Rtow User Guide

B737 Performance Refresher
MEL & CDL
18 Jul 2016
MMEL
The MMEL (Master Minimum Equipment List) is
written by the manufacturer.
The MMEL is approved by FAA.
Lists items of equipment's which may be

inoperative in revenue service.
Published for a given airplane type.
The objective of the MMEL is to allow operation of

an aircraft with one or more equipment
inoperative when the failure was detected in
previous flight or in transit.
The MMEL gives the list of equipment which may

be inoperative for a limited period of time with
associated conditions in compliance with:-
• airworthiness aspects (safety of the flight,

certification, crew workload)
• operational aspects linked to aircraft definition

(limitations and procedures, systems
definition, crew workload).
MEL
Based on the MMEL every Airline derives its
MEL.
The MEL must be approved by the regulatory

authorities.
The MEL cannot be less restrictive than the

MMEL.
The MEL gives approved list of items allowed

inoperative.
DDG
The DDG (Dispatch Deviation Guide) is a
guidance document published by the
manufacturer.
The DDG is intended to assist the airline in

developing procedures required to operate the
aircraft in non-standard configurations allowed
by the MMEL.
MEL-DDPG
Based on the DDG every Airline derives
its DDPG (Dispatch Deviations Procedures
Guide).
DDPG includes Operational and

Maintenance.
How is MEL structured?
A typical 737 MEL comes with certain revision and would contain:-
• MEL Index.
• Revision highlights.
• LEP (list of effective pages)
• Record of Revisions.
• Preamble which explains:-

o contents of MEL
o criteria for dispatch
o rectification intervals
o notes & definitions
o MEL Applicability policy
Contents of MEL?
General information.
MEL items which are approved by DGCA.
Dispatch deviation- Operational procedures compiled from the MMEL.
Dispatch deviation- Maintenance procedures compiled from MMEL.
All items which affect the airworthiness of aircraft or safety of those carried on board and not
included are automatically required to be operative for each flight.
MEL does not include items like wings, flight controls, engines, landing gears, etc.
Criteria for Dispatch
MEL does not have provision for all multiple unserviceabilities. Therefore before dispatching the
Aircraft with multiple MEL inoperative items, it must be ensured that any interface/inter relation
between inoperative items will not result in degradation in the level of safety or increase the
crew workload.
Operational concurrence to be ascertained, to ensure compatibility with Flight Crew

qualification. Prior to invoking any MEL items which restrict either CAT II/III operations
capability or ER operations or other specified conditions.
MEL TOC
MEL index follows ATA Sections.
Reading the MEL
ATA
Chapter
ATA number number
followed by item
no.
Indicates no. of
items which must be
Interval – indicates operative for
rectification interval dispatch under
category condition mentioned
below
Indicates no. Of Indicates

items installed associated
procedure
Describes particular
procedures that need Condition for
to be applied if dispatch: remarks or
required for dispatch exceptions
under given conditions
MEL Applicability Policy
Monsoon / Adverse Weather Operations
MEL is an all weather document. However during monsoon season in India, certain additional
requirements may apply. Such requirements as per DGCA rules may apply.
CAR All Weather Ops (AWO)

Adverse Weather / Monsoon Operations Annex.
B737 has MANUFACTURER CERTIFICATED ADVERSE WEATHER PERFORMANCE

Low Visibility Operations
MEL Interpretation & Application
Refer the current MEL and understand the MEL item correctly.
Identify the corrections associated to:-
• Takeoff Weight
• Landing Weight
• En-route Climb Limit Weight
• Flight Level
• Fuel Requirements
• Any specific restriction - EDTO, RVSM, Icing Conditions, etc.
Consider using OPT to cater for corrections associated to Takeoff Weight and Landing
Weight.
Fuel and Flight Level Corrections required as per MEL to be included in Flight Planning
System.
Examples of MEL
Example 1
Airplane Type  737-800W26K
Sector  VIDP-WSSS
Total fuel  20500 kg
Trip fuel  15000 kg
MEL  ATA 28-2(ii) Fuel Boost Pumps (Center Tank)
What would be the criteria for dispatch?

