PERFORMANCE

1
 • Performance is apart from the airworthines
THRUST
PERFORMANCE : A/C CONFIGURATION
WEIGHT

THRUST ENGINE POWER Thrust

50000 kg
40000 kg
DEPEND ON - TEMP
- WEIGHT 30000 kg

30 35 40
Temp

2
 TAKE-OFF WEIGHT LIMITATIONS

• Structurallimit TOW ( Airworthiness )

• Climb limit/ Climb Requirement/ Second segment limit
WAT and temperature ( Elevation )
• Runway length limit TOW
• Obstacle clearance limit TOW
• Tire speed limit
• Brake energy limit
• DDG/MEL or special operation

3
The landing weight can be limited by :

• Structure limitation Landing weight/ airworthiness requirement

• Climb requirements
• Field length requirements
• Landing weight limitation ( Rwy Strength/PCN )

• Aircraft strength and airworthiness requirements :

Concern the structure of the aircraft and the compliance with the
applicable provisions of ICAO. “Aeroplane Performance”

• Climb requirements :
Concern the compliance with the climb requirement within the
operational limitation established for the aircraft.

•Field length requirement :

Concern the distance required for landing field length, which may
not exceed the distance available.

4
• Obstacle clearance requirements :
Concern the net take-off flight path, which clears all obstacles by
at least a height of 35 ft vertically.

5
FACTORS AFFECTING LANDING PERFORMANCE :

• The landing performance is affected by :

- Landing weight
- Wind
- Altitude ( airport elevation )
- Surface condition
- Runway slope

6
 TAKE PERFORMANCE LIMITED BY :

• AIRCRAFT STRUCTURE : MTOW

MLDW
MZFW

• ALTITUDE AND TEMPERATUR

2 nd SEG
* CLIMB LIMIT
4 th SEG

• R/W LENGTH TORA WIND COMPONENT

TODA
ASDA DRY & WET

7
• RWY SLOPE UP & DOWN

• OBSTACLE

• PCN / LCN

• BRAKE ENERGI LIMIT • LIFT DUMPER

• ANTI SKID
•TYRES SPEED

•MAX. T/O THRUST TIME

8
TAKE-OFF FIELD LENGTH
Clearway
PLAN VIEW

500 ft wide
Runway Stopway

Take-off run available ( TORA )

Accelerate stop distance available ( ASDA)

Take-off distance available ( TODA )

9
Runway : This is an defined rectangular area, selected oe prepared for
the normal take-off and landing run of an aircraft

Stopway : This is an area extending beyond the runway, meeting the

Following requirements :
- Not less width than the runway it augments
- Designated by the airport authorities for use in decelerating
the aircraft during a rejected take-off
- Capable of supporting the aircraft during a rejected take-off
without inducing structural damage to the aircraft

Clearway: A clearway is an area extending beyond the runway, meeting

the following requirements :
- Not less than 500 ft wide
- The maximum length is 50 % of the TORA
- Under the control of the airport authorities
- Slope not in excess of 1.25 % up

10
 TAKE-OFF RUN AVAILABLE

Take-off run available (TORA) is the distance between the

point on the surface of the aerodrome at which an airplane
can commence its take-off run to the nearest point, in the
direction of take off, at which the surface of the aerodrome is
incapable of bearing the weight of the airplane under normal
operating conditions. The TORA normally corresponds to the
physical length of the runway pavement.

11
 CLEARWAY

The clearway is an area that may be provided at the end of

the TORA, in the direction of take-off, which is free of
obstacles that could cause a hazard to airplanes in flight

12
 RWY NUMBER

EAST
WEST AZIMUTH

27
09

270 º 90 º

13
14
Runway DRY SLOPE UP H/W
WET SLOPE DOWN T/W

Runway surface : DRY, HARD and Smooth surface

- LAND WET
SOFT - GRASS
+ 10 %
- GRAVEL
For rwy length
required

+ 10 %

Available runway

Required length

15
Base on : DRY, HARD

WET
R/W length required + 15 %

R/W length 1800 m + 15 % = 270 m DRY = TOW 50.000 kg

1800 m + 270 m = 2070 m

15 %

1800 m 270 m
Available runway

100 Runway length

115

16
 T/O L/D
• Slush or wet snow 12 mm 25 mm
• Standing water 6 mm 25 mm
• Dry snow 90 mm 90 mm

17
EFFECT OF RUNWAY SLOPE :

Normally the selection of runway will favor the direction

with downslope rather than upslope fore looking good
performance

18
 T/O up slope

T/O zero slope

T/O down slope

19
RUNWAY SLOPE
An airplane taking off from on an upsloping runway has to overcome a component of weight
in addition to drag. This results in slower acceleration and a longer take-off distance.
Conversely, a downslope decreases take-off distance, because a component of weight is now
acting in the same direction as thrust.

