500 ft above the surface.

¾

The aeroplane is not banked before the aeroplane has reached a height of 50 ft above the surface. The angle of bank does not exceed 15° after this point.

¾

Failure of the critical engine occurs at the point on the all engine take-off flight path where visual reference for the purpose of avoiding obstacles is expected to be lost.

¾

The gradient of the take-off flight path from 50 ft to the assumed engine failure height is equal to the average all-engine gradient during climb and transition to the en-route configuration, multiplied by a factor of 0·77, and

¾

The gradient of the take-off flight path from the height reached above to the end of the takeoff flight path is equal to the one engine inoperative en-route climb gradient shown in the Aeroplane Flight Manual.

Where the intended flight path does not require a track change of more than 15°, an operator need not consider obstacles which have a lateral distance greater than: ¾

300 m, if the flight is conducted under conditions allowing visual course guidance navigation, or if navigational aids are available enabling the pilot to maintain the intended flight path with the same accuracy, or

¾

600 m, for flights under all other conditions.

Where the intended flight path requires track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than: ¾

600 m for flights under conditions allowing visual course guidance navigation

¾

900 m for flights under all other conditions.

To comply with the above, an operator must take of the following:

ATPL Performance

10-5


¾

The mass of the aeroplane at the commencement of the take-off run;

¾


¾

The ambient temperature at the aerodrome; and

¾

Not more than 50% of the reported headwind component or not less than 150% of the reported tailwind component.

Take-Off Flight Path Construction For demonstrating that an aeroplane clears all obstacles vertically, a flight path should be constructed consisting of an all-engine segment to the assumed engine failure height, followed by an engine-out segment. Where the Aeroplane Flight Manual does not contain the appropriate data, the approximation given below may be used for the all-engine segment for an assumed engine failure height of 200 ft, 300 ft, or higher. The calculation formulae can be found in JAR OPS 1.535 JAR-OPS 1.540 - En-Route - Multi-Engined Aeroplanes The operator ensures that the aeroplane is capable of continuing flight at or above the relevant minimum altitudes for safe flight stated in the Operations Manual to a point 1000 ft above an aerodrome. The following are taken into : ¾

The meteorological conditions expected for the flight, and

¾

In the event of the failure of one engine, with the remaining engines operating within the maximum continuous power conditions specified, at which the performance requirements can be met.

To comply with the above: ¾

The aeroplane must not be assumed to be flying at an altitude exceeding that at which the rate of climb equals 300 ft per minute with all engines operating within the maximum continuous power conditions specified, and

¾

The assumed en-route gradient with one engine inoperative shall be the gross gradient of descent or climb, as appropriate, correspondingly increased by a gradient of 0·5%, or decreased by a gradient of 0·5%.

The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from which the driftdown procedure can be planned to start. Aeroplanes may be planned to clear en-route obstacles assuming a driftdown procedure, having first increased the scheduled en-route one engine inoperative descent data by 0·5% gradient.

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JAR-OPS 1.542 - En-route - Single-Engine Aeroplanes The operator has to ensure that the aeroplane, in the meteorological conditions expected for the flight, and in the event of engine failure, is capable of reaching a place at which a safe forced landing can be made To comply with the above: ¾

The aeroplane must not be assumed to be flying, with the engine operating within the maximum continuous power conditions specified, at an altitude exceeding that at which the rate of climb equals 300 ft per minute; and

¾

The assumed en-route gradient shall be the gross gradient of descent increased by a gradient of 0·5%.

In the event of an engine failure, single-engine aeroplanes have to rely on gliding to a point suitable for a safe forced landing. Such a procedure is clearly incompatible with flight above a cloud layer which extends below the relevant minimum safe altitude. The altitude at which the rate of climb equals 300 ft per minute is not a restriction on the maximum cruising altitude at which the aeroplane can fly in practice, it is merely the maximum altitude from which the engine-inoperative procedure can be planned to start. The above statements require an operator to ensure that in the event of an engine failure, the aeroplane should be capable of reaching a point from which a successful forced landing can be made. Unless otherwise specified by the Authority, this point should be 1000ft above the intended landing area. JAR-OPS 1.545 - Landing - Destination And Alternate Aerodromes The landing mass of the aeroplane must not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome. JAR-OPS 1.550 - Landing - Dry Runway An operator shall ensure that the landing mass of the aeroplane determined for the estimated time of landing allows a full stop landing from 50 ft above the threshold within 70% of the landing distance available at the destination aerodrome and at any alternate aerodrome. The Authority may approve the use of landing distance data factored in accordance with this paragraph based on a screen height of less than 50 ft, but not less than 35 ft. Short Landing Operations may also be approved To comply with the above the following have to be taken into : ¾

The altitude at the aerodrome,

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¾

Not more than 50% of the head-wind component or not less than 150% of the tailwind component,

¾

The runway surface condition and the type of runway surface, and

¾

The runway slope in the direction of landing

To despatch an aeroplane in accordance with the above, it must be assumed that: ¾

The aeroplane will land on the most favourable runway, in still air, and

¾

The aeroplane will land on the runway most likely to be assigned considering:

¾

The probable wind speed and direction

¾

The ground handling characteristics of the aeroplane, and

¾

Other conditions such as landing aids and terrain.

If an operator is unable to comply with the above rules for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated that complies. Steep Approach Procedures The Authority may approve the application of Steep Approach procedures using glideslope angles of 4.5° or more, and with screen heights of less than 50 ft but not less than 35 ft, provided that the following criteria are met: ¾

The Aeroplane Flight Manual must state the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria;

¾

A suitable glide path reference system, comprising at least a visual glidepath indicating system, must be available at each aerodrome at which steep approach procedures are to be conducted; and

¾

Weather minima must be specified and approved for each runway to be used with a steep approach. Consideration must be given to the following: ¾

The obstacle situation

¾

The type of glidepath reference and runway guidance such as visual aids, MLS, 3D-NAV, ILS, LLZ, VOR, NDB

¾

The minimum visual reference to be required at DH and MDA

¾

Available airborne equipment

¾

Pilot qualification and special aerodrome familiarisation

¾

Aeroplane Flight Manual limitations and procedures, and

¾

Missed approach criteria.

