Performance Limitations

Eng. Bruno Moreira

Performance Limitations

Limiting speeds
Operating speeds
Take off distances
Take off trajectory
Factors of influence

Eng. Bruno Moreira

Speeds
Limiting speeds

VS

VS1g

VMCG

VMCA

Operating speeds

V1

VR

VMU

VMBE

VTIRE

VEF
VMBE

VLOF
VTIRE

V2

All these speeds are CAS (Calibrated Air Speeds), except VMBE and VTIRE .
3

Eng. Bruno Moreira

Limiting speeds : Vs
Polar curve :

CL = f( CD )
for various angles of attack

CL

CL
V
CD
CD

Eng. Bruno Moreira

Limiting speeds : Vs
The speed of airflow increases with the angle
of attack , until maximum lift is reached.

Polar curve :

CL

CL

CL max
n=1

V > V
CD
CD

Eng. Bruno Moreira

Limiting speeds : Vs
The airflow finally separates from the airfoil :
CL drops down while CD still increases.

Polar curve :

Stall (and VS) is reached when lift isnt

sufficient to maintain steady flight.
CL

CL max
n=1

V > V

VS
n<1

CL
CD

CD

Eng. Bruno Moreira

Limiting speeds : Vs
Determination of Vs:
During flight test, the pilot reduces the speed by 1 kt each second till
the point where the lift isnt sufficient to maintain steady flight

CL

CL max
n=1

VS
n<1

CD

Eng. Bruno Moreira

Limiting speeds : Vs1g

Alpha floor protection :

CL

With new Aircraft with Alpha floor

protection, the min reachable speed is
Vs1g. We have to demonstrate all flight
tests with margins on Vs1g instead of Vs.

VS1g
n=1

VS

Why a new Margin?

n<1

CD

Example:
Vs = 123 kt
Vs1g
= 132 kt
8

Concerns : A319, A320, A321, A330, A340.

Vs1g > Vs
if we keep the previous regulation, we
have: V2 1.2 Vs
Lets take V2 = 1.2 Vs

=> V2 = 147.6 kt => TOD (or at given TOD, => TOW)

=> V2 = 158.4 kt => greater TOD or Lower TOW

Eng. Bruno Moreira

Limiting speeds : Vs1g

Alpha floor protection :

Concerns : A319, A320, A321, A330, A340.

Best Flight test pilots obtain Vs
with a 0.88 load factor.

CL

So as not to penalize the Airbus aircraft

family, we need to redefine the
margin between V2 and Vs1g.

VS1g
n=1

VS
n<1

CD

We have: 1/2 S V2 = n g M (with n: load factor)

n=1
=> 1/2 S Vs1g2 = m g
n=.88 => 1/2 S Vs2 = 0.88 m g
So we have:
VS = 0.94 VS1g and V2 1.13 Vs1g
(in a same way we have Vapp 1.23 Vs1g)

Eng. Bruno Moreira

Limiting speeds : VMCG

10

Eng. Bruno Moreira

Limiting speeds : VMCG

Minimum Control speed on Ground, from which a sudden
failure of the critical engine can be controlled by use of
primary flight controls only, the other engine remaining at
take off power.

11

Eng. Bruno Moreira

Limiting speeds : VMCG

Minimum Control speed on Ground, from which a sudden
failure of the critical engine can be controlled by use of
primary flight controls only, the other engine remaining at
take off power.

Engine Failure :
torque due to remaining engine
12

Eng. Bruno Moreira

Limiting speeds : VMCG

Minimum Control speed on Ground, from which a sudden
failure of the critical engine can be controlled by use of
primary flight controls only, the other engine remaining at
take off power.

The pilots action :

recover control of the aircraft
enable safe take off continuation

13

Eng. Bruno Moreira

Limiting speeds : VMCG

Minimum Control speed on Ground from which a sudden
failure of the critical engine can be controlled by use of
primary flight controls only, the other engine remaining at
take off power.

The pilots action :

recover control of the aircraft
enable safe take off continuation
Its limits : (regulation)
normal piloting skill
rudder control forces under 150 lbs
14

Eng. Bruno Moreira

Limiting speeds : VMCG

Minimum Control speed on Ground from which a sudden
failure of the critical engine can be controlled by use of
primary flight controls only, the other engine remaining at
take off power.