28-2(ii) Fuel Boost Pumps (Center Tank) – Tank contains fuel
Operational Procedures 1 & 2 have performance considerations while 3 to 6

are crew procedures.
In this case total fuel requirement is 20500 kg. Each main tanks can be filled with up to 3915
kg of fuel and so a total of 7830 kg of fuel can be filled in the main tank. The remaining 12670
kg will be filled in the centre tank.
Ensure at the time of dispatch that there are suitable alternate airfields for the sector such that
in the event of failure of the second centre tank pump the aircraft can safely divert to alternate
airfield with the consumption of fuel from the main tanks only.
In the event of failure of second pump the centre tank fuel will be unused. To cater for it, MZFW is
adjusted by weight of the centre tank fuel which in this case is 12670 kg.
Revised MZFW = Certified MZFW – 12670 = 62731 – 12670 = 50061 kg.
Dispatcher to advise load & trim staff about revised MZFW to be used for maximum
payload calculation.
In case the centre tank is full at time of dispatch i.e. 13066 kg and in case the
second centre tank pump also fails just after takeoff then the airplane would
become nose heavy and max fwd index unit shift would be 20 (-11 to +9
makes a shift of 20 units fwd as seen in the table).
To cover such a scenario load and trim staff should be advised to keep at least
20 units of margin on forward index.
To keep things simple, load and trim staff should be advised to load the
airplane such that final takeoff C.G. is between 20-23% (middle of CG
envelope).

Considering
forward C.G
If C.G. is selected
2nd CT. pump failure 2nd CT. pump failure
around 20-23%
(middle of CG
envelope)
C.G. is well within

the limits
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Ensure that Low Pressure light of centre tank pump operates normally.
Ensure that centre tank quantity indication operates normally.
Ensure that Boost pump is deactivated.
Hence for the current example of VIDP-WSSS dispatch is possible with all the above
requirements are complied.
Example 2
Take off airport  VIDP, RWY 09
Take off details  36 Deg C,Nil wind, 1013.2 hPa QNH, Dry
Highest MORA
(Assumed)  12000 ft, ISA +20 conditions enroute
MEL  ATA 30-3 Engine and Nose Cowl Anti-Ice Valves
Is dispatch possible? If Yes, what would be the criteria for dispatch if:-
• Valve is in locked close position?
• Valve is in locked open position? Indicate the RTOW for Commercial. Also find Assumed Temp
and speeds for ATOW 62500 kg.
30-3 Engine and Nose Cowl Anti-Ice Valves
Jet Airways 737 fleet has certified EDTO up to 120 minutes and therefore EDTO restriction does
not affect operations.
Dispatch is possible if there are no forecast icing conditions.
Normal procedures of calculating RTOW. No penalties.

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As OAT 34 °C < 38 °C, take off possible.

As OAT >10 °C, TOGA N1 limit needs to be reduced by 1.4 %
Thus A/C off TOGA N1  95.04 + 0.7 – 1.4 = 94.3 %
Due to the reduction in limit N1 by 1.4%, the takeoff weight penalty of 4309 kg also is applied.
Thus, for OAT of 36 Deg C, Wind column wt = 72200 kg, Climb column wt = 74000 kg
MEL penalty on performance limit weight = 4309kg, therefore RTOW (performance) = 72200 –
4309 = 67891 kg.
Checking Enroute Climb Limitation (ECLW) :-
From FPPM For MORA of 12000 ft, in ISA + 20 conditions (without MEL)  73500 kg
ECLW with MEL 73500 – 1810 = 71690 kg
Considering ECLW was max TOC wt acceptable, and assuming CLB fuel 2000 kg the
Max take off weight limited by ECLW will be = 71690 + 2000 = 73690 kg
In our case as RTOW 67891 < 73690 so ECLW scenario is not limiting.
In the most critical scenario  ECLW should be satisfied at critical Engine failure
point, This will result in net flight path clearing the terrain by just the required
margins of 1000 or 2000 ft.
If the Aircraft weight is less than ECLW at the critical Engine failure point, then the
operations are safe.
A simplistic method can be to consider critical Engine failure point at TOC.