Short Landing Operations The distance used for the calculation of the permitted landing mass may consist of the usable length of the declared safe area plus the declared landing distance available. The Authority may approve such operations in accordance with the following criteria:

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30 October 2003

¾

The use of the declared safe area must be approved by the aerodrome authority

¾

The declared safe area must be clear of obstructions or depressions which would endanger an aeroplane undershooting the runway, and no mobile object shall be permitted on the declared safe area while the runway is being used for short landing operations

¾

The slope of the declared safe area must not exceed 5% upward slope or 2% downward slope in the direction of landing

¾

The useable length of the declared safe area under the provisions of this Appendix shall not exceed 90 metres

¾

The width of the declared safe area shall not be less than twice the runway width, centred on the extended runway centreline

¾

It is assumed that the crossing height over the beginning of the usable length of the declared safe area shall not be less than 50 ft

¾

For the purpose of this operation, the bearing strength requirement need not apply to the declared safe area

¾

Weather minima must be specified and approved for each runway to be used and shall not be less than the greater of VFR or non-precision approach minima

¾

Pilot requirements must be specified

¾

The Authority may impose such additional conditions as are necessary for safe operation taking into the aeroplane type characteristics, approach aids and missed approach/baulked landing considerations

Landing Distance Correction Factors Unless otherwise specified the following safety factor must be applied: Grass (on firm soil up to 20 cm long)

1·15

Runway Slope The landing distances required should be increased by 5% for each 1% of downslope except that correction factors for runways with slopes in excess of 2% need the acceptance of the Authority Landing - Dry Runway JAR-OPS establishes two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes. ¾

The aeroplane mass will be such that on arrival the aeroplane can be landed within 70% of the landing distance available on the most favourable, normally the longest, runway in still air. Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a particular aerodrome, cannot be exceeded.

¾

Consideration should be given to anticipated conditions and circumstances.

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¾

The expected wind, or

¾

ATC and noise abatement procedures,

Which may indicate the use of a different runway. These factors may result in a lower landing mass than that permitted. The expected wind is the wind expected to exist at the time of arrival. JAR-OPS 1.555 - Landing - Wet and Contaminated Runways The operator ensures that when the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet, the landing distance available is equal to or exceeds the required landing distance. The distance calculated in JAR OPS 1.550 is multiplied by a factor of 1·15. When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be contaminated, the landing distance, determined by using data acceptable to the Authority for these conditions, does not exceed the landing distance available. A landing distance on a wet runway shorter than that required above, but not less than that required by JAR-OPS 1.550, may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways. Landing on Wet Grass Runways When landing on very short grass which is wet, and with a firm subsoil, the surface may be slippery, in which case the distances may increase by as much as 60% (1.60 factor). It may not be possible for a pilot to determine accurately the degree of wetness of the grass, particularly when airborne, in cases of doubt, the use of the wet factor 1.15 is recommended.

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30 October 2003

Chapter 11. JAR Performance Class A Aircraft Performance Class A Multi-engine aeroplanes powered by: ¾

Turbopropeller engines with a maximum approved enger seating configuration of more than 9 or a maximum take-off mass exceeding 5700 kg, and

¾

All multi-engine turbojet powered aeroplanes

are operated in accordance with JAR-OPS, Subpart G – Performance Class A JAR-OPS 1.485 – General The operator ensures the approved performance data in the Aeroplane Flight Manual is supplemented as necessary with other data acceptable to the Authority if the Approved Performance Data in the Aeroplane Flight Manual is insufficient with respect to items such as: ¾

ing for reasonably expected adverse operating conditions such as takeoff and landing on contaminated runways, and

¾

Consideration of engine failure in all flight phases.

An operator shall ensure that, for the wet and contaminated runway case, performance data determined in accordance with JAR 25X1591 or equivalent acceptable to the Authority is used. General - Wet and Contaminated Runway Data (JAR – 25 AMJ 25X1591) If the performance data has been determined on the basis of measured runway friction coefficient, the operator should use a procedure correlating the measured runway friction coefficient and the effective braking coefficient of friction of the aeroplane type over the required speed range for the existing runway conditions. Operation on Contaminated Runways Operation on runways contaminated with water, slush, snow or ice implies uncertainties with regard to runway friction and contaminant drag. The achievable performance and control of the aeroplane during take-off may not match the calculated figures since the actual conditions may not completely match the assumptions on which the performance information is based. In the case of a contaminated runway, the first option for the commander is to wait until the runway is cleared. If this is impracticable, he may consider a take-off, provided that he has applied the applicable performance adjustments, and any further safety measures he considers justified under the prevailing conditions.

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An adequate overall level of safety will only be maintained if operations in accordance with JAR-25 AMJ 25X1591 are limited to rare occasions. Where the frequency of such operations on contaminated runways is not limited to rare occasions, operators should provide additional measures ensuring an equivalent level of safety. Such measures should include special crew training, additional distance factoring and more restrictive wind limitations. JAR-OPS 1.490 - Take-Off The operator is to ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made. The operator must meet the following requirements when determining the maximum permitted take-off mass: ¾

The accelerate-stop distance must not exceed the accelerate-stop distance available

¾

The take-off distance must not exceed the take-off distance available, where clearway is not more than 50% of TORA

¾

The take-off run must not exceed the take-off run available

¾

A single value of V1 for the rejected and continued take-off must be used, and

¾

On a wet or contaminated runway, the take-off mass must not exceed that permitted for a take-off on a dry runway under the same conditions.