20
EFFECT OF WIND

HEAD WIND :

• Lower take off ground speed

• Shorter distance required to accelerated
• Better climb gradient

TAIL WIND :

• Higher take off ground speed

• Longer distance required to accelerate and greater distance required to
stop the aircraft incase aborted take-off
• Low climb gradient affter take-off

21
T/O BY FLAP 1, 5, 10

22
Gradient :
Gradient is proportional to the ratio of ( change in height ) / (change in distance )
expressed as percentage ( % )

Change in height

Horizontal distance traveled

x 10 ft elevation
y
R/W 18
2000 ft R/W 36

Gradient slope : 10
X 100 % = 0.5 % slope
2000

23
Gradient
Change in
height
200 ft
x
2% y
10.000 ft
Horizontal distance

Climb gradient = x
X 100 %
y

= 200
X 100 % = 2 %
10.000
24
 D = Distance of obstacle from end of TOD

D
90 m +
8
09

27
D
90 m +
8

4000 m
4000
90 M +
8

= 590 M

25
 FACTORS AFFECTING TAKE-OFF DISTANCE REQUIRED

The take-off distance required (TODR) varies with aerodrome conditions,

airplane mass, and airplane configuration.

AIRPLANE MASS

26
TEMPERATURE
Hotter temperature result in lower aur density, again, this reduces the
thrust and, therefore, acceleration of the airplane and necessitate TAS for
the same VR

27
 AERODROME PRESSURE ALTITUDE

The higher an aerodrome’s altitude, the longer the TODR. This because the air is
less dense, which affects both the engines thrust and actual speed at rotation. The
redution in air density reduce the engine mass flow and, therefore, thrust which
results in slower acceleration. Second, the reduce air density results in faster TAS
for same calibrated airspeed VR.

28
29
ISA AIR TEMPERATURE

ISA AIR TEMPERATURE : + 15 – ( ALT. / 1000 X 20 C )

Example:

The ISA FL 280 is:

+ 15 – ( 28 000 ft / 1000 X 20 C ) = - 41 0 C

ISA deviation.

ISA + ….. = The difference between Outside / Actual temperature to

ISA at certain level.

Example : OAT = - 31 0 C ISA + 10.

 THE INTERNATIONAL STANDARD
ATMOSPHERE (I.S.A.)
 Temperature in the I.S.A.
 At sea level = 15°C; decreases at a rate of 1.98°C/
1,000 ft up to the 36,090 ft (the I.S.A tropopause);
temperature = -56.5°C. in metric units the lapse rate
is 6.5°C/1,000 m; the tropopause height = 11,000 m
For calculation purposes we use 2 °C per 1,000 feet.

 As ISA assumes 15°C at sea level and a temperature

lapse rate of 2 °C per 1,000 feet can be used thus
calculation of the expected temperature is simply:
 15° - (2° x number of thousands of feet in altitude).
 For example the ISA temperature at 3,000 feet is: 15° -
(2° x 3) = 9 °C.
 ISA temperature at 4,500 feet is: 15° -(2° x 4.5) = 6 °C.
 ISA temperature at 9,000 feet is: 15° - (2° x 9) = -3 °C.
Calculation the expected temperature
 If the temperature at 3,000 feet is measured at 6°C
then the difference between this actual or ambient
temperature and the expected standard or ISA
temperature is 15°-(2°x3) = 9°C is ISA -3°C.
As this cooler than expected temperature by 3°C we
say that the temperature is ISA - 3°C.
 If the temperature at 5,000 feet is 9°C then the
difference between that actual and expected
temperature 15°C – (2°C x 5) = 5°C then as the
difference is warmer than the expected temperature
it is expressed as ISA + 4°C.
 Given :

- Airport Elevation 4000 ft

- OAT 20 º C
Find :
Temp Relative to ISA is : …………..