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Thus ensure TOC wt ≤ ECLW
For ATOW 62500 ks (ATOW < RTOW of 67891 kg)
- Assumed Temperature is allowed. Using A/C ON RTOW chart
Enter the RTOW chart with ATOW + corrections (QNH + MEL)

= 62500 + 0 + 4309 = 66809 kg
Thus Assumed temp  42 °C and speeds  143-143-147
The MEL has a Max take off N1 limit correction of 1.4 %
As OAT 36 > 10 °C, therefore Max take off N1, A/C ON = 95.04 – 1.4 = 93.64 %
For Assumed Temp of 42 °C, Max take off N1, A/C ON = 94.1 %
% N1 adjustment for temperature difference = 0.84 %
Therefore, Reduced take off N1 should be  93.26 % (94.1 – 0.84)
Due to MEL Assumed Temp N1 needs to be corrected  93.26 – 1.4 = 91.86 %
Note:
As per Boeing,
reducing
Thus 1.4% N1off with ATOW 62500 kg
for take
directly from Assumed
Temp N1 A/C ON, Assumed
is acceptable  Temp  42 °C
speeds  143-143-147
N1  91.86 %
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Example 3
Airplane Type  737-800W26K-SFP
Sector  VIDP-VIJU
Pressure Altitude  1000ft
OAT  30 Deg C
Runway surface  Dry
Runway slope  Nil
Wind  Nil
Trip Fuel  2000kg
Total Fuel  6000kg
MEL  ATA 27-8 Flap Load Limiter System
Is dispatch possible? If Yes, find RTOW and MLW?

27-8 Flap Load Limiter System
If there was no MEL, the takeoff weight from VIDP would be:-
66360kg (MLW) + 2000kg (trip fuel) = 68360kg (LW restricted TOW).
Due to MEL the following GW restrictions need to be applied.
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The above requirements can be interpreted as follows:-
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To cater for in-flight shutdown and landing with Flaps 15, landing weight has to be restricted to
61597kg. Therefore takeoff weight cannot exceed 63597kg (61597 + 2000) from VIDP. This
would ensure landing at VIJU with Flaps 15 and weight of 61597kg.
However, VIJU being a short field, landing with Flaps 15 would not be permitted due to low stop
margins.
Further if we try to land with Flaps 30 at VIJU the landing weight is so low that no revenue load
can be carried.
Hence this calls for change of aircraft for this sector and deployment of aircraft on longer
airfields with LDR and ALD check.
Example 4
Airplane Type  737-800
Sector  VABB-VIDP
Runway  27
Runway condition at VABB  WET
OAT  30 deg. C
Wind conditions  Nil
Existing Bias factor  2.0
Flight level as per OFP  FL350
ISA condition at FL350  ISA+20
Highest MORA
(Assumed)  less than 8000 ft, in ISA+20 conditions
MEL  ATA 21-5 Pack Ram Air system (1 INOP)
Is dispatch possible? If Yes, what should be performance limit weight and additional fuel uplift?
21-5 PACK Ram Air Systems
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As runway is wet, flight crew to do AC OFF takeoff, carrying out Supplementary procedure of
“No Engine Bleed takeoff and Landing”
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Takeoff performance limit weight is 73500
kg from the RTOW chart, structural limit is
70533,
hence RTOW = 70533 kg
The Enroute climb limit weight and the bias

factor should be penalized to account for
increased drag due open ram air inlet door.

Checking Enroute Climb Limitation (ECLW) :-
ECLW from FCOM PD/PI For MORA of 8000 ft, in ISA + 20 conditions (without MEL)  78750 kg
ECLW with MEL 78750 – 64 = 78686 kg
Considering ECLW was max TOC wt acceptable, assuming 2000 kg CLB fuel, the

Example 5
Sector  VABB-VIDP
Runway  27
OAT  30 Deg C
QNH  1000.25 hPa
Runway surface  Wet
Wind  CALM
MEL  ATA 21-01-1a- Air Conditioning Packs
Case 1 - Left Pack inoperative
Case 2 - Right Pack inoperative
Determine RTOW for departure airport.

