Flight Operations Web Conference 05 May 2009

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RTOW charts, Frequently Asked Questions

Flight Operations Web Conference

NEW concept
Flight Operations topic presented during 20 minutes
Questions may be asked in real time
Answers to some selected questions will be given after the
presentation (please stay on line after the end of
presentation)

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This type of Web Conference will be organized on a

regular basis

Presented by:

Thierry PAYA-ARNAUD

Performance Training manager

RTOW charts, Frequently Asked Questions

FAQ about takeoff charts - Content

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Minimum speeds
Acceleration altitudes
V1 evolution
Speeds checks
Limitation Codes
Flex corrections
TMAX, TFLEXMAX

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FAQ about takeoff charts - Min Speeds

VMC, VMU

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FAQ about takeoff charts - Min Speeds

What is the meaning of the grey bar ?

FAQ about takeoff charts - Min Speeds

What is the meaning of the grey bar ?

A grey bar indicates that a takeoff speed is close to a VMC

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limitation.
This limitation can be :
V1

limited by VMCG

V2

limited by VMCA

This indication is given so that the pilot pays particular

attention to the aircraft control at these low speeds.

FAQ about takeoff charts - Min Speeds

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How come V1 can be lower than the minimum

V1 given at the bottom of the chart ?

FAQ about takeoff charts - Min Speeds

How come V1 can be lower than the minimum
V1 given at the bottom of the chart ?
Minimum V1 given at the bottom of the chart is calculated by adding
the maximum VMCG on the global set of points (Complete chart)
+

the maximum (V1-VEF) (Complete chart)

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For a given point, V1 can be less than this minimum value if (VEF =
VMCG) and
(V1- VEF) is less than max (V1 - VEF)

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FAQ about takeoff charts - Acceleration altitudes

FAQ about takeoff charts Acceleration altitudes

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Why are there stars in place of the

min and max acceleration altitudes ?

FAQ about takeoff charts Acceleration altitudes

Why are there stars in place of the
min and max acceleration altitudes ?

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Minimum acceleration altitude is calculated as the

MAXIMUM of the min acc. Altitude values on the global
set of points
Maximum acceleration altitude is calculated as the
MINIMUM of the max acc. Altitude values on the global
set of points

It may then happen that the min acc. altitude is higher than

the max acc. altitude : in this case, stars are displayed in

the chart and the min and max acc. altitude values must be
read in a specific chart.

:::::
:A340541 JAA:RRTRENT553engines:airbus
:08L:27.0.003MAY09
:::AIB LFZZ::AA541A05V21
:QNH1013.25HPA:::
:Aircond.Off:Elevation335FTTORA 3664M::DRY
:AntiicingOff:Isa temp14CTODA3724M::CONF1+F
:Drycheck:rwy slope0.17%ASDA3664M:3obstacles:TOGA
::::
::EOP Standard:
::
:
::
:
:::
:OAT:TAILWIND:WIND
:HEADWIND:HEADWIND
:C:10KT:0KT:10KT:20KT
:::::
:10:385.7:400.0 :400.0:400.0
::50165351:50895424
:50435378:49995334
::61646499:54835818
:54935828:55035838
:::::
:5:376.5:398.4
:400.0:400.0
::46184953:47685103
:47495084:47095044
::65106845:54055740
:53345669:53435678
:::::
:20:367.4:389.5
:396.6:400.0
::42864621:44064741
:44504785:44524787
::68227157:56726007
:53445679:51945529
:::::
:29:360.5:384.2
:391.6:398.7
::41014436:42164551
:42574592:42974632
::70857420:58416176
:54895824:51725507
:::::
:34:350.5:373.6
:380.7:388.0
::40584393:41774512
:42194554:42694604
::68687203:56455980
:52995634:49515286
:::::
:39:339.9:361.2
:369.1:376.4
::40204355:41404475
:41954530:42514586
::66026937:54365771
:50435378:46895024
:::::
:44:329.2:348.5
:356.0:363.7
::39934328:41104445
:41704505:42394574
::63096644:52125547
:48185153:44314766
:::::
:49:318.0:336.6
:343.1:349.0
::39734308:41054440
:41634498:42114546
::59266261:48805215
:45354870:42644599
:::::
:54:306.4:324.4
:329.6:333.4
::39604295:41104445
:41464481:41454480
::55745909:45414876
:43114646:42204555

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FAQ about takeoff charts Acceleration altitudes

 AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

FAQ about takeoff charts - V1 evolution

FAQ about takeoff charts - V1 evolution

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How come V1 can increase

while the weight decreases ?

FAQ about takeoff charts - V1 evolution

How come V1 can increase
while the weight decreases ?
In this example, we are Obstacle and Brake energy limited.
To reduce TOD, it may be interesting to increase V1 but V1 is limited
by Max Brake Energy speed

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The brake energy limitation depends on weight and the thrust

When OAT increases, the Weight decreases and the thrust decreases
When OAT increases, Max V1 limited by Max brake energy speed
increases.

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FAQ about takeoff charts Speeds checks

FAQ about takeoff charts Speeds checks

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When applying influence corrections,

do I have to check the speeds against
the minimum values given at the bottom
of the chart ?

FAQ about takeoff charts Speeds checks

When applying influence corrections,
do I have to check the speeds against
the minimum values given at the bottom
of the chart ?

Yes, when
More

than one correction is applied

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If no correction or only one correction is applied, the

speeds are OK. No speed Check against min speeds.

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FAQ about takeoff charts Limitation Codes

V1
V2

FAQ about takeoff charts Limitation Codes

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On a weight chart, can I interpolate

between 2 weights with different
limitation codes ?