The following must be taken into : ¾

The pressure altitude at the aerodrome

¾

The ambient temperature at the aerodrome and

¾

The runway surface condition and the type of runway surface The runway slope in the direction of take-off

¾

Not more than 50% of the reported head-wind component or not less than 150% of the reported tailwind component, and

¾

The loss, if any, of runway length due to alignment of the aeroplane prior to takeoff. This is discussed in Chapter 3)

JAR-OPS 1.495 - Take-Off Obstacle Clearance The operator ensures that the net take-off flight path clears all obstacles by a vertical distance of at least: ¾

35 ft, or

¾

By a horizontal distance of at least 90 m plus 0·125 x D, where D is the horizontal distance the aeroplane has traveled from the end of the take-off distance available or the end of the take-off distance if a turn is scheduled before the end of the take-off distance available.

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Aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0.125 x D may be used. In accordance with the definitions used in preparing the take-off distance and take-off flight path Data provided in the Aeroplane Flight Manual: The net take-off flight path is considered to begin at a height of 35 ft above the runway or clearway at the end of the take-off distance determined by the method shown below. The take-off distance is greater of the following distances: ¾

115% of the distance with all engines operating from the start of the take-off to the point at which the aeroplane is 35 ft above the runway or clearway, or

¾

The distance from the start of the take-off to the point at which the aeroplane is 35 ft above the runway or clearway assuming failure of the critical engine occurs at the point corresponding to the decision speed (V1) for a dry runway, or

¾

If the runway is wet or contaminated, the distance from the start of the take-off to the point at which the aeroplane is 15 ft above the runway or clearway assuming failure of the critical engine occurs at the point corresponding to the decision speed (V1) for a wet or contaminated runway.

JAR-OPS 1.495(a) specifies that the net take-off flight path, determined from the data provided in the Aeroplane Flight Manual must clear all relevant obstacles by a vertical distance of 35 ft. When taking off on a wet or contaminated runway and an engine failure occurs at the point corresponding to the decision speed (V1) for a wet or contaminated runway may clear close-in obstacles by only 15 ft. When taking off on wet or contaminated runways. The operator should exercise special care with respect to obstacle assessment, especially if a take-off is obstacle is limited and the obstacle density is high. must be taken of the following: ¾

The mass of the aeroplane at the commencement of the take-off run,

¾

The pressure altitude at the aerodrome,

¾

The ambient temperature at the aerodrome, and

¾

Not more than 50% of the reported head wind component or not less than 150% of the reported tailwind component.

When showing compliance with the above: ¾

Track changes are not allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the take-off run available. Up to a height of 400 ft it is assumed that the aeroplane uses no more than 15° AOB. Above 400 ft height bank angles greater than 15°, but not more than 25° may be used

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¾

Any part of the net take-off flight path in which the aeroplane is banked by more than 15° must clear all obstacles by a vertical distance of at least 50 ft, and

¾

The operator must use special procedures, subject to the approval of the Authority, to apply increased bank angles of not more than 20° between 200 ft and 400 ft, or not more than 30° above 400 ft ¾

¾

For the use of increased bank angles requiring special approval, the following criteria have to be met: ¾

The Aeroplane Flight Manual must contain approved data for the required increase of operating speed and data to allow the construction of the flight path considering the increased bank angles and speeds.

¾

Visual guidance must be available for navigation accuracy.

¾

Weather minima and wind limitations must be specified for each runway and approved by the Authority.

Adequate allowance must be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. ¾

The Aeroplane Flight Manual generally provides a climb gradient decrement for a 15° bank turn. For bank angles of less than 15°, a proportionate amount should be applied, unless the manufacturer or Aeroplane Flight Manual has provided other data.

¾

Unless otherwise specified in the Aeroplane Flight Manual or other performance or operating manuals from the manufacturer, acceptable adjustments to assure adequate stall margins and gradient corrections are provided by the following: Bank Angle

Speed

Gradient Correction

15°

V2

Aeroplane Flight Manual 15° Gradient loss

20°

V2 + 5 kt

2 x Aeroplane Flight Manual 15° Gradient loss

25°

V2 + 10 kt

2 x Aeroplane Flight Manual 15° Gradient loss

Where the intended flight path does not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than: ¾

300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle ability area, or

¾


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30 October 2003

Where the intended flight path does require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than: ¾


¾


The operator establishes contingency procedures to satisfy the requirements of JAR-OPS 1.495 and to provide a safe route, avoiding obstacles, to enable the aeroplane to either comply with the en-route requirements of JAR-OPS 1.500, or land at either the aerodrome of departure or at a take-off alternate aerodrome. If the above is based on an engine failure route that differs from the all engine departure route or SID normal departure, a "deviation point" can be identified where the engine failure route deviates from the normal departure route. Adequate obstacle clearance along the normal departure with failure of the critical engine at the deviation point will normally be available. In certain situations the obstacle clearance along the normal departure route may be marginal and should be checked to ensure that, in case of an engine failure after the deviation point, a flight can safely proceed along the normal departure. JAR-OPS 1.500 - En-Route - One Engine Inoperative The operator ensures that the one engine inoperative en-route net flight path data shown in the Aeroplane Flight Manual complies with parameters set out in the next two paragraphs below at all points along the route. The net flight path must have a positive gradient at 1500 ft above the aerodrome where the landing is assumed to be made after engine failure. In meteorological conditions requiring the operation of ice protection systems, the effect of their use on the net flight path must be taken into . ¾

The gradient of the net flight path must be positive at least 1000 ft above all terrain and obstructions along the route within 9·3 km (5 nm) on either side of the intended track.

¾

The net flight path must permit the aeroplane to continue flight from the cruising altitude to an aerodrome where a landing can be. The net flight path clearing vertically, by at least 2000 ft, all terrain and obstructions along the route within 9.3 km (5 nm) on either side of the intended track with regard to the following: ¾

The engine is assumed to fail at the most critical point along the route,

¾

is taken of the effects of winds on the flight path,

¾

Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used, and

¾

The aerodrome where the aeroplane is assumed to land after engine failure must meet the following criteria: ¾

ATPL Performance

The performance requirements at the expected landing mass are met, and

11-5


¾

Weather reports or forecasts, or any combination thereof, and field condition reports indicate that a safe landing can be accomplished at the estimated time of landing.