21-1-1a Air Conditioning PACKS
So the flight plan to be calculated by restricting level to FL250

Lets look at the
operational procedures
as shown.
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Left PACK inoperative Right PACK inoperative
Unpressurized Takeoff
Unpressurized Takeoff
RTOW based on AC
RTOW based on AC OFF
OFF No Performance
No Performance penalty
penalty
Pressurized Takeoff
Refer to MEL 21-1-1 Refer to MEL 21-1-1
Using Operational procedures Operational
Pressurized Takeoff
APU 2,3,4,5 & procedures 2,3,4,5 &
SP 2.5 Using SP 2.5
RTOW based on “Unpressurized APU “Unpressurized
AC OFF. Takeoff and Landing” Takeoff and
No Performance from FCOM RTOW based on Landing” from FCOM
penalty AC OFF
No Performance
Refer to MEL 21-1-1 penalty
Operational
procedures 2,3,4,6-B, Refer to MEL 21-1-1
6-C Operational procedures
1,2,3,4,5, 6 A & SP
2.6 “No Engine Bleed
Takeoff and Landing”
Case 1 – Left Pack Inoperative
If using APU for air conditioning
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Let us see the procedures when APU is used

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RTOW and speeds will be from AC OFF chart

As the bleeds are now off
RTOW performance = 76000 – (13*80) =

76000 – 1040 = 72 460 kg.
MTOW = 70533 kg
Hence final RTOW is 70533 kg
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MAIN
If doing an unpressurized takeoff due APU unavailability
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If doing an unpressurized takeoff due APU unavailability
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If planning to do an unpressurized takeoff due APU unavailability
RTOW and speeds will be from

AC OFF chart
RTOW performance = 76000 –

(13*80) = 76000 – 1040
= 72 460 kg.
MTOW = 70533 kg
MAIN
Case 2 – Right Pack Inoperative
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RTOW and speeds will be from AC OFF chart
RTOW performance = 76000 – (13*80) =

76000 – 1040 = 72 460 kg.
MTOW = 70533 kg
MAIN
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If planning to do an unpressurized takeoff due APU unavailability
Procedure will be exactly same as

seen for LEFT pack inoperative
Unpressurized takeoff
RTOW and speeds will be from

AC OFF chart
RTOW performance = 76000 –

(13*80) = 76000 – 1040
= 72 460 kg.
MTOW = 70533 kg
MAIN
Configuration Deviation List
(CDL)
CDL
The CDL (Configuration Deviation List) is
a part of the AFM (Aircraft Flight Manual)
written by the manufacturer.
The AFM is approved by FAA.
The objective of the CDL is to allow

operation of an aircraft with one or more
secondary airframe or engine parts
missing.
Applicable to multiple configurations

(different engines).
The safety of aircraft is ensured by

appropriate:-
● Operational Limitations
● Performance Penalties
The Chapter Numbering in CDL is as per

the ATA chapter numbering.
Examples of CDL
Example 1
Airplane Type  737-80024K
Sector  VIDP-VABB
PA  1000 ft (VIDP) / SL (VABB)
OAT  36 deg C (VIDP) / 30 deg C (VABB)
Trip Fuel  4800 kg
Takeoff Fuel  7500 kg
Highest MORA
(Assumed)  13000 ft with ISA+15 deg C en-route temperature
CDL  ATA 57-10-5 Flap Support Fairing (2 missing)
What will be the RTOW & MLW? If ATOW is 69000kg, what will be landing weight?
57-10-5 Flap Support Fairing
Takeoff and Landing: -

RTOW(perf) = Min (CLW, FLW, OLW, TSLW, BELW) which for the given aircraft and conditions is
found out to be 72000 kg using FCOM PD section.
MLW(perf) = Min (CLW, FLW) which for the given aircraft and conditions is found out to be
68000 kg using FCOM PD section.
Due CDL, takeoff and landing performance weights to be reduced by 660kg per missing item.
RTOW(perf) = 72000 – 660 x 2 = 70680kg.

MLW(perf) = 68000 – 660 x 2 = 66680kg.
Hence RTOW = Min (Certified MTOW, RTOW(perf)) = 70533kg.