Determination of VMCG :
lateral deviation under 30 ft

15

Eng. Bruno Moreira

Limiting speeds : VMCG

Minimum Control speed on Ground from which a sudden
failure of the critical engine can be controlled by use of
primary flight controls only, the other engine remaining at
take off of
power.
Determination
V
:
MCG

lateral deviation under 30 ft

Test conditions :

Most critical T/O configuration

Most unfavorable center of gravity

most unfavorable T.O.W.

aircraft trimmed for T/O

Operating engines on TOGA

16

Eng. Bruno Moreira

deviation
Limiting speeds : VMCG
30 ft

Minimum Control speed on Ground from which a sudden

failure of the critical engine can be controlled
by use of
engine failure speed
primary flight controls only, the other engine remaining at
VMCG
take off of
power.
Determination
V
:
MCG

lateral deviation under 30 ft

Test conditions :

Most critical T/O configuration

Most unfavorable center of gravity

most unfavorable T.O.W.

aircraft trimmed for T/O

Operating engines on TOGA

17

Eng. Bruno Moreira

Limiting speeds : VMCA

Minimum Control speed in the Air at which aircraft can be
controlled either :

18

Eng. Bruno Moreira

Limiting speeds : VMCA

Minimum Control speed in the Air at which aircraft can be
controlled either :

with a 50 maximum bank angle, or

50 max

19

Eng. Bruno Moreira

Limiting speeds : VMCA

Minimum Control speed in the Air at which aircraft can be
controlled either :

with a 50 maximum bank angle, or

with zero yaw

50 max

20

Eng. Bruno Moreira

Limiting speeds : VMCA

Minimum Control speed in the Air at which aircraft can be
controlled either :

with a 50 maximum bank angle, or

with zero yaw

... in case of failure of one engine, the other(s) engine(s)

remaining at take off power.
50 max

21

Eng. Bruno Moreira

Limiting speeds : VMCA

Minimum Control speed in the Air at which aircraft can be
controlled either :

VMCA
limits
: Vangle,
with
a 50required
maximum
bank
MCA or1.2 Vs or
Pilots
1.13 Vs1g
with
zeroactions
yaw :

rudder forces under 150 lbs.

... in caseofno
failure
offor
one
engine,
the other(s)
strength
heading
change
above 200 engine(s)
remaining at take off power.
50 max

22

Eng. Bruno Moreira

Limiting speeds : VMCA

VMCA test conditions :

bank angle

Minimum Control speed in the Air50at which aircraft can be

Same as for VMCG , plus :
controlled either :
Aircraft airborne out 0of ground effect
with a 5 maximum bank angle, or
Gear retracted
with zero yaw
Inoperative engine windmilling

engine failure speed

VMCA

... in case of failure of one engine, the other(s) engine(s)

remaining at take off power.
50 max

23

Eng. Bruno Moreira

Limiting speeds : VMU

24

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
What are these critical conditions ?

25

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
What are these critical conditions ?

26

the necessary angle of attack is too important :

the rear of the a/c can hit the ground.

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
What are these critical conditions ?

27

the necessary angle of attack is too important :

the rear of the a/c can hit the ground.

insufficient lateral control,

may cause engine or wing to hit the ground.

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
What are these critical conditions ?

28

the necessary angle of attack is too important :

the rear of the a/c can hit the ground.

insufficient lateral control,

may cause engine or wing to hit the ground.

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
VMU determination :
lift off speed (VLOF)

VMU

angle
of attack
max angle

29

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
VMU determination :
lift off speed (VLOF)

max trim limit :

- thrust drag
- trim max : stall or ground effect
- geometrical max angle

30

VMU

angle
of attack
max angle

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
VMU determination :
lift off speed (VLOF)

VLOF

VMU :
with max angle

VMU

angle
of attack
max angle

31

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
VMU (OEI) and VMU (AEO)

32

Eng. Bruno Moreira

Limiting speeds : VMU

Minimum Unstick speed is the lowest calibrated airspeed at
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
VMU (OEI) and VMU (AEO)
thrust AEO
thrust OEI

weight
33

Eng. Bruno Moreira

Limiting speeds : VMU

Lift (AEO) airspeed
Lift (OEI) at
Minimum Unstick speed is the lowest calibrated
and above which the aircraft can safely lift off the ground
and continue the take off without encountering critical
conditions.
V
V
MU (OEI)

MU (AEO)

VMU (OEI) and VMU (AEO)

thrust AEO
thrust OEI

weight
34

Eng. Bruno Moreira

Limiting speeds : VMBE

Maximum Brake Energy speed

Maximum ground speed for full braking to achive a full stop

At higher speed, brakes would not absorb the whole heat energy and
would be damageis the lowest calibrated airspeed at and above which the
aircraft can safely lift off the ground and continue the take off without
encountering critical conditions.

VMBE depends on:

TOW

Accelaration rate

Meteo conditions

Runwayslope

Brakes require a minimum stopover time to cool and recover full efficiency after each use.
35

Eng. Bruno Moreira

Limiting speeds : VTIRE

Maximum Tire speed

Maximum ground speed specified in order to limit the centrifuge forces

and the heat elevation that may damage the tire structure

VTIRE specified by the tire manufacturer

For almost all Airbus aircraft models

36

VTIRE = 195 knots

Eng. Bruno Moreira

Performance Limitations

Limiting speeds
Operating speeds
Take off distances
Take off trajectory
Factors of influence

37

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
V1 is the speed limit at which the pilot can interrupt take off
in case of failure.