The operator must increase the width margins above to 18·5 km (10 nm) if the navigational accuracy does not meet the 95% containment level. JAR-OPS 1.505 - En-route - Aeroplanes with Three or More Engines, Two Engines Inoperative At no point along the intended track will an aeroplane having three or more engines be more than 90 minutes, at the all-engines long range cruising, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met unless it complies with the paragraphs below. The two engines inoperative en-route net flight path data must permit the aeroplane to continue the flight, in the expected meteorological conditions, from the point where two engines are assumed to fail simultaneously, to an aerodrome at which it is possible to land and come to a complete stop when using the prescribed procedure for a landing with two engines inoperative. The net flight path must clear vertically, by at least 2000 ft all terrain and obstructions along the route within 9·3 km (5 nm) on either side of the intended track. At altitudes and in meteorological conditions requiring ice protection systems to be operable, the effect of their use on the net flight path data must be taken into . If the navigational accuracy does not meet the 95% containment level, an operator must increase the width margin given above to 18·5 km (10 nm). The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all engines long range cruising speed, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met. The net flight path must have a positive gradient at 1500 ft above the aerodrome where the landing is assumed to be made after the failure of two engines. Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. The expected mass of the aeroplane at the point where the two engines are assumed to fail must not be less than that which would include sufficient fuel to proceed to: ¾

An aerodrome where the landing is assumed to be made, and

¾

To arrive there at least 1500 ft directly over the landing area, and

¾

To fly level for 15 minutes.

JAR-OPS 1.510 - Landing - Destination and Alternate Aerodromes The landing mass of the aeroplane must not exceed the maximum landing mass specified for the altitude and the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome.

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For instrument approaches with decision heights below 200 ft, an operator must that the approach mass of the aeroplane, taking into the take-off mass and the fuel expected to be consumed in flight, allows a missed approach gradient of climb, with the critical engine failed and with the speed and configuration used for go-around of at least 2·5%, or the published gradient, whichever is the greater. The Authority must approve the use of an alternative method The missed approach procedure of an instrument approach as shown on instrument approach charts is normally based on an obstacle clearance surface having a slope of 2.5%. All aeroplanes cannot achieve this when operating at or near maximum certificated landing mass and in engine-out conditions. Operators of these aeroplanes should consider mass, altitude and temperature limitations and wind for the missed approach at aerodromes which are critical due to obstacles in the missed approach areas. An increase in the decision altitude/height or minimum descent altitude/height may, as a result, be required. JAR-OPS 1.515 - Landing - Dry Runways The landing mass of the for the estimated time of landing at the destination aerodrome and at any alternate aerodrome must be such as to allow a full stop landing from 50 ft above the threshold: ¾

For turbo-jet powered aeroplanes, within 60% of the landing distance available, or

¾

For turbo-propeller powered aeroplanes, within 70% of the landing distance available,

¾

For Steep Approach procedures the Authority may approve the use of landing distance Data based on a screen height of less than 50 ft, but not less than 35 ft.

¾

The Authority may exceptionally approve, when satisfied that there is a need, the use of Short Landing Operations

When showing compliance with the above, an operator must take of the following: ¾

The altitude at the aerodrome,

¾

Not more than 50% of the head-wind component or not less than 150% of the tailwind component, and

¾

The runway slope in the direction of landing if greater than ± 2%.

When showing compliance with sub-paragraph (a) above, it must be assumed that: ¾

The aeroplane will land on the most favourable runway, in still air, and

¾

The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.

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If an operator is unable to comply with the above for a destination aerodrome having a single runway where a landing depends upon a specified wind component, an aeroplane may be despatched if 2 alternate aerodromes are designated which permit compliance. Before commencing an approach to land at the destination aerodrome the commander must satisfy himself that a landing can be made with regard to the above paragraphs. Where the landing conditions at the destination mean that the above conditions cannot be complied with the operator may still despatch the aeroplane. This may be done if the conditions at the alternate are such that the rules for landing are complied with. Steep Approach Procedures The Authority may approve the application of Steep Approach procedures using glideslope angles of 4·5° or more and with screen heights of less than 50 ft but not less than 35 ft, provided that the following criteria are met: ¾

The Aeroplane Flight Manual must state the maximum approved glideslope angle, any other limitations, normal, abnormal or emergency procedures for the steep approach as well as amendments to the field length data when using steep approach criteria,

¾

A suitable glidepath reference system comprising at least a visual glidepath indicating system must be available at each aerodrome at which steep approach procedures are to be conducted, and

¾

Weather minima must be specified and approved for each runway to be used with a steep approach.

Consideration must be given to the following: ¾

The obstacle situation,

¾

The type of glidepath reference and runway guidance such as visual aids, MLS, 3D-NAV, ILS, LLZ, VOR, NDB,

¾

The minimum visual reference to be required at DH and MDA,

¾

Available airborne equipment,

¾

Pilot qualification and special aerodrome familiarisation,

¾

Aeroplane Flight Manual limitations and procedures, and

¾

Missed approach criteria.

JAR-OPS 1.520 - Landing - Wet and Contaminated Runways When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet or contaminated, the landing distance available must be at least 115% of the required landing distance. A landing distance on a wet runway shorter than that required, but not less than that required by JAR-OPS 1.515, may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on wet runways.

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A landing distance on a specially prepared contaminated runway shorter than that required may be used if the Aeroplane Flight Manual includes specific additional information about landing distances on contaminated runways.