Hence MLW = Min (Certified MLW, MLW(perf)) = 65317kg.
If ATOW = 69000kg, Landing weight = 69000-4800 = 64200kg

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On checking Enroute Climb Limitation (ECLW) :-
ECLW with MEL from FCOM PD/PI = 74300 – 1319x2 = 71662 kg
Considering ECLW was max TOC wt acceptable, assuming 2000 kg CLB fuel, the
So dispatch is possible with ATOW 69000 kg.

Example 2
Airplane Type  737-80024K
OAT  36 Deg C
CDL  ATA 78-30-1 Thrust Reverser Blocker Door (1 missing)
Highest MORA
(Assumed)  8000 ft with ISA+20 deg C en-route temperature
What will be the RTOW?

78-30-1 Thrust Reverser Blocker Door
RTOW (perf) for the aircraft under given conditions is 72000kg and MTOW = 70533kg (from
FCOM / FPPM).
For CDL -> RTOW (perf) is to be reduced by 3750kg.
Hence RTOW = 72000 – 3750 = 68250kg.

On checking Enroute Climb Limitation (ECLW) :-
ECLW with MEL from FCOM PD/PI = 73500 – 115 = 73385 kg
Considering ECLW was max TOC wt acceptable, assuming 2000kg CLB fuel, the
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MEL/CDL computations using OPT
Multiple MEL / CDL Items
OPT
If more than one MEL / CDL items are selected together for takeoff & landing computation, OPT
will correctly calculate the cumulative effect of several combined MEL / CDL items.
However, it needs to be ensured that that combination of selected MEL / CDL items is permitted
for the flight.
MANUAL
If more than one MEL / CDL items are reported for takeoff computation, the performance
penalties are cumulative. The combined penalty is applied to the performance limiting condition
and it is then verified that the takeoff weight is below the limiting weight condition. The speed
corrections are applied to the actual takeoff weight to be used for dispatch.
If more than one MEL / CDL items are reported for landing computation, the performance
penalties are cumulative. The combined penalty is applied to the performance limiting condition
and it is then verified that the landing weight is below the limiting weight condition. The speed
corrections are applied to the actual landing weight to be used for dispatch.
However, it needs to be ensured that that combination of selected MEL / CDL items is permitted
for the flight.
Thank You
Refer next slide onwards for Self Study Examples

Self Study Examples
Example 1
Airfield  PA SL, TORA 2600m
OAT  30 Deg C
Runway slope  Nil
Wind  Nil
Obstacles for takeoff  Nil
Flaps  5
MEL  ATA 78-1 Thrust Reverser Systems
Is dispatch possible? If Yes, what would be the RTOW and takeoff speeds for ATOW of 70000kg?
78-1 Thrust Reverser Systems
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Ensure that the thrust reverser is locked in the forward thrust position.
Considering airport as non-Performance limited airfield, we can take off. We have to apply
thrust rev. inoperative penalty on wet field/obstacle limit weight and associated V1.
Additional requirements, if any as per DGCA, must be satisfied under such conditions.
From FPPM / FCOM we find:-
FLW = 79900kg, CLW = 86150kg, OLW = N/A, Certified MTOW = 79015kg.
(FLW is Field Limit Weight, CLW is Climb Limit Weight, OLW is Obstacle Limit Weight).
737-800W26K-SFP
Source: FCOM Volume I (PI Text Section) / FPPM
NOTE: Refer FCOM / FPPM for other variants as magnitude of penalty may vary.
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MEL penalty for thrust reverser inoperative is 850kg (from FCOM Volume I / FPPM) and speed
reduction of 2 knots for V1. Detailed analysis for the specific case from the AFM or using OPT
may yield a less restrictive penalty.
Therefore after application of MEL penalty for thrust reverser inoperative, corrected FLW / OLW
= (79900 - 850) = 79050kg.
RTOW = Min (CLW, Corrected FLW / OLW, Certified MTOW) = 79015kg.
Limit V1 to be found for reduced weight i.e. 79050kg.