...at which the pilot has recognised and reacted to the engine failure by
application of the first retarding means during accelerate-stop tests
(JAR 25.107 (a) 2)

38

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
If I am
aware
a failure
before take
V1 off
V1 is the speed limit at which
the
pilotofcan
interrupt
in case of failure.
I can ...

39

V1

Speed

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
If I am
aware
a failure
before take
V1 off
V1 is the speed limit at which
the
pilotofcan
interrupt
in case of failure.
I can

... safely abort take off

40

V1

Speed

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
If I am
a failure
after Vtake
1
V1 is the speed limit at which
theaware
pilotofcan
interrupt
off
in case of failure.
I MUST follow on take off

V1

41

Speed

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
If I am
a failure
after Vtake
1
V1 is the speed limit at which
theaware
pilotofcan
interrupt
off
in case of failure.
I MUST follow on take off

35 ft

1. From that point,

I am sure to reach
the T/O limited height.

V1

42

Speed

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
If I am
a failure
after Vtake
1
V1 is the speed limit at which
theaware
pilotofcan
interrupt
off
in case of failure.
I MUST follow on take off

2. I am too fast to brake

safely before the end
of the stopway.

V1

43

Speed

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
V1 is the speed limit at which the pilot can interrupt take off
in case of failure.

44

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
V1 is the speed limit at which the pilot can interrupt take off
in case of failure.
VEF : Engine Failure speed

45

The speed at which the critical engine is assumed to fail

During flight test, critical engine is made inoperative at VEF

VEF VMCG

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
V1 is the speed limit at which the pilot can interrupt take off
in case of failure.
VEF : Engine Failure speed

46

The aircraft must

The speed at which the critical engine is assumed to fail
remain under control

to follow
on take
off. engine is made inoperative at VEF
During
flight test,
critical

VEF VMCG

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed failure
chosen
by the applicant
detected,
failure
occurrence

VEF

V1

pilot ready to react

V1 is the speed limit at which the pilot can interrupt take off
in case of failure.
VEF : Engine Failure speed
Relation between V1 and VEF :

47

Time between failure and its recognition = 1s

the aircraft is still accelerating...

V1 VEF

Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
V1 is the speed limit at which the pilotVcanVinterrupt take off
Moreover,
R we
MCG
in case of failure.

VMCG

VEF VEF
1 V1

VEF : Engine Failure speed

must have two

other conditions

VMBE

Relation between V1 and VEF :

Time
Maximum
Brakebetween
Energyfailure
speed :and its recognition = 1s

48

the aircraft
is still
accelerating...
maximum
(ground)
speed
for full braking to a complete stop.

at higher
V1 speed,
VEF brakes wouldnt absorb the whole heat energy,
and would be damaged.
Eng. Bruno Moreira

Operating speeds : V1
Definition : Take off decision speed chosen by the applicant
V1 is the speed limit at which the pilotVcanVinterrupt take off
R MCG
in case of failure.

VEF V1

VEF : Engine Failure speed

VMBE

Relation between V1 and VEF :

49

Time between failure and its recognition 1s

the aircraft is still accelerating...

V1 VEF

Eng. Bruno Moreira

Operating speeds : VR
V

: Lift Off speed

Remember VMU : VMU (OEI) VMU (AEO)

VR is the LOF
Rotation speed at which the aircraft is rotated for
lift off.
It is the speed at which the aircraft lift off the ground.
be less than
:
VR maynot
Limitations
:

50

VLOF 1.1 VMU (AEO) All Engines Operating,

V1 V
LOF 1.05 VMU (OEI) One Engine Inoperative.

1.05 VMCA

a speed that allows V2 to be reached before reaching the 35 ft

T/O. height at the end of T.O.D.

a speed which, if the aircraft is rotated at its maximum practical

rate, will result in a satisfactory VLOF.
Eng. Bruno Moreira

Operating speeds : VR
V

: Lift Off speed

VR is the LOF
Rotation speed at which the aircraft is rotated for
lift off. It is the speed at which the aircraft lift off the ground.
be less than
:
VR maynot
Limitations
:

VLOF 1.1 VMU (AEO) All Engines Operating,

V1 V
LOF 1.05 VMU (OEI) One Engine Inoperative.

by
1.05
MCA
If limited
theVgeometry
of the aircraft or by elevator power,
the limits can be reduced :
a speed that allows reaching V2 before reaching the 35 ft T/O.
operating,
VLOF 1.08 VMU (AEO) all engines
height at the end of T.O.D.
one engine inoperative.
VLOF 1.04 VMU (OEI)