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Intentionally Left Blank

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Chapter 12. JAR Performance Class A Aircraft JAR 25 – Large Aeroplanes JAR 25.101 General Unless otherwise prescribed, aeroplanes must meet the applicable performance requirements for ambient atmospheric conditions and still air. The performance, as affected by engine power or thrust, must be based on the following relative humidities: ¾

80%, at and below standard temperatures; and

¾

34%, at and above standard temperatures plus 50°F.

Between these two temperatures, the relative humidity must vary linearly. The performance must correspond to the propulsive thrust available under: ¾

The particular ambient atmospheric conditions,

¾

The particular flight condition, and

¾

The relative humidity specified above.

JAR 25.105 Take-off Take-off speeds, the accelerate-stop distance, the take-off path and the take-off distance and take-off run must be determined: ¾

At each weight, altitude, and ambient temperature within the operational limits selected by the applicant; and

¾

In the selected configuration for take-off.

No take-off made to determine the data required by this section may require exceptional piloting skill or alertness. The take-off data must be based on: ¾

Smooth, dry and wet, hard-surfaced runways; and

¾

At the option of the applicant, grooved or porous friction course wet, hardsurfaced runways.

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JAR 25.107 Take-off Speeds V1 must be established in relation to VEF as follows: ¾

VEF is the calibrated airspeed at which the critical engine is assumed to fail. VEF must be selected by the applicant, but may not be less than VMCG

¾

V1, in of calibrated airspeed, is selected by the applicant; however, V1 may not be less than VEF plus the speed gained with the critical engine inoperative during the time interval between the instant at which the critical engine is failed, and the instant at which the pilot recognises and reacts to the engine failure. This is taken as when the pilot's initiates a first action such as: ¾

Applying brakes,

¾

Reducing thrust,

¾

Deploying speed brakes.

V2MIN, in of calibrated airspeed, may not be less than: ¾

¾

¾

1·13 VSR for: ¾

Two-engined and three-engined turbo-propeller powered aeroplanes; and

¾

Turbojet powered aeroplanes without provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed;]

1·08 VSR for: ¾

Turbo-propeller powered aeroplanes with more than three engines; and

¾

Turbojet powered aeroplanes with provisions for obtaining a significant reduction in the one-engine-inoperative power-on stall speed: and

1·10 times VMC

V2 in of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required but may not be less than: ¾

V2MIN;

¾

VR plus the speed increment attained before reaching a height of 35 ft above the take-off surface; and

¾

A speed that provides the manoeuvring capability specified

VMU is the calibrated airspeed at and above which the aeroplane can safely lift off the ground, and continue the take-off. VMU speeds must be selected by the applicant throughout the range

ATPL Performance

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30 October 2003

of thrust-to-weight ratios to be certificated. These speeds may be established from free air data if these data are verified by ground take-off tests. VR in of calibrated air speed, must be selected in accordance with the conditions below: ¾

VR may not be less than: ¾

V1;

¾

105% of VMC;

¾

The speed that allows reaching V2 before reaching a height of 35 ft above the take-off surface; or

¾

A speed that, if the aeroplane is rotated at its maximum practicable rate, will result in a VLOF of not less than 110% of VMU in the all-enginesoperating condition and not less than 105% of VMU determined at the thrust-to-weight ratio corresponding to the one-engine-inoperative condition, except that in the particular case that lift-off is limited by the geometry of the aeroplane, or by elevator power, the above margins may be reduced to 108% in the all-engines-operating case and 104% in the one-engine-inoperative condition.

For any given set of conditions (such as weight, configuration, and temperature), a single value of VR, obtained in accordance with this paragraph, must be used to show compliance with both the one-engine-inoperative and the all-engines-operating take-off provisions. It must be shown that the one-engine-inoperative take-off distance, using a rotation speed of 5 knots less than VR does not exceed the corresponding one-engine-inoperative take-off distance using the established VR. Reasonably expected variations in service from the established take-off procedures for the operation of the aeroplane (such as over-rotation of the aeroplane and out-of-trim conditions) may not result in unsafe flight characteristics or in marked increases in the scheduled take-off distances. VLOF is the calibrated airspeed at which the aeroplane first becomes airborne. VFTO, in of calibrated airspeed, must be selected by the applicant to provide at least the gradient of climb required but may not be less than: ¾

1·18 VSR; and

¾

A speed that provides the manoeuvring capability specified

JAR 25.109 Accelerate-Stop Distance The accelerate-stop distance on a dry runway is the greater of the following distances: The sum of the distances necessary to:

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12-3


¾

Accelerate the aeroplane from a standing start with all engines operating to VEF for take-off from a dry runway;

¾

Allow the aeroplane to accelerate from VEF to the highest speed reached during the rejected take-off, assuming the critical engine fails at VEF and the pilot takes the first action to reject the take-off at the V1 from a dry runway; and

¾

Come to a full stop on a dry runway from the speed, plus

¾

A distance equivalent to 2 seconds at the V1 for take-off from a dry runway.

The sum of the distances necessary to: ¾

Accelerate the aeroplane from a standing start with all engines operating to the highest speed reached during the rejected take-off, assuming the pilot takes the first action to reject the take-off at the V1 for take-off from a dry runway; and

¾

With all engines still operating, come to a full stop on a dry runway from the speed reached as prescribed, plus

¾

A distance equivalent to 2 seconds at the V1 for take-off from a dry runway.

The accelerate-stop distance on a wet runway is the greater of the following distances: ¾

The accelerate-stop distance on a dry runway, or

¾

The accelerate-stop distance determined except that the runway is wet and the corresponding wet runway values of VEF and V1 are used. In determining the wet runway accelerate-stop distance, the stopping force from the wheel brakes may never exceed: ¾

The wheel brakes stopping force determined, and

¾

The force resulting from the wet runway braking coefficient of friction taking into the distribution of the normal load between braked and unbraked wheels at the most adverse centre of gravity position approved for take-off.