Limit V1 for reduced weight of 79050kg:-
Takeoff V1 for 79050kg 141.9

PA & OAT adjustment 0
V1 adjustment for wind & slope 0
Thrust Rev INOP V1 adjustment - 2.0
Final limit V1 139.9 = 139 K
(round off to lower side)
To find takeoff speeds for ATOW 70000kg:-
V1 VR V2
Takeoff speeds 132 142 150
PA & OAT adjustment 0 0 0
V1 adjustment for wind 0
Adjusted takeoff speeds 132 K 142 K 150 K
Since V1 for ATOW (132K) is less than limit V1 (139K), no correction is required for V1 for
ATOW.
So Final takeoff speeds are 132 K 142 K 150 K
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Limitations of Note1 to be adhered to.

As per note 2 -> Only full thrust take off allowed.
Example 2
Sector  VABB-VECC
Minimum fuel required w/o MEL  8980 kg
EZFW w/o MEL  55000 kg
Trip fuel w/o MEL  6000 kg
MDF w/o MEL  2400 kg
Taxi fuel  170 kg
MEL  ATA 28-1-3(a) Fuel Boost Pumps
(Main Tanks)
What should be the minimum fuel required from departure airport?

28-1-3 (a) Fuel Boost Pumps (Main Tanks) – Aft Pumps
Maximum Fuel Tank Capacity

Source: FCOM Volume II
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As per OFP min fuel is 8980 kg which means that each main tank can be filled with
maximum of 3915 kg of fuel (taking a fuel density of 0.8029 kg/l).
Remaining (8980 – 7830) = 1600 kg will be filled in centre tank.
Taxi out fuel = 170 kg which will be consumed from center tank.
Therefore fuel quantity remaining at takeoff point = 3915 kg in each main tank.
This satisfies condition “b” of having not less than 3402 kg in associated main
tank.
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In order to avoid fuel imbalance 1134 kg of fuel should be maintained in both main tanks for the entire
flight .
2268 (2 x 1134) kg fuel is treated as unusable. To calculate the extra fuel burn due to this unusable
fuel, despatcher will consider the increased EZFW to be  55000 + 2268 = 57268 kg.
Thus OFP will be re-calculated with increased ZFW, giving  trip fuel = 6100 kg, MDF = 2500 kg
Thus MFR will be 6100 + (5% contingency) + 2500 + (APU fuel) + taxi fuel
6100 + 305 + 2500 + 110 + 170 = 9185 kg
Note:
The despatcher generates the OFP with EZFW of
Thus, since 2268 kg is unusable, 57268 kg.
Crew to add the unusable fuel of 2268 kg
to all OFP numbers. Thus MFR fuel on OFP will be published as 9185 kg
The MDF on the OFP will be published as 2500 kg
Thus the MFR for this sector would be
9185 + 2268 (2 x 1134) = 11453 kg For crew to identify and add unusable fuel, the
Despatcher will include comment of unusable
Revised MDF will be fuel of 2268 kg on pre-flight sheet due MEL.
2500 + 2268 = 4768 kg.
Despatcher will restrict MZFW by unusable
fuel (62731 – 2268) 60463 kg.
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Example 3
Sector  VABB-VIDP (Medium Stage Length)
Taxi fuel  70 kg
MEL  ATA 28-1-3(b) Fuel Boost Pumps
(Main Tanks)

28-1-3 (b) Fuel Boost Pumps (Main Tanks) – Forward Pumps

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As per OFP total fuel is 7900 kg which means that each main tank can be filled with
Remaining (7900 – 7830) = 70 kg will be filled in centre tank.
Taxi out fuel = 70 kg (due short taxi)
Therefore fuel quantity remaining at takeoff point = 3915 kg in each tank.
This satisfies condition “b” of having not less than 2177 kg in associated main
tank.
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flight .
4060 + 203 + 3557 + 110 + 70 = 8100 kg
Note:
The despatcher generates the OFP with EZFW of 59634
Thus, since 1634 kg is unusable, kg.
Crew to add the unusable fuel of 1634 Thus MFR fuel on OFP will be published as 8100 kg
kg to all OFP numbers. The MDF on the OFP will be published as 3557 kg
Thus the MFR for this sector would be For crew to identify and add unusable fuel, the
8100 + 1634 (2 x 817) = 9734 kg Despatcher will include comment of unusable
3557 + 1634 = 5191 kg. Despatcher will restrict MZFW by unusable fuel
(62731 – 1634) 61097 kg.
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Example 4
Sector  VABB-VAPO (Short Stage Length)
Taxi fuel  200 kg
MEL  ATA 28-1-3(b) Fuel Boost Pumps
(Main Tanks)