51

a speed
if the
rotated at its maximum practical
This which,
is the case
foraircraft
Airbusisaircraft
rate, will result in a satisfactory VLOF.
Eng. Bruno Moreira

Operating speeds : VLOF

V

: Lift Off speed

VR is the LOF
Rotation speed at which the aircraft is rotated for
lift off. It is the speed at which the aircraft lift off the ground.
be less
VR maynot
Lower
limitsthan
: :

1.1 VMU (AEO) All Engines Operating,

VLOF 1.08
V1 V
1.05 VMU (OEI) One Engine Inoperative.
LOF 1.04

52

1.05Upper
VMCAlimit : V
LOF VTIRE
High speed creates high centrifugal forces which may
a speed
thatthe
allows
V2 Hence
before V
reaching
the 35 ft T/O.
overrun
tiresreaching
resistance.
TIRE ground speed.
height at the end of T.O.D.
a speed which, if the aircraft is rotated at its maximum practical
rate, will result in a satisfactory VLOF.
Eng. Bruno Moreira

Operating speeds : VR
V

: Lift Off speed

VR is the LOF
Rotation speed at which the aircraft is rotated for
lift off. It is the speed at which the aircraft lift off the ground.
be less
VR maynot
Lower
limitsthan
: :

VLOF 1.08 VMU (AEO) All Engines Operating,

V1 V
LOF 1.04 VMU (OEI) One Engine Inoperative.

53

1.05Upper
VMCAlimit : V
LOF VTIRE
High speed creates high centrifugal forces which may
a speed
thatthe
allows
V2 Hence
before V
reaching
the 35 ft T/O.
overrun
tiresreaching
resistance.
TIRE ground speed.
height at the end of T.O.D.

VLOF depends on the configuration, the angle of attack

a speed
thatT.O.W.
if the aircraft is rotated at its maximum practical
and the
rate, will result in a satisfactory VLOF.
Eng. Bruno Moreira

Operating speeds : V2
V2 : Take off climb speed

54

To be reached before the 35 ft take off height above T.O.D.

Maintained during 1st and 2nd segment, until reaching the

acceleration height (at least 400 ft).

All Engines Operating T/O :

Take off climb speed is higher than V2 (10-15 kts).

Eng. Bruno Moreira

Operating speeds : V2
V2 : Take off climb speed

To be reached
V2min before the
V 35
ftVtake off height above T.O.D.

Maintained during 1st and 2nd segment, until reaching the

acceleration height (at least 400 ft). 1,2 VS

2min

1,1 VMCA

All Engines Operating T/O :

weight
Take off climb speed is higher than V2 (10-15 kts).

V2 must be greater than V2min :

55

V2min is the greatest of :

1.2 VS (1.13 Vs1g)

1.1 VMCA
Eng. Bruno Moreira

Operating speeds : conclusion

1.2 VS (or 1.13 Vs1g)

V2
1.1 VMCA
1.05 VMCA
VMCG

V1

VR
VMBE

VEF

56

35 ft

1.08 VMU (AEO )

VLOF
1.04 VMU ( OEI )

VTIRE
Eng. Bruno Moreira

Performance Limitations

Limiting speeds
Operating speeds
Take off distances
Take off trajectory
Factors of influence

57

Eng. Bruno Moreira

Horizontal
along the T/O path from the start of the T/O
Take
Offdistance
Distances
to the point at which the aircraft is 35 ft above the T/O surface.

TODdry ( Take Off Distance One Engine out )

All Engines Operating

One Engine Inoperative

TODOEI dry = From BR to 35 ft

VEF V1

VR VLOF

V2

35 ft

TODOEI dry

58

Eng. Bruno Moreira

Horizontal
along the T/O path from the start of the T/O
Take
Offdistance
Distances
to the point at which the aircraft is 35 ft above the T/O surface.

TODdry ( Take Off Distance All Engines Operating)

All Engines Operating
TODAEO dry = From BR to 35 ft + 15 %

V1

VR VLOF

+ 15%

V2

35 ft

TODAEO dry

59

Eng. Bruno Moreira

Take Off Distances

TODdry ( Take Off Distance )
35 ft

Definition : required TODdry

TODOEI dry

It is the greatest of :

35 ft

TODOEI dry
TODAEO dry = 1.15 real TODdry

real TODdry
TODAEO dry = 1.15 real TODdry
60

Eng. Bruno Moreira

Take Off Distances

TODdry ( Take Off Distance )
35 ft

Definition : required TODdry

TODOEI dry

It is the greatest of :

35 ft

real TODdry

TODOEI dry
TODAEO dry = 1.15 real TODdry
Requirement for T/O :
TODdry TODA

TODAEO dry = 1.15 real TODdry

61

Eng. Bruno Moreira

Horizontal
along the T/O path from the start of the T/O
Take
Offdistance
Distances
to the point at which the aircraft is 35 ft above the T/O surface.