JAR 25.111 Take-Off Path The take-off path extends from a standing start to a point in the take-off at which the aeroplane is 1500 ft above the take-off surface, or at which the transition from the take-off to the en-route configuration is completed and VFTO is reached, whichever point is higher. In addition: ¾

The take-off path must be based on the procedures prescribed in JAR 25.

¾

The aeroplane must be accelerated on the ground to VEF, at which point the critical engine must be made inoperative and remain inoperative for the rest of the take-off; and

¾

After reaching VEF, the aeroplane must be accelerated to V2.

ATPL Performance

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30 October 2003

During the acceleration to speed V2, the nose gear may be raised off the ground at a speed not less than VR. Landing gear retraction may not be begun until the aeroplane is airborne. During the take-off path determination: ¾

The slope of the airborne part of the take-off path must be positive at each point;

¾

The aeroplane must reach V2 before it is 35 ft above the take-off surface and must continue at a speed as close as practical to, but not less than V2 until it is 400 ft above the take-off surface;

¾

At each point along the take-off path, starting at the point at which the aeroplane reaches 400 ft above the take-off surface, the available gradient of climb may not be less than: ¾

1·2% for two-engined aero-planes;

¾

1·5% for three-engined aero-planes; and

¾

1·7% for four-engined aero-planes, and

Except for gear retraction and automatic propeller feathering, the aeroplane configuration may not be changed, and no change in power or thrust that requires action by the pilot may be made, until the aeroplane is 400 ft above the take-off surface. The take-off path must be determined by a continuous demonstrated take-off or by synthesis from segments. If the take-off path is determined by the segmental method: ¾

The segments must be clearly defined and must relate to the distinct changes in the configuration, power or thrust, and speed;

¾

The weight of the aeroplane, the configuration, and the power or thrust must be constant throughout each segment and must correspond to the most critical condition prevailing in the segment;

¾

The flight path must be based on the aeroplane's performance without ground effect; and

¾

The take-off path data must be checked by continuous demonstrated take-offs up to the point at which the aeroplane is out of ground effect and its speed is stabilised, to ensure that the path is conservative to the continuous path.

The aeroplane is considered to be out of the ground effect when it reaches a height equal to its wing span. The Net Flight Path The Net Flight Path can be either a 4 or 6 segment process: Four Segment Flight Path 1st Segment

ATPL Performance

Commences at screen height at the end of TODR when the landing gear “UP” button is pressed

12-5


Speed is V2 The power is to maximum take-off power one-engine inoperative Ends when the landing gear is retracted fully 2nd Segment

The speed and power are maintained until the aeroplane achieves the flap retraction altitude – minimum 400 ft gross altitude Ends when the when the aeroplane achieves 400 ft gross

Segments 1 and 2 are known as the initial climb 3rd Segment

The acceleration segment This segment can be level or climbing, this depends upon the power available Ends when the aeroplane achieves the final segment climb speed – flaps must be fully retracted

4th Segment

Final Climb 5 minutes after brake release the power has to be reduced to maximum continuous power setting Speed is maintained at the final segment climb speed Ends at 1500 ft net height

Six Segment Climb 5th/6th Segment

Aeroplanes with limited power available may require 2 extra segments to reach the 1500 ft point and the en-route climb speed.

JAR 25.113 Take-off Distance And Take-off Run Take-off distance on a dry runway is the greater of: ¾

The horizontal distance along the take-off path from the start of the take-off to the point at which the aeroplane is 35 ft above the take-off surface for a dry runway; or

¾

115% of the horizontal distance along the take-off path, with all engines operating, from the start of the take-off to the point at which the aeroplane is 35 ft above the take-off surface

Take-off distance on a wet runway is the greater of: ¾

The take-off distance on a dry runway is calculated by the method above, or

ATPL Performance

12-6

30 October 2003

¾

The horizontal distance along the take-off path from the start of the take-off to the point at which the aeroplane is 15 ft above the take-off surface, achieved in a manner consistent with the achievement of V2 before reaching 35 ft above the take-off surface, determined for a wet runway.

If the take-off distance does not include a clearway, the take-off run is equal to the take-off distance. If the take-off distance includes a clearway: ¾

¾

The take-off run on a dry runway is the greater of: ¾

The horizontal distance along the take-off path from the start of the takeoff to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane is 35 ft above the take-off surface for a dry runway; or

¾

115% of the horizontal distance along the take-off path, with all engines operating, from the start of the take-off to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane is 35 ft above the take-off surface.

The take-off run on a wet runway is the greater of: ¾

The horizontal distance along the take-off path from the start of the takeoff to the point at which the aeroplane is 15 ft above the take-off surface, achieved in a manner consistent with the achievement of V2 before reaching 35 ft above the take-off surface for a wet runway; or

¾

115% of the horizontal distance along the take-off path, with all engines operating, from the start of the take-off to a point equidistant between the point at which VLOF is reached and the point at which the aeroplane is 35 ft above the take-off surface.

JAR 25.115 Take-off Flight Path The take-off flight path is considered to begin 35 ft above the take-off surface at the end of the take-off distance as appropriate for the runway surface condition. The net take-off flight path data must be determined so that they represent the actual take-off flight paths reduced at each point by a gradient of climb equal to: ¾

0·8% for two-engined aeroplanes;

¾

0·9% for three-engined aeroplanes; and

¾

1·0% for four-engined aeroplanes.

JAR 25.119 Landing Climb: All-Engines-Operating In the landing configuration, the steady gradient of climb may not be less than 3·2%, with:

ATPL Performance

12-7


¾

The engines at the power or thrust that is available 8 seconds after initiation of movement of the power or thrust controls from the minimum flight idle to the goaround power or thrust setting, and

¾

A climb speed which is not less than: ¾

1·08 VSR for aeroplanes with four engines on which the application of power results in a significant reduction in stall speed; or

¾

1·13 VSR for all other aeroplanes;

¾

Not less than VMCL; and

¾

Not greater than VREF.