As per OFP total fuel is 3860 kg which means that each main tank can be filled with
NIL fuel in the centre tank.
Taxi out fuel = 200 kg (due long taxi)
Therefore fuel quantity remaining at takeoff point = 1830 kg in each tank.
This does not satisfy condition “b” of having not less than 2177 kg in associated
main tank.
So an additional fuel of (2177 - 1830) x 2 = 694 kg is required to satisfy “b”. This gets
covered up as elaborated in point number “c” explanation.
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flight .
4060 + 203 + 2519 + 110 + 200 = 3900 kg
Thus, since 1634 kg is unusable, Note:

Crew to add the unusable fuel of 1634 The despatcher generates the OFP with EZFW of 59634
kg to all OFP numbers. kg.
This also satisfies the earlier requirement Thus MFR fuel on OFP will be published as 3900 kg
of 694 kg The MDF on the OFP will be published as 2519 kg
Thus the MFR for this sector would be For crew to identify and add unusable fuel, the
3900 + 1634 (2 x 817) = 5534 kg Despatcher will include comment of unusable
2519 + 1634 = 4153 kg. Despatcher will restrict MZFW by unusable fuel
(62731 – 1634) 61097 kg.
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Example 5
Sector  VABB-VAPO
Total fuel  4000 kg (Center Tank Empty)
Trip fuel  1000 kg
MEL  ATA 28-2(i) Fuel Boost Pumps (Center Tank)
What would be the criteria for dispatch?

28-2(i) Fuel Boost Pumps (Center Tank) – Tank Remain Empty
Ensure that the sector is such that the total fuel requirements can be met by main tanks only
and centre tank can be kept empty.
In this case as the fuel requirements of 4000 kg can be met by the main tanks fuel, the centre
tank can be kept empty.
Example 6
Sector  VABB-VAAH
Total Fuel  6000 kg
MEL  ATA 28-2(iii) Fuel Boost Pumps (Center Tank)
What is the criterion for dispatch?

28-2(iii) Fuel Boost Pumps (Center Tank)
28-2(iii) Fuel Boost Pumps (Center Tank)



Ensure centre tank quantity indication operates normally.
Assuming center tank is empty:-

Plan the sector such that minimum fuel required can be met by the main tank fuel i.e. 7830 kg
(assuming 3915 kg in each tank at fuel density 0.8029 kg/l.
In this case the minimum fuel requirement of 6000 kg is met by the main fuel tanks. The
centre tank can therefore be kept empty.
Assuming center tank contains fuel:-

In case any fuel is remaining in the centre tank (e.g. residual from previous flight) then
- Despatcher will consider ZFW as EZFW + unusable fuel.
- Use the increased ZFW to generate OFP.
- While informing L&T personnel
- Provide reduced MZFW by unusable fuel.
- Provide departure fuel as OFP fuel + unusable fuel
- Crew will have to increase all values in OFP with the unsuable fuel
- particularly for MFR, MDF etc.
Ensure that Boost pump is deactivated and AFM limitations for fuel loading are observed.
Example 7
Sector  VABB-VAAH
Total Fuel  6000 kg
MEL  ATA 28-3-2 (ii) Fuel Boost Low Pressure Warning
Lights System.
What is the criterion for dispatch?

ATA 28-3-2 (ii) Fuel Boost Low Pressure Warning Lights System.
ATA 28-3-2 (ii) Fuel Boost Low Pressure Warning Lights System.



Assuming center tank is empty:-

Plan the sector such that minimum fuel required can be met by the main tank fuel i.e. 7830 kg
(assuming 3915 kg in each tank at fuel density 0.8029 kg/l.
In this case the minimum fuel requirement of 6000 kg is met by the main fuel tanks. The
centre tank can therefore be kept empty.
Assuming center tank contains fuel:-

In case any fuel is remaining in the centre tank (e.g. residual from previous flight) then
- Despatcher will consider ZFW as EZFW + unusable fuel.
- Use the increased ZFW to generate OFP.
- While informing L&T personnel
- Provide reduced MZFW by unusable fuel.
- Provide departure fuel as OFP fuel + unusable fuel
- Crew will have to increase all values in OFP with the unsuable fuel
- particularly for MFR, MDF etc.
Ensure that Boost pumps are turned off.