TODwet ( Take Off Distance One Engine out )

All Engines Operating

One Engine Inoperative

TODOEI wet = From BR to 35 ft

VEF V1

VR VLOF

V2

35 ft

TODOEI wet

62

Eng. Bruno Moreira

Take Off Distances

TODdry ( Take Off Distance )
35 ft

Definition : required TODwet

TODOEI wet

It is the greatest of :
35 ft

TODOEI wet
TODdry

TODOEI dry
35 ft

real TODdry
63

TODAEO dry = 1.15 real TODdry

Eng. Bruno Moreira

Take Off Distances

TODdry ( Take Off Distance )
35 ft

Definition : required TODwet

TODOEI wet

It is the greatest of :
35 ft

TODOEI dry
35 ft

TODOEI wet
TODAEO dry
Requirement for T/O :
TODwet TODA

real TODdry
64

TODAEO dry = 1.15 real TODdry

Eng. Bruno Moreira

Horizontal distance along the T/O path from the start of the T/O
Take
Offequidistant
Distances
to a point
between the point at which VLOF is reached
and the point at which the aircraft is 35 ft above the T/O surface.

TORdry ( Take Off Run One engine out )

All Engines Operating

One Engine Inoperative

TOROEI dry = From BR to middle point between Vlof and 35 ft

VEF V1

VR VLOF

TOROEI dry

65

V2

35 ft

//

//

Eng. Bruno Moreira

Horizontal distance along the T/O path from the start of the T/O
Take
Offequidistant
Distances
to a point
between the point at which VLOF is reached
and the point at which the aircraft is 35 ft above the T/O surface.

TORdry ( Take Off Run All Engines Operating)

All Engines Operating

+ 15%

V2
V1

TORAEO dry

VR VLOF

//

35 ft

//

TORAEO dry = From BR to middle point between Vlof and 35 ft + 15 %

66

Eng. Bruno Moreira

Take Off Distances

TORdry ( Take Off Run )
35 ft

Definition : TORdry required

//

TOROEI dry

//
It is the greatest of :

35 ft

real TORdry

//

//

TOROEI dry
TORAEO dry = 1.15 real TORdry
Requirement for T/O :
TORdry TORA

TORAEO dry = 1.15 real TORdry

67

Eng. Bruno Moreira

Horizontal distance along the T/O path from the start of the T/O
Take
Offequidistant
Distances
to a point
between the point at which VLOF is reached
and the point at which the aircraft is 35 ft above the T/O surface.

TORwet ( Take Off Run One engine out )

All Engines Operating

One Engine Inoperative

TOROEI wet = From BR to middle point between Vlof and 35 ft

VEF V1

VR VLOF

TOROEI wet

68

V2

35 ft

//

//

Eng. Bruno Moreira

Take Off Distances

TORwet ( Take Off Run )
35 ft

Definition : TORwet required

//

TOROEI wet

//
It is the greatest of :

35 ft

real TORwet

//

//

TOROEI wet
TORAEO wet = 1.15 real TORwet
Requirement for T/O :
TORwet TORA

TORAEO wet = 1.15 real TORwet

69

Eng. Bruno Moreira

ASDTake
the sum
of the distances necessary to :
Distances
OEI dry is Off

Accelerate from a standing start to VEF with all engines on TOGA.

Accelerate from VEF to V1 + 2s, assuming that the critical engine fails at VEF.
ASD ( Accelerate Stop Distance )
Come to a full stop (all engines on Idle), assuming that no means of retarding
the a/c have been applied before that One
stage.Engine Inoperative
All engines operating

2s

VEF V1

Idle

V= 0

accelerate stop distance

with one engine inoperative
70

Eng. Bruno Moreira

Take Off Distances

ASD ( Accelerate Stop Distance )
One Engine Inoperative
All engines operating

2s

Idle

Accelerate - stop Time Sequence

engine
failure

decision
speed

VEF

V1

reduced
Vthrottles
EF V1

max braking efficiency

V= 0

brake application

Ground spoilers
fully efficient

2
3
accelerate stop distance

time (s)

T one
= 2s engine inoperative
with
71

Eng. Bruno Moreira

ASDTake
the sum
of the distances necessary to :
Distances
AEO dry isOff

Accelerate from a standing start to V1 and continue the acceleration for 2s,
with all engines on TOGA.
ASD ( Accelerate Stop Distance )
Come to a full stop (all engines on Idle), assuming that no means of retarding
the a/c have been applied before that stage.
All engines operating

2s

V1

Idle

V= 0

accelerate
stopEngines
distanceOperating ?
Why ASD
with All
A failure that doesnt
engines,
may be worth stopping T/O.
with allaffect
engines
operating
72