JAR 25.121 Climb: One-Engine-Inoperative Take-off; landing gear extended In the critical take-off configuration existing along the flight path between the points at which the aeroplane reaches VLOF and at which the landing gear is fully retracted and in the configuration used in JAR 25.111 but without ground effect, the steady gradient of climb must be: ¾

Positive for two-engined aeroplanes, and

¾

Not less than 0·3% for three-engined aeroplanes, or

¾

0·5% for four-engined aeroplanes, at VLOF

The following conditions apply: ¾

The critical engine inoperative and the remaining engines at the power or thrust available when retraction of the landing gear is begun unless there is a more critical power operating condition existing later along the flight path but before the point at which the landing gear is fully retracted, and

¾

The weight equal to the weight existing when retraction of the landing gear is begun determined under JAR 25.111.

Take-off; landing gear retracted In the take-off configuration existing at the point of the flight path at which the landing gear is fully retracted, and in the configuration used in JAR 25.111 but without ground effect, the steady gradient of climb may not be less than: ¾

2·4% for two-engined aeroplanes,

¾

2·7% for three-engined aeroplanes and

¾

3·0% for four-engined aeroplanes, at V2


The critical engine inoperative, the remaining engines at the take-off power or thrust available at the time the landing gear is fully retracted, determined under

ATPL Performance

12-8

30 October 2003

JAR 25.111, unless there is a more critical power operating condition existing later along the flight path but before the point where the aeroplane reaches a height of 400 ft above the take-off surface, and ¾

The weight equal to the weight existing when the aeroplane's landing gear is fully retracted, determined under JAR 25.111.

Final take-off In the en-route configuration at the end of the take-off path determined in accordance with JAR 25.111, the steady gradient of climb may not be less than: ¾


¾

1·5% for three-engined aeroplanes, and

¾

1·7% for four-engined, at VFTO


The critical engine inoperative and the remaining engines at the available maximum continuous power or thrust; and

¾

The weight equal to the weight existing at the end of the take-off path, determined under JAR 25.111.

Approach In a configuration corresponding to the normal all-engines-operating procedure in which VSR for this configuration does not exceed 110% of the VSR for the related all-engines-operating landing configuration, the steady gradient of climb may not be less than ¾

2·1 % for two-engined aeroplanes,

¾


¾

2·7% for four-engined aeroplanes


The critical engine inoperative, the remaining engines at the go-around power or thrust setting;

¾

The maximum landing weight;

¾

A climb speed established in connection with normal landing procedures, but not more than 1·4 VSR; and

¾

Landing gear retracted

JAR 25.123 En-route Flight Paths For the en-route configuration, the flight paths must be determined at each weight, altitude, and ambient temperature, within the operating limits established for the aeroplane. The variation of weight along the flight path, ing for the progressive consumption of fuel

ATPL Performance

12-9


and oil by the operating engines, may be included in the computation. The flight paths must be determined at any selected speed, with: ¾

The most unfavourable centre of gravity;

¾

The critical engines inoperative;

¾

The remaining engines at the available maximum continuous power or thrust; and

¾

The means for controlling the engine-cooling air supply in the position that provides adequate cooling in the hot-day condition.

The one-engine-inoperative net flight path data must represent the actual climb performance diminished by a gradient of climb of: ¾


¾

1·4% for three-engined aeroplanes, and

¾


For three-or four-engined aeroplanes, the two-engine-inoperative net flight path data must represent the actual climb performance diminished by a gradient climb of: ¾


¾


ATPL Performance

12-10

30 October 2003

Chapter 13. JAR Performance Class C Aircraft JAR-OPS 1.560 - General The operator must ensure that the approved performance Data in the Aeroplane Flight Manual is supplemented, as necessary, with other Data acceptable to the Authority if the approved performance Data in the Aeroplane Flight Manual is insufficient. JAR-OPS 1.565 - Take-Off An operator shall ensure that the take-off mass does not exceed the maximum take-off mass specified in the Aeroplane Flight Manual for the pressure altitude and the ambient temperature at the aerodrome at which the take-off is to be made. An operator shall ensure that, for aeroplanes which have take-off field length data contained in their Aeroplane Flight Manuals that do not include engine failure ability, the distance from the start of the take-off roll required by the aeroplane to reach a height of 50 ft above the surface with all engines operating within the maximum take-off power conditions specified, when multiplied by a factor of either: ¾

1·33 for aeroplanes having two engines; or

¾

1·25 for aeroplanes having three engines; or

¾

1·18 for aeroplanes having four engines,

does not exceed the take-off run available at the aerodrome at which the take-off is to be made. An operator shall ensure that, for aeroplanes which have take-off field length data contained in their Aeroplane Flight Manuals which s for engine failure, the following requirements are met in accordance with the specifications in the Aeroplane Flight Manual: ¾

The accelerate-stop distance must not exceed the accelerate-stop distance available;

¾

The take-off distance must not exceed the take-off distance available, with a clearway distance not exceeding half of the take-off run available;

¾

The take-off run must not exceed the take-off run available;

¾

Compliance with this paragraph must be shown using a single value of V1 for the rejected and continued take-off; and

¾

On a wet or contaminated runway the take-off mass must not exceed that permitted for a take-off on a dry runway under the same conditions.

To comply the operator must take of the following: ¾


ATPL Performance

13-1


¾

The ambient temperature at the aerodrome;

¾

The runway surface condition and the type of runway surface

¾

The runway slope in the direction of take-off

¾

Not more that 50% of the reported head-wind component or not less than 150% of the reported tail-wind component; and

¾

The loss, if any, of runway length due [to alignment of the aeroplane prior to takeoff.