ISA+15 ( 4000/1000 X 2 ) = 7

20 ºc – 7º = ISA + 13

 Given :

Airport Elevation 7000 ft

Temp ISA + 12
Find :

OAT :…………….

ISA +15 ( 7000/1000X2) = 14

15ºC - 14º = 1º
15º + 1º = OAT 16º
Temp … (cont.)
 Temp can be expressed as: I.S.A. ± t° C
Pressure in the I.S.A. (see above)
 Pressure from sea level
 Pressure at aerodrome
 Pressure altitude
Density in the I.S.A. (see above)
 Now (only) 18,000 ft

13,000 ft

Pressure altitude (F.L.) - QNE

11,000 ft

Height - QFE
Altitude -
Transition
Transition

QNH
level
altitude

m.s.l. Aerodrome elevation

Standard pressure datum 1013.25 hPa (mbar)

Pressure altitude Altitude = Flight level Height above aerodrome
level

QFE : Field pressure

QNH
Sea level

QFE :
Actual atmospheric
Altimeter setting 29.92
inches (1013.2 mb )
Pressure at elevation
of the airport

Height :
Vertical distance between the lowest point of
The airplane and the airport surface

37
38
 PERFORMANCE
* TAKE OFF SPEEDS
* TAKE OFF PATH
* EN - ROUTE
* LANDING

39
TAKE OFF SPEEDS
 MINIMUM CONTROL SPEED ( VmcG ) on the
ground
 ENGINE FAILURE SPEED ( V EF)
 CRITICAL ENGINE FAILURE RECOGNITION SPEED
( V1 )
 ROTATION SPEED ( Vr )
 MINIMUM UN - STICK SPEED ( Vmu )
 LIFT OFF SPEED ( V lof )
 STALLING SPEED ( Vs )
 MINIMUM CONTROL SPEED ( VmcA )
 MINIMUM TAKE OFF SAFETY SPEED ( V2 min )
 INITIAL CLIMB OUT SPEED ( V2 )
40
 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.

41
 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
42
Limiting speeds : VMCG

The pilot’s action :

 recover control of the aircraft
 enable safe take off continuation

43
Operating speeds
Operating sp
ENGINE FAILURE SPEED
V1
( V EF )

VR

VEF V1

V2

• The speed at which the critical engine is assumed to fail

• During flight test, critical engine is made inoperative at VEF

VEF  VMCG

44
Operating speeds

 VEF : Engine Failure speed

 Relation between V1 and VEF :

• Time between failure and its recognition = 1s

• the aircraft is still accelerating...
• V1  VEF

failure failure detected,

occurrence pilot ready to react
VEF V1

45
Operating speeds
CRITICAL ENGINE FAILURE
RECOGNITION SPEED
( V1 )

V1
STOP

V1
35 Ft

• The take-off decision speed

46
 ROTATION SPEED
Operating speeds ( Vr )
Vr 35 Ft

V1 / Vr 35 Ft

• The speed at which raising of the nose gear shall be initiated

The rotation speed may not be less than :

- The speed V1
- 1.05 VMC
- 1.10 VS

47
Limiting speeds
MINIMUM UNSTICK SPEED
( V mu )

35 Ft
V LOF
V MU

• The speed which the aircraft can safe ly lift off the ground, and
continue the take-off without displaying any hazardous
characteristics

48
Limiting speeds

LIFT OFF SPEED

( V lof )

V LOF
VR 35 Ft

• The speed which the aircraft becomes airborne after

initiation of rotation at Vr

49
Limiting speeds
STALLING SPEED
Vs ( Vs )
1° Flaps

5° Flaps

Weight

• Power –off stalling speed depend primarily on flap position and

on aircraft weight

• The minimum speed at which the aircraft is controllable under power

off condition, or the power-off stalling speed

50
Limiting speeds : VMCA

• Minimum Control speed in the Air at which aircraft can be

controlled either :

• with a 50 maximum bank angle, or

51
Limiting speeds : VMCA

• with a 50 maximum bank angle, or

• no heading change

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

remaining at take off power.