Eng. Bruno Moreira

ASDTake
the sum
of the distances necessary to :
Distances
AEO dry isOff

Accelerate from a standing start to V1 and continue the acceleration for 2s,
with all engines on TOGA.
ASD ( Accelerate Stop Distance )
Come to a full stop (all engines on Idle), assuming that no means of retarding
the a/c have been applied before that stage.
All engines operating

2s

Idle

Braking means :

73

Wheel brakes
V1
Spoilers

V= 0

Reversers
. not on dry runways
. accelerate
certified onstop
wetdistance
and contaminated
runways
with all engines operating
Eng. Bruno Moreira

Take Off Distances

ASDdry ( Accelerate Stop Distance )
AEO
VEF

OEI

Idle

V1

V= 0

Definition : required ASDdry

It is the greatest of :

One Engine Inoperative

ASDOEI dry
ASD
ASDAEO
AEOdry
dry
AEO
VEF

74

Idle
V1

All Engines Operating

V= 0

Requirement for T/O :

ASDdry ASDA

Eng. Bruno Moreira

Take Off Distances

ASDwet ( Accelerate Stop Distance )
AEO
VEF

OEI

Idle

V1

V= 0

Definition : required ASDwet

It is
is the
the greatest
greatest of
of ::
It

One Engine Inoperative

AEO
VEF

75

ASD wet
ASDOEI
OEI wet
ASDAEO
ASDAEO wet
ASDdrywet
ASDdry

Idle
V1

All Engines Operating

V= 0

Requirement for T/O :

ASDwet ASDA

Eng. Bruno Moreira

Performance Limitations

Limiting speeds
Operating speeds
Take off distances
Take off trajectory
Factors of influence

76

Eng. Bruno Moreira

End : the higher of

Take off trajectory

1500 ft above the t.o. surface

Max continuous thrust for remaining engine

En-route configuration achieved
Minimum climb gradient

back to the 4 segments

t.o. dist.

take off flight path

climb
End

Start :

at the end of the t.o. distance

35 ft above the runway or clearway

35 ft
Segments :
77

final
Eng. Bruno Moreira

Take off trajectory

back to the 4 segments
t.o. dist.

take off flight path

climb
End

All engines operating

One engine inoperative

35 ft
VEF
Segments :
78

final
Eng. Bruno Moreira

Take off trajectory

Configuration at lift off :

critical engine failed
flaps extended
gear down

back to the 4 segments

Speed
: VLOF
take off flight
path

t.o. dist.

climb

End of first segment :

End

critical engine failed

flaps extended
gear retracted
Speed : V2
35 ft
VEF
Segments :
79

final
Eng. Bruno Moreira

Take off trajectory

End of first segment :

critical engine failed
flaps extended
gear retracted

back to the 4 segments

Speed
take off flight
path: V2

t.o. dist.

climb
End

Minimum gradient,
from 35 ft to end of 1rst segment :

2 engines : 0 %
4 engines : 0.5 %

35 ft
VEF
Segments :
80

final
Eng. Bruno Moreira

Take off trajectory

End of first segment :

critical engine failed
flaps extended
gear retracted

back to the 4 segments

Speed
take off flight
path: V2

t.o. dist.

climb

End of second segment :

End

critical engine failed

flaps extended
gear retracted
Acceleration height reached
Speed : V2
35 ft
VEF
Segments :
81

final
Eng. Bruno Moreira

Take off trajectory

back to the 4 segments
t.o. dist.

End of second segment :

critical engine failed
flaps extended
gear retracted
Acceleration height reached
Speed
take off flight
path: V2

climb
End

2nd segment minimum gradient :

2 engines : 2.4 %
4 engines : 3 %

35 ft
VEF
Segments :
82

final
Eng. Bruno Moreira

End of second
segment :
Take
off trajectory
critical engine failed
flaps extended
backgear
to the
4 segments
retracted
Acceleration height reached
Speed : V2
t.o. dist.

End of third segment :

critical engine failed
flaps retracted
gear retracted
Acceleration height reached
: Green dot
take offSpeed
flight path

climb
End

35 ft
VEF
Segments :
83

final
Eng. Bruno Moreira

Take off trajectory

back to the 4 segments
t.o. dist.

End of third segment :

critical engine failed
flaps retracted
gear retracted
Acceleration height reached
: Green dot
take offSpeed
flight path

climb
End

green dot :
best lift-to-drag ratio

thrust : TOGA

MAX CONT

35 ft
VEF
Segments :
84

final
Eng. Bruno Moreira

Take off trajectory

back to the 4 segments
t.o. dist.

End of third segment :

critical engine failed
flaps retracted
gear retracted
Acceleration height reached
: Green dot
take offSpeed
flight path

climb
End

green dot :
best lift-to-drag ratio

Maximum acceleration height :

height at which green dot is reached
10mn after T/O.

35 ft
VEF
Segments :
85

10mn

final
Eng. Bruno Moreira

Take off trajectory

back to the 4 segments
t.o. dist.