JAR-OPS 1.570 - Take-Off Obstacle Clearance The take-off flight path with one engine inoperative must clear all obstacles by a vertical distance of at least: ¾

50 ft plus 0·01 x D, or

¾

By a horizontal distance of at least 90 m plus 0·125 x D,

where D is the horizontal distance the aeroplane has traveled from the end of the take-off distance available. For aeroplanes with a wingspan of less than 60 m a horizontal obstacle clearance of half the aeroplane wingspan plus 60 m, plus 0.125 x D may be used. The take-off flight path must begin at a height of 50 ft above the surface at the end of the take-off distance and end at a height of 1500 ft above the surface. The following must be taken into : ¾

The mass of the aeroplane at the commencement of the take-off run;

¾


¾

The ambient temperature at the aerodrome; and

¾

Not more than 50% of the reported head-wind component or not less than 150% of the reported tail-wind component.

Track changes shall not be allowed up to that point of the take-off flight path where a height of 50 ft above the surface has been achieved. Up to a height of 400 ft it is assumed that the aeroplane is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more than 25° may be scheduled. Adequate allowance must be made for the effect of bank angle on operating speeds and flight path including the distance increments resulting from increased operating speeds. For cases which do not require track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than: ¾


¾


ATPL Performance

13-2

30 October 2003

For track changes of more than 15°, an operator need not consider those obstacles which have a lateral distance greater than: ¾

600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle ability area

¾


JAR-OPS 1.580 - En-Route - One Engine Inoperative In the event of any one engine becoming inoperative at any point on the route or on any planned diversion and with the other engine or engines operating within the maximum continuous power conditions specified, be capable of continuing the flight from the cruising altitude to an aerodrome where a landing can be made clearing obstacles within 9·3 km (5 nm) either side of the intended track by a vertical interval of at least: ¾

1000 ft when the rate of climb is zero or greater; or

¾

2000 ft when the rate of climb is less than zero.

The flight path shall have a positive slope at an altitude of 450 m (1500 ft) above the aerodrome where the landing is assumed to be made after the failure of one engine. The available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than the gross rate of climb specified. If the navigational accuracy does not meet the 95% containment level then the above figures are increased to 18·5 km (10 nm). Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. JAR-OPS 1.585 - En-Route - Aeroplanes with Three or More Engines, Two Engines Inoperative At no point along the intended track, will an aeroplane having three or more engines be more than 90 minutes at the all-engine long range cruising speed at standard temperature in still air, away from an aerodrome at which the performance requirements applicable at the expected landing mass are met. The two-engines inoperative flight path shown must permit the aeroplane to continue the flight, in the expected meteorological conditions, clearing all obstacles within 9·3 km (5 nm) either side of the intended track by a vertical interval of at least 2000 ft to an aerodrome where the performance requirements are met. The two engines are assumed to fail at the most critical point of that portion of the route where the aeroplane is more than 90 minutes, at the all engines long range cruising speed at standard temperature in still air to an aerodrome where the performance requirements are met.

ATPL Performance

13-3


The expected mass of the aeroplane at the point where the two engines are assumed to fail must not be less than that which would include sufficient fuel to proceed to an aerodrome where the landing is assumed to be made, and to arrive there at an altitude of a least 450 m (1500 ft) directly over the landing area and thereafter to fly level for 15 minutes. The available rate of climb of the aeroplane shall be taken to be 150 ft per minute less than that specified. If the navigational accuracy does not meet the 95% containment the above distances must be increased to 18·5 km (10 nm). Fuel jettisoning is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. JAR-OPS 1.590 - Landing - Destination and Alternate Aerodromes The landing mass of the aeroplane must not exceed the maximum landing mass specified in the Aeroplane Flight Manual for the altitude and, if ed for in the Aeroplane Flight Manual, the ambient temperature expected for the estimated time of landing at the destination and alternate aerodrome. JAR-OPS 1.595 - Landing - Dry Runways The landing mass of the aeroplane for the estimated time of landing must allow a full stop landing from 50 ft above the threshold within 70% of the landing distance available at the destination and any alternate aerodrome. The following must be taken into : ¾

The altitude at the aerodrome;

¾

Not more than 50% of the head-wind component or not less than 150% of the tailwind component;

¾

The type of runway surface, and

¾

The slope of the runway in the direction of landing

For despatching an aeroplane it must be assumed that: ¾

The aeroplane will land on the most favourable runway in still air; and

¾

The aeroplane will land on the runway most likely to be assigned considering the probable wind speed and direction and the ground handling characteristics of the aeroplane, and considering other conditions such as landing aids and terrain.

If an operator is unable to comply with the above for the destination aerodrome, the aeroplane may be despatched if an alternate aerodrome is designated which permits full compliance.

ATPL Performance

13-4

30 October 2003

Landing Distance Correction Factors Unless otherwise specified in the Aeroplane Flight Manual the following correction factor is to be used: Grass (on firm soil up to 13 cm long)

1·20

Landing Runway Two considerations in determining the maximum permissible landing mass at the destination and alternate aerodromes are used. ¾

The aeroplane mass will be such that on arrival the aeroplane can be landed within 70% of the landing distance available on the most favourable, normally the longest, runway in still air. Regardless of the wind conditions, the maximum landing mass for an aerodrome/aeroplane configuration at a particular aerodrome, cannot be exceeded.

¾

Consideration should be given to anticipated conditions and circumstances. The expected wind, or ATC and noise abatement procedures, may indicate the use of a different runway. These factors may result in a lower landing mass than that permitted. In this case despatch should be based on this lesser mass.

JAR-OPS 1.600 - Landing - Wet and Contaminated Runways When the appropriate weather reports or forecasts indicate that the runway at the estimated time of arrival may be wet, the landing distance available is equal to or exceeds the required landing distance, determined by a factor of 1·15. When the appropriate weather reports or forecasts, or a combination thereof; indicate that the runway at the estimated time of arrival may be contaminated, the landing distance determined by using data acceptable to the Authority for these conditions, does not exceed the landing distance available.

ATPL Performance

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Intentionally Left Blank

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