5 º max

VMCA required limits : VMCA  1.2 Vs ( VMCA may not exceed 1.2VS )

52
Operating speeds
MINIMUM TAKE-OFF SAFETY SPEED
( V 2min )

V 2MIN V2
35 Ft

• The speed attained at or before reaching a height of 35 ft above

the take-off surface
The minimum take-off safety speed (V 2min ) may not be less than :

- 1.1 Vmc
- 1.2 Vs

53
Operating speeds

INITIAL CLIMB OUT SPEED

( V2 )

V2
35 Ft

• The speed at which the aircraft can attain at least the required
gradient of climb, and this speed must be attained at or before
reaching 35 ft above the take-off surface

V2 May not be less than :

- V2 Min
- Vr + speed increment attained before reaching a height of 35 ft above
the take-off surface

54
 TAKE OFF SPEEDS

V2
V 2MIN
V EF VR V MU
V MCG V1 V LOF 35 Ft

55
DIVIDED INTO TWO PART :

• TAKE-OFF DISTANCE

• TAKE-OFF FLIGHT PATH

56
THE TAKE-OFF

The take-off commences when the airplane stars to accelerate along the runway
and ends when the airplane climbs through a specified height, called the screen
height. The screen is an imaginary sheet of paper 35 ft high (for multi engine jet
airplanes and multi-engine turbo propeller airplanes with a maximum take-off
weight exceeding 5700 kg) which must be cleared by the lowest part of the
airplane (either gear or tail).

The take-off consist of two sections, a ground roll and airborne section.
The ground roll is the take-off run required (TORR). The total distance from
brake release to the screen is the take-off distance required.

57
 TAKE-OFF DISTANCE

V1 35 ft

TOD

• From standing start to the point at which the aircraft is 35 ft above

the take off surface

• The required TOD should not exceed the length of runway + stopway
+ clearway ( if present )
clearway

• The extension stopway and/or clearway should not never exceed 50 %

of the available runway length

58
 Horizontal distance along the T/O path from the start of the T/O
to the point at which the aircraft is 35 ft above the T/O surface.
TOD ( Take Off Distance One Engine out )

All Engines Operating One Engine Inoperative

TOD OEI = From BR to 35 ft V2

V1 VR V LOF 35 ft
VEF

TOD OEI

59
 TAKE-OFF RUN

V LOF
One eng. out V LOF
V1 VR 35 ft V1 VR All eng.
35 ft

TOR 1.15 X TOR

N-1 +15%
N-0
one engine out t/o run required All eng t/o run required
One engine out All engine out
½ airborne dist. ½ airborne dist.
• The horizontal distance along the take-off path from the start of the
take-off to the point equidistant between VLOF and where the airplane
is 35 ft above the take-off surface with an engine having failed at VEF.

• 115% of the horizontal distance along the take-off path from the start
of the take-off to the point equidistant between VLOF and where the
airplane is 35 ft above the take-off surface with all engines operating.

• TOR should not exceed the length of the runway

60
TAKE-OFF RUN

61
 ACCELERATE-STOP DISTANCE
Vx V1 STOP

ASD

The accelerate-stop distance is the sum of the distances necessary to :

• Accelerate the aircraft from a standing start to the speed Vx with all
engines operating
• Accelerate the aircraft from the speed Vx to the speed V1, assuming
the critical engine fails at Vx
• Come to a full stop from the point reached at the end of the accelerat
tion period

* The extension stopway should never exceed 50 % of the available

runway length.

62
 BALANCED FIELD LENGTH
• Balancing is making the optimum use of the available distance(s)
for TOD, TOR and ASD and be done by reducing V1

• Balancing is only possible when the take-off weight is limited by

the accelerate-stop distance ( ASD )

V1 / V R V LOF 35 ft

ASD
TOD
• The available distance for the TOD and the ASD is the runway
length. The ASD available is longer than the ASD required.

• The TOD available equals the TOD required, so the take-off weight
is limited by the TOD.

63
 BALANCED FIELD LENGTH

V1 VR V LOF 35 ft

TOD / ASD

• Balanced field length exists when the speed V1 is less than the
speed Vr, or when the ratio V1/Vr less than 1.

64
Balanced Field Length - The condition where the take-off distance or accelerate-
go distance is equal to the accelerate-stop distance. This distance must not exceed
the length of the runway. It is determined by the selection of V 1 speed. For a given
set of ambient conditions and aircraft weight, only one value of V 1 would cause
these distances to be equal and also less than or equal to the associated runway
length. This is called the balanced field length and is the minimum required for
take-off. Selecting a lower value for V1 reduces the accelerate-stop distance, but
increases the accelerate-go distance, whereas the selection of a higher V 1 would
have the exact opposite effect. Most operations calculate take-off performance
based on balanced field length (i.e. stopways and clearway planes are not utilized
in most cases).