End of third segment :

critical engine failed
flaps retracted
gear retracted
Acceleration height reached
: Green dot
take offSpeed
flight path

climb
End

green dot :
best lift-to-drag ratio

3nd segment minimum requirements :

Positive (or nil) gradient.

35 ft
VEF
Segments :
86

Acceleration resources equivalent to the following gradients :

2 engines : 1.2 %
2
final
3 4 engines : 1.7 %
Eng. Bruno Moreira

Take off trajectory

End of final segment :

critical engine failed
flaps retracted
gear retracted

back to the 4 segments

: Green dot
take offSpeed
flight path

t.o. dist.

climb
End

green dot :
best lift-to-drag ratio

final segment minimum gradient :

2 engines : 1.2 %
4 engines : 1.7 %
35 ft

Speed requirement : Green dot > 1.25 Vs

VEF
Segments :
87

final
Eng. Bruno Moreira

88

Eng. Bruno Moreira

Performance Limitations

Limiting speeds
Operating speeds
Take off distances
Take off trajectory
Factors of influence

89

Eng. Bruno Moreira

Factors of influence
Sustained parameters

90

Temperature,
Pressure Altitude
Wind,
Moisture

Chosen parameters

Flap setting

Decision speed V1

V2 / Vs ratio

Runway condition,
Runway slope

Eng. Bruno Moreira

Factors of influence
Temperature and Pressure Altitude

91

Aerodynamic performance

S V2 CL = L > mg needed to take off

decreases when T or PA increase

The same lift can be provided by increasing velocity

Eng. Bruno Moreira

Factors of influence
Temperature and Pressure Altitude

Aerodynamic performance

S V2 CL = L > mg needed to take off

decreases when T or PA increase

The same lift can be provided by increasing velocity

The Take Off Distances increase with T and Pa

92

Eng. Bruno Moreira

Factors of influence
Temperature and Pressure Altitude

Engine performance :

CF6-50A

23000
TOGA
Thrust (daN) 22000
21000
20000

PA = 0

19000

PA = 2000
PA = 8000

18000
17000
16000
15000

T
-10

93

-5

10

15

20

25

30

35

40
Eng. Bruno Moreira

Factors of influence
Temperature and Pressure Altitude

Engine performance :

When T increases,
Thrust decreases with
TOD , slope

CF6-50A

23000
TOGA
Thrust (daN) 22000
21000
20000

PA = 0

19000

PA = 2000
PA = 8000

18000
17000
16000
15000

T
-10

94

-5

10

15

20

25

30

35

40
Eng. Bruno Moreira

Factors of influence
Temperature and Pressure Altitude

Engine performance :

When T increases,
Thrust decreases with
TOD , slope

CF6-50A

Thrust (daN) 23000

22000
21000
20000

PA = 0

19000

PA = 2000
PA = 8000

18000
17000
16000
When

PA increases,
15000
Thrust decreases with
-10 ,-5gradient
0
5 10
TOD
95

T
15

20

25

30

35

40
Eng. Bruno Moreira

Factors of influence
Temperature and Pressure Altitude

Engine performance :

When T increases,
Thrust decreases with
TOD , slope

CF6-50A

Thrust (daN) 23000

22000

The
21000

Take Off Distances increase with T and Pa,

due to aerodynamic and engine performance.
20000

PA = 0

19000

PA = 2000
PA = 8000

18000
17000
16000
When

PA increases,
15000
Thrust decreases with
-10 ,-5 gradient
0
5 10
TOD
96

T
15

20

25

30

35

40
Eng. Bruno Moreira

Factors of influence
Wind and moisture

Effect on T/O distances (TOD, TOR, ASD) :

air speed
wind

Headwind

ground speed
97

Eng. Bruno Moreira

Factors of influence
Wind and moisture

Effect on T/O distances (TOD, TOR, ASD) :

air speed
wind

Headwind
Headwind shortens T/O distances

ground speed
98

Only 50% must be taken into account,

according to regulation.
Eng. Bruno Moreira

Factors of influence
Wind and moisture

Effect on T/O distances (TOD, TOR, ASD) :

air speed

wind

Tailwind

ground speed
99

Eng. Bruno Moreira

Factors of influence
Wind and moisture

Effect on T/O distances (TOD, TOR, ASD) :

air speed

wind

Tailwind
Tailwind increases T/O distances
Regulation prescribes that
150% should be taken into account.
100

ground speed
Eng. Bruno Moreira

Factors of influence
Wind and moisture

No correction is made since this parameter

is integrated in performance software.

Performance must take into account the following variation of

moisture :

Moisture
80 %

34 %
STD

101

STD + 100

T (0 C)

Eng. Bruno Moreira

Factors of influence
Runway condition

Performance depends on the depth of the contaminant.