Example 8
Alternate  VAAH
Trip time as per OFP  1 hr 45 min
Alternate time as per OFP  50 min
Flight Level ass per OFP  FL340
MEL  ATA 24-1-2 Engine driven generator system
Is dispatch possible? If Yes, what should be additional fuel uplift?

24-1 Engine driven generator System



From the FPPM APU fuel consumption inflight is 46.25 kg/hr .
Additional fuel required for APU = 46.25 * 1.75 ( Trip time) + 46.25 * 0.83 (time to alternate)
+ 46.25 * 0.5 (holding at alternate) ~ 143 kg .
Dispatcher to advise flight crew to keep APU operating throughout the flight.
Thank You

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B737 Performance Refresher

MEL & CDL

The MMEL is approved by FAA.

Lists items of equipment's which may be

Published for a given airplane type.

The objective of the MMEL is to allow operation of

The MMEL gives the list of equipment which may

• airworthiness aspects (safety of the flight,

• operational aspects linked to aircraft definition

The MEL must be approved by the regulatory

The MEL cannot be less restrictive than the

The MEL gives approved list of items allowed

The DDG is intended to assist the airline in

DDPG includes Operational and

• LEP (list of effective pages)

• Preamble which explains:-

MEL items which are approved by DGCA.

Dispatch deviation- Operational procedures compiled from the MMEL.

Dispatch deviation- Maintenance procedures compiled from MMEL.

Operational concurrence to be ascertained, to ensure compatibility with Flight Crew

Indicates no. Of Indicates

CAR All Weather Ops (AWO)

B737 has MANUFACTURER CERTIFICATED ADVERSE WEATHER PERFORMANCE

Identify the corrections associated to:-

• En-route Climb Limit Weight

• Any specific restriction - EDTO, RVSM, Icing Conditions, etc.

What would be the criteria for dispatch?

Operational Procedures 1 & 2 have performance considerations while 3 to 6

Revised MZFW = Certified MZFW – 12670 = 62731 – 12670 = 50061 kg.

C.G. is well within

Ensure that centre tank quantity indication operates normally.

Ensure that Boost pump is deactivated.

Dispatch is possible if there are no forecast icing conditions.

Normal procedures of calculating RTOW. No penalties.

As OAT 34 °C < 38 °C, take off possible.

ECLW with MEL 73500 – 1810 = 71690 kg

A simplistic method can be to consider critical Engine failure point at TOC.

- Assumed Temperature is allowed. Using A/C ON RTOW chart

Enter the RTOW chart with ATOW + corrections (QNH + MEL)

Thus Assumed temp  42 °C and speeds  143-143-147

The MEL has a Max take off N1 limit correction of 1.4 %

Due to MEL Assumed Temp N1 needs to be corrected  93.26 – 1.4 = 91.86 %

Is dispatch possible? If Yes, find RTOW and MLW?

66360kg (MLW) + 2000kg (trip fuel) = 68360kg (LW restricted TOW).

Due to MEL the following GW restrictions need to be applied.

The above requirements can be interpreted as follows:-

The Enroute climb limit weight and the bias

ECLW with MEL 78750 – 64 = 78686 kg

Determine RTOW for departure airport.

So the flight plan to be calculated by restricting level to FL250

Let us see the procedures when APU is used

RTOW and speeds will be from AC OFF chart

RTOW performance = 76000 – (13*80) =

RTOW and speeds will be from

RTOW performance = 76000 –

RTOW and speeds will be from AC OFF chart

RTOW performance = 76000 – (13*80) =

Procedure will be exactly same as

RTOW and speeds will be from

RTOW performance = 76000 –

The AFM is approved by FAA.

The objective of the CDL is to allow

Applicable to multiple configurations

The safety of aircraft is ensured by