65
 UN-BALANCED FIELD LENGTH

V1 35 ft
VR V LOF

ASD
TOD

• TOD required is longer than the runway.

• When take-off weight limited is limited by the TOD balancing is not

possible.

• Unbalanced field length exists when the speed V1 equals the speed Vr
or when the speed V1/Vr equals 1

66
 TAKE-OFF FLIGHT PATH 4 th 1500 ft
1.2 %
2 nd 3 th
1 st 1.2 %
2.4 %
35 ft
400 ft

35 ft
35 ft

TOD TAKE-OFF FLIGHT PATH

• Begins 35 ft above the take-off surface at the end of the take-off

distance to a point the aircraft is 1500 ft above the take-off surface

67
 Gross
Gross take-off flight path
1.2 %
1.2 % Net
Net take-off flight path
0.8 %
35 ft
0.8 %
2.4 %
35 ft
35 ft

• The gross take-off flight path can be defined as actual flight path of the
aircraft base on one engine file ( gradient of climb min 2.4 % )

• The net take-off flight path can be defined as the required minimum
obstacle clearance profile which clears all obstacles by at least a height
of 35 ft vertically. ( The net flight path gradient is the gross flight path
gradient reduced by 0.8 % ).
The net obstacle clearance in case of obstacle limitation as maintained
at 35 feet 68
69
 TAKE-OFF FLIGHT PATH

* Divided four segments and based on one engine inoperative:

• Landing gear extended ( first ) segment

• Initial climb-out ( second ) segment

• Acceleration ( third ) segment

• Final take-off ( four ) segment

70
 LANDING GEAR EXTENDED SEGMENT
( FIRST SEGMENT )
Landing gear
* The climb from the 35 ft height point to
the point of landing gear retracted. retracted

V LOF

* The conditions are :

Landing gear
- Landing gear initiated retract extended
- Flaps in take-off position segment
- Speed equal to V2
- Gradient of climb ≥ 0 % positive grad ( two engines)
not less than 0.3 % ( three engines )
not less than 0.5 % ( four engines )
- Take-off power

71
 INITIAL CLIMB OUT SEGMENT
( SECOND SEGMENT )
* The climb from the 35 ft height point Gross accelert
to the point reaching the selected gross height
acceleration height at a minimum of 2.4 %
400 ft height Min 400 ft
V LOF
35 ft

* The condition are :

Initial climb out
- Landing gear fully retracted segment
- Flaps in take-off position
- Speed equal to V2
- Gradient of climb ≥ 2.4 % ( two engines)
2.7 % ( three engines )
3.0 % ( four engines )
Take-off power

72
 ACCELERATION SEGMENT
( THIRD SEGMENT )
* Divided into two part :
1.2 % V FC

Min 400 ft
Gross accelerate height
V FR

Acceleration segment

• The acceleration in level flight from the point of reaching the selected
gross acceleration height to the point of speed ( V FC )

• The flap retraction speed ( V FR ) is the speed at which flap retraction

is initiated

73
 THIRD SEGMENT
•The conditions in this segment are :
1 st part :
· Landing gear retracted
· Flaps in take-off position
· Speed increasing from V2 to V FR ( flap retraction speed )
· Gradient of climb capability ≥ 1.2 % ( two engines)
1.5 % ( three engines )
1.7 % ( four engines )
· Take-off power

2 st part :
· Landing gear retracted
· Flaps retracting/retracted
· Speed increasing from V FR to V FC ( final take-off climb speed )
· Gradient of climb capability ≥ 1.2 %
· Max continuous power

74
 FINAL TAKE-OFF CLIMB SEGMENT
( FOURTH SEGMENT )

• The climb from the point of reaching the final 1.500 ft

take-off climb speed ( V FC ) to the 1.500 ft
height point 1.2 %
V FC

Final take-off
Climb segment
The conditions in this segment are :

• Landing gear retracted

• Flaps retracted
• Speed equal to V FC ( final take-off climb speed )
• Gradient of climb ≥ 1.2 % ( two engines)
1.5 % ( three engines )
1.7 % ( four engines )
• Maximum continuous power
75
 5 nm
ENROUTE
All engines operative