FAQ about takeoff charts Limitation Codes

On a weight chart, can I interpolate
between 2 weights with different
limitation codes ?
Yes, because
automatic temperature chart used to build the weight chart is
accurate enough (slight trend below Tref, step of 2C above Tref)

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the

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FAQ about takeoff charts Flex corrections

FAQ about takeoff charts Flex corrections

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When applying corrections on

TFlex for QNH or bleeds, why
isnt there a correction on the speeds ?

FAQ about takeoff charts Flex corrections

When applying corrections on
TFlex for QNH or bleeds, why
isnt there a correction on the speeds ?

The speeds are directly linked to the takeoff weight for a

given runway length and braking capability of the aircraft

In case of QNH or bleed correction, the only affected item

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is the engine thrust

FAQ about takeoff charts Flex corrections

When applying corrections on
TFlex for QNH or bleeds, why
isnt there a correction on the speeds ?
Weight

Thrust
Flat rated Thrust

Actual TOW

Needed
Thrust

Bleeds correction

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EGT Limit
TFlex
Temp
correction

Flex Temp Flex Temp

Bleeds ON full Thrust

OAT

FAQ about takeoff charts Flex corrections

When applying corrections on
TFlex for QNH or bleeds, why
isnt there a correction on the speeds ?

The flex temperature correction is calculated so that the

thrust after TFlex and Bleeds correction is equal to the
thrust needed without bleeds.

As the aircraft braking capability is not degraded, the

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speeds dont need to be modified.

FAQ about takeoff charts TMAX, TFLEXMAX

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Why do I have temperatures above

the TMAX indicated on the bottom
of the chart ?

FAQ about takeoff charts TMAX, TFLEXMAX

TMax is the MAX

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certified OAT
For dispatch
The RTOW chart is
used for MTOW
determination and for
FLEX computation
The range of temperature
covers OAT up to TMax
AND temperature
Above Tmax, Up to
TflexMAX

Why do I have temperatures above

the TMAX indicated on the bottom
of the chart ?

Last value of OAT

for Dispatch
Temperature for
Flex only

54

FAQ about takeoff charts TMAX, TFLEXMAX

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I received new charts for a new aircraft .

Why is the max temperature displayed
on the chart much higher than before

FAQ about takeoff charts TMAX, TFLEXMAX

I received new charts for a new aircraft .
Why is the max temperature displayed
on the chart much higher than before

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To improve customers operations, The maximum Thrust

reduction has been increased
This is available as Extended Flex option
On this example, the TFlexMax is increased from
ISA + 43C to ISA + 72C
The new charts computed for aircraft equipped with
Extended flex option will provide temperature much higher
than before

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Questions

Questions?

Questions
Question:
For the same conditions, if there is the same TOW for
CONF 2 and CONF 3, which one is more favorable?

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Answer:
According to FCOM, use the configuration that gives the
highest flex. If both of them provide the same level of flex
thrust or if you cannot flex, use the one with the highest
flaps setting. This may change in specific conditions.
Please refer to FCOM 2.02.14. P2.

Questions
Question:
I understand that when the code changes between 2
boxes, one can interpolate between the take off weights.
But can we also interpolate for the speeds, which at times
change dramatically?

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Answer:
Yes. Interpolation shall be done for all parameters (weight
and speeds).

Questions
Question:

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Sometimes, ATC requires the aircraft to enter the runway

using alternate runway entrance. The take off runway
distance available is then reduced. And the crew needs to
update the take off speeds accordingly.
How can we handle this?

Answer:
There is no simple way to handle that with paper RTOW
charts. A specific chart may be used for a very often used
taxiway, but that increases the number of charts. The use
of LPC (software on board) allows this type of computation.

Questions
Question:
I've checked the landing distance performance of our A320-211 using
the FOVE landing module.
The difference between normal landings distance vs. abnormal,
especially on contaminated runways seem to be negligible.

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Answer:
The impact of failure during the flight depends on the failure case. This
impact is given in the QRH with failure coefficients. Some of them are
low (1.1 or 1.2) because the failure only requires higher speed and has
no effect on braking capability of the aircraft. In any case, keep in mind
that the distances given by the QRH or the LPC are reference landing
distances and that the crew shall retain a runway with sufficient
margins.

Questions
Question:
Similar for takeoff, how do you calculate MIN ACC ALT and
MAX ACC ALT for go-around with Engine Out?

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Answer:
There is no MIN ACC ALT or MAX ACC ALT definition for
go-around. What has to be checked in case of a go-around
is that the aircraft remains above the plane (i.e. surface)
defined by the missed approach gradient.
You can refer to the presentation held in Paris Conference
this year for more details on go-around procedure check.

Questions
Question:
Why has the Bleed corrections to Flex increased a lot recently?

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Answer:
The Anti-ice corrections increase is linked to an Octopus change. You
can refer to PEP 4.4 reasons for change.
The principle of anti-ice corrections on takeoff charts have been
modified: the reduced temperatures list (below 10C OAT) is used only
to determine weight and speed corrections, the complete temperatures
list is used for flex temp correction.
The same principle is used in the FCOM.
As a consequence, Flex corrections for anti-ice may have been
updated in the FCOM
and takeoff charts corrections must be recomputed.

Questions
Question:
With TmaxFlex of ISA+75, for sure you would go below
25% max legal thrust reduction? Can you explain?

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Answer:
Airbus re discussed this 25% max reduction and obtained
a new certification from authorities for this modification.
Keep in mind that it was already possible for other
manufacturer to go beyond 25% using Flex on Derate.

Questions
Question:
Can you please discuss Airbus philosophy for operations
with the A320 on runways with a width less than 45
meters?

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Answer:
Operating on a runway with a width lower than 45 m
implies an increase in VMCG to be able to control the
aircraft inside the limits of the runway as described in the
regulation. This VMCG increment is automatically taken
into by the software provided the runway width has been
correctly entered.

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