Wet and contaminated runways :

Runway :

Wet

Contaminated

Water

< 3 mm

3 - 13 mm ()

Slush

< 2 mm

2 - 13 mm ()

Wet snow

< 4 mm

4 - 25 mm (1)

Dry snow

< 15 mm

15 - 25 mm (2)

Comp Snow
102

all
Eng. Bruno Moreira

Factors of influence
Notes :
Runway condition Damp runway : no performance limitation
Other cases (over 2 inches of dry snow and 1 inch
Performance depends
on snow)
the depth
of the
contaminant.
of wet
:Take
off is
not recommended.

Wet and contaminated runways :

Runway :

Wet

Contaminated

Water

< 3 mm

3 - 13 mm ()

Slush

< 2 mm

2 - 13 mm ()

Wet snow

< 4 mm

4 - 25 mm (1)

Dry snow

< 15 mm

15 - 25 mm (2)

Comp Snow
103

all
Eng. Bruno Moreira

Factors of influence
Runway condition

104

Performance depends on the depth of the contaminant.

Wet and contaminated runways.

All Engines Operating TOD, TOR, and ASD, are the

same, whatever the runway condition.

One Engine Inoperative : TOD, TOR are different.

Eng. Bruno Moreira

Factors of influence
Runway slope

Positive slope increases T/O distances

It mustn't exceed 2 %

2%

Negative slope decreases T/O distances

105

Eng. Bruno Moreira

Factors of influence
Sustained parameters

106

Temperature,
Pressure Altitude

Chosen parameters

Flap setting

Decision speed V1

V2 / Vs ratio

Air bleed

Wind,
Moisture

Runway condition,
Runway slope

Eng. Bruno Moreira

Factors of influence
Flap setting

Flaps increase lift ...

Flaps increase drag ...

CL

CD

CL
CD

107

Eng. Bruno Moreira

Factors of influence
Flap setting

Flaps increase lift :

CL

T/O distances
are reduced.

Flaps increase drag :

T/O gradient decreases.

108

CD

CL
CD

Eng. Bruno Moreira

Factors of influence
Flap setting

Flaps increase lift :

CL
Take Off configurations on Airbus family :
T/O distances
are reduced.
Flaps increase drag :
T/O slope decreases.

T/O distances
are reduced.
109

Conf 1+F
Conf 2

CD

Conf 3

CL
CD

T/O gradient decreases.

Eng. Bruno Moreira

Factors of influence
Decision speed V1

The most penalizing conditions are taken into account : the

failure ( VEF ) occurs 1 second before V1.

VEF V1

110

VR VLOF

35 ft

Eng. Bruno Moreira

Factors of influence

Low V1 implies short acceleration

with All Engines Operating.

Decision speed V1

The most penalizing conditions are taken into account : the

failure ( VEF ) occurs 1 second before V1.
Long TOD

VEF V1

VR VLOF

35 ft

Short ASD
111

Eng. Bruno Moreira

Factors of influence

High V1 means long acceleration

with All Engines Operating.

Decision speed V1

The most penalizing conditions are taken into account : the

failure ( VEF ) occurs 1 second before V1.
Short TOD

VEF V1

VR VLOF

35 ft

Long ASD
112

Eng. Bruno Moreira

Factors of influence
V2 / Vs ratio

113

Being limited by VS, V2 is set through the V2/VS ratio.

V2 is the speed required when reaching 35 ft height.

V2 is determined by VR, as no T/O parameters can be changed

after lift off : high V2 high VR

Eng. Bruno Moreira

Factors of influence
V2 / Vs ratio

High V2/VS

Long TOD

Being limited by VS, V2 is set through the V2/VS ratio.

V2 is the speed required when reaching 35 ft height.

V2 is determined by VR, as no T/O parameters can be changed

after lift off : high V2 high VR
VEF V1

VR VLOF

35 ft

High second segment gradient

114

Eng. Bruno Moreira

Factors of influence
V2 / Vs ratio

High V2/VS

Long TOD

V2Being
limited by
/VS influence
: VS, V2 is set through the V2/VS ratio.
High ratio long TOD high 2nd segment slope
slope
short
TODwhen
reaching
low 2nd segment
is the speed
required
35 ft height.
Low
V2 ratio

V2 is determined by VR, as no T/O parameters can be changed

after lift off : high V2 high VR
VEF V1

VR VLOF

35 ft

High second segment gradient

115

Eng. Bruno Moreira

Factors of influence
Sustained parameters

116

Temperature,
Pressure Altitude
Wind,
Moisture

Chosen parameters

Flap setting

Decision speed V1

V2 / Vs ratio

Runway condition,
Runway slope

Eng. Bruno Moreira

Performance Limitations

Limiting speeds
Operating speeds
Take off distances
Take off trajectory
Factors of influence

117

Eng. Bruno Moreira