1.1 % Net flight path

1000 ft
• The condition are : Single engine ceiling

Landing gear retracted

Flap retracted
Speed equal to VFC (= speed equal to single engine enroute climb speed )
Gradient of climb ≥ 1.1 %
Max continuous power

• The slope of the net en-route flight path should be positive at an altitude
of at least 1.000 ft above all terrain and obstructions along the route within
5 nm on either side of the track or alternatively.
76
• When flying over height terrain the en-route requirements can limit
the take-of weight as it must be possible to clear obstacles at the
required margin of 2.000 ft in the net flight path

* Factor affecting cruise performance :

• Aircraftcruise weight
• Density altitude
• Wind condition

77
 EN-ROUTE REQUIREMENT

• Gross weight limitations permitting the aircraft to retain sufficient

climb performance

• Minimum altitudes, high enough to permit the aircraft to overfly

high terrain in case of loss altitude

• Predetermined decision points where the aircraft can either continue

or return safely during altitude loss, over high terrain

( base on one engine inoperative )

78
 DRIFT DOWN
All engines operative Decision point
wind

Cruising altitude

2000 ft

Minimum en-route altitude 2000 ft

1000 ft Single engine ceiling

Minimum en-route altitude

Single engine ceiling 79
 APPROACH-CLIMB AND LANDING-CLIMB
V REF
50 ft
APROACH CLIMB
* THE CONDITION ARE :
• Landing gear retracted
• Flap in approach position
• Speed ≤ 1.5 % VS
• Gradient of climb ≥ 2.1 %
• One engine inoperative
• Max continuous power
* The climb after a discontinued approach
With critical the critical engine inoperative
* The climb after a discontinued landing
with all engine operating
LANDING CLIMB
* THE CONDITION ARE :
• Landing gear extended
• Flap in landing position
• Speed ≤ 1.3 % VS
• Gradient of climb ≥ 3.2 %
• All engine
• Take-off power
80
 LANDING FIELD LENGTH

* The Landing distance is the horizontal distance necessary to land and

to come to a complete stop from a point 50 ft above the landing
surface.

• The actual landing distance is 60 % of the required landing field length

for the airport of intended destination.

• and 70 % of the required landing field length for the airport of alternate
destination.

81
 LANDING FIELD LENGTH

DESTINATION

STOP
50 ft

ACTUAL LANDING DIST

60%

AVAILABLE LAND. FIELD LENGTH

• The required landing field length should not exceed the available
length of the runway

• The required landing field length is 100/60 times the actual landing
distance for destination ( 100/60 x actual landing distance )

82
 LANDING FIELD LENGTH

ALTERNATE
STOP
50 ft

ACTUAL LANDING DIST

70 %

AVAILABLE LAND. FIELD LENGTH

• The required landing field length should not exceed the available
length of the runway

• The required landing field length is 100/70 times the actual landing
distance for alternate ( 100/70 x actual landing distance )

83
 LANDING FIELD LENGTH
STOP
50 ft

ACTUAL LANDING DIST

60 % WET
REQ. LAND. FIELD LENGTH
DRY REQ = 100/60 x Actual Landing Dist
(jet aircraft)
100/70 x Actual Landing Dist (prop.aircraft)

WET REQ = 115/100 x Dry Required

Available landing field length

REQ. LAND. FIELD LENGTH

DESTINATION: DRY REQ = 100/60 x Actual Landing Dist

ALTERNATE : DRY REQ = 100/70 x Actual Landing Dist

WET REQ = 115/100 x Dry Required

84
•EXAMPLE :

• AVAILABLE RWY LENGTH 2200 M

ACTUAL LANDING DISTANCE : 700 M

DRY REQUIRED : 100/60 x 700 M = 1167 M

WET REQ : 115/100 x 1167 M = 1342 M

Note : * The landing data are base on a smooth, dry and hard surface
runway

* For landing on wet runway the required landing field length

shall be multiple by 1.15

* With one or more anti skid unit(s) inoperative, the required

landing field length will be increased by 14 % (percent)

85
 end

INSTRUCTURE : SYAMSUL AZHAR, SE

86
 PAVEMENT AND AIRCRAFT CLASSIFICATION NUMBERS

Consider if the surface of the runway and other maneuvering areas are strong
enough for the operation of particular airplanes.

The ACN/PCN method has been developed by ICAO as the international

method of reporting the bearing strength of pavements. Aircraft classification
numbers (ACN) give a relative load rating of the aircraft on pavements specified
sub-grade strengths. ACN values for most airplanes have been calculated by
ICAO and are published in aeronautical information publications.

The pavement classification number (PCN) represents the load bearing strength
of the pavement in terms of the highest ACN that can be accepted on the
pavement for unrestricted use

87
A PCN is reported in a five-part format. Apart from the numerical value,
notification is also required of the pavement type (rigid or flexible) and the sub-
grade support category. Additionally, provision is made for the aerodrome
authority to limit the maximum allowable tyre pressure. A final indication is
whether the assessment has been made by a technical evaluation or from
experience of aircraft using the pavement.

Example: PCN80/R/B/W/T

The PCN is 80. The pavement is rigid of medium strength and there is no tire
pressure limitation. It was assessed by technical evaluation. It is the numerical
value of the PCN that is compared to the ACN.

ACN/PCN AND OVERLOAD OPERATIONS

An individual aerodrome is allowed to permit overload operations as long as the

pavement remains safe for use by an airplane. PCN has a safety factor allowed
for, which means that an airplane with an CAN 10% greater than PCN would be
acceptable as long as the pavement is in good condition.

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PCN AIRPORT TJQ 29 FCYT

PCN = ACN.MAX -- MAX T/O. MASS – ACN. MAX X ( ACN.MAX-ACN.EMPTY )

MAX T/O. MASS – EMPTY.MASS

Max. Take-off Mass = 53.297 kg see ACN table Jeppesen

Max. Empty Mass = 24.381 kg see ACN table Jeppesen

ACN max = 31.15

ACN empty = 15

53297 – X x ( 31 – 15 )
29 = 31 –
53297 – 28916

29 – 31 = 53297 – X x 16
24381

2 = – 53297 – X
24381

53297 – X
0.125 =
24381

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0,125 x 24381 = 3047

3047 = 53297 – X

X = 53297 – 3047
= 50.250 Kg

Maximum Take-off Weight with Strength /PCN 29 FCYT is : 50.250 Kg

90
PERFORMANCE :

ADALAH KEMAMPUAN SUATU PESAWAT TERBANG YANG

TELAH DITENTUKAN OLEH PABRIK PEMBUATNYA DAN
TELAH DIUJI OLEH TEAM YANG RESMI, BAIK ITU BERUPA
SEMUA KOMPONEN-KOMPONEN BAIK DIDARAT MAUPUN
DALAM UJI TEST FLT.

91
PERFORMANCE MEANS :

IS DEALING WITH ALL KIND OF ASPECT THAT INFLUENCE

THE BEHAVIOR OF THE AIRCRAFT DURING ALL PHASE OF
FLIGHT EXECUTION.

92
 IMPROVED CLIMB

• Improved climb is used to increase the maximum allowable take-

off weight when a plane is climb limited, as well as certain
obstacle limited situations. To use improved climb, there must be
excess field length, tire speed, and brake energy margin.
The improved climb procedure increase the normal V2, and
because of that increases the climb capability of the airplane.
V1 and VR are also increase when V2 increased. Because of the
use of higher speeds, there must be sufficient runway available to
use improved climb.

93
• When using improved climb, remember these things :

- Tire speed and brake energy V1 restrictions must be met.

- Obstacle clearance requirements must be met.

- Field length requirements must be met at the higher speeds.

94
TAKE OFF-DATA :
• Take-off speeds
• Take-off path
• Take-off distance
• Take-off run
• Accelerated-stop distance are determine :
- at each weight
- altitude
- ambient temperature within the operational limitations
- selected configuration for take-off

Take-off data are based on a smooth, dry, hard-surface runway

The take-off data must include, within the established

operational limitations of the aircraft the following operational
correction factor :

• Nominal wind components along the take-off path

• Effective runway gradients
95
LANDING DATA :
• Aproach-climb
• Landing climb
• Landing speeds
• Landing field length are determine :
- at each weight
- altitude
- ambient temperature within operational limitations
- In the selected configuration for landing

The landing data are based on a smooth, dry, hard-surface runway

The landing data must include, within the established operational

limitations of the aircraft , the following operational correction
factors :

• Nominal wind components along the landing path

• Effective runway gradients

96
97
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