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Section 4: Performance Introduction

Table of Contents
0. Aircraft Limits.....................................................................................................3

1. Introduction ........................................................................................................5

2. Take-off Performance ........................................................................................7

2.1 Definitions .....................................................................................................7
2.2 Basis of the Regulated Take-off Mass (RTOM) Chart................................11
2.3 QTR Regulated Take-off Mass Chart..........................................................15
2.4 Thrust Bump ...............................................................................................20
2.5 Wet Runway – Corrections from a Dry Runway Chart ................................21
2.6 Determination of Maximum Takeoff Mass & Speeds ..................................23
2.7 Flexible Take-off..........................................................................................25
2.8 Contaminated Performance ........................................................................29
2.9 Airport data & EOSID’s ...............................................................................30
2.10 Interpolation & Extrapolation .......................................................................36
3. Landing Performance ......................................................................................37
3.1 Definitions ...................................................................................................37
3.2 Basis of Landing Mass data ........................................................................38
3.3 QTR Landing Mass Presentation ................................................................39
3.4 Calculation of Maximum Landing Mass.......................................................42
3.5 Engine-out Missed Approach (EOMA) ........................................................43
3.6 Contaminated Performance - Landing ........................................................50
3.7 Determination of Maximum Landing Mass – Flow Chart.............................51
4. Take off & Landing with System Failures ......................................................52
4.1 Takeoff ........................................................................................................52
4.2 Landing .......................................................................................................52
4.3 Required Landing Distance Table (with MEL items) ...................................53
5. In-Flight Cruise Performance ..........................................................................54

6. Appendix A: Wind Component Graph ............................................................56

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0. Aircraft Limits
Structural Mass Limitations
Max Ramp/Max Taxi Mass 233 900 kg
Max Take-Off/ Max Brake Release Mass 233 000 kg
Max Landing Mass 187 000 kg
Max Zero Fuel Mass 175 000 kg

Usable Fuel Volume

Wing Tank
Trim Tank Total
Outer Tanks Inner Tanks
LITERS 3 624 × 2 41 904 × 2 6 230 97 286

US GAL 957 × 2 11 071 × 2 1 646 25 702

Usable fuel volume per tank

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Section 4: Performance Introduction

1. Introduction
Qatar Civil Aviation Regulations (QCAR) determine the take-off procedures for the A330.
They are based on the worst-case scenario of an engine failure during take-off. These
procedures ensure that during take-off roll (with engine failure), the aircraft can be brought to
a complete stop before the end of the runway/stopway, or can take-off, reach V2 at 35ft (dry),
and complete the take-off avoiding all limiting obstacles.
A Regulated Take-off Mass (RTOM) chart is computed for each runway intended for use by
the A330 fleet. This is generated using approved Airbus performance software, in compliance
with JAA regulations. The RTOM chart is based on a mass entry scale, using an optimum
V2/VS1G.
This gives two advantages; one, where performance limited (or flex limited) it increases
speeds to maximise performance, and hence flex; and two, while at low mass and TMAX FLEX,
it utilizes low speeds to save tyres.
The A330-302 as BUMP installed. This is an improved thrust rating (up to 2.5%) at takeoff
which provides improved takeoff weights.
All airports in the Performance Handbook are “on watch” and are updated via a revision
service whenever airport characteristics change such as to adversely affect performance.
Where airport authorities issue notices to temporarily change runway/obstacle characteristics,
a SPECIAL FILE will be created detailing temporary RTOM charts and relevant notes. Special
Files are stored in dispatch, with a list of airfields where temporary performance is in effect.
Crews should check NOTAM’s and temporary RTOM’s prior to dispatch.
In addition, where temporary RTOM charts have a validity greater than 1 week, relevant
temporary RTOM charts are issued as a revision to the performance handbook. Temporary
RTOM charts are presented on yellow paper.
When aircraft diverts to a non-destination airfield (i.e. no takeoff charts on board the
aircraft), the commander should immediately advise dispatch. Dispatch will send takeoff
charts via fax/email. In the event that takeoff charts cannot be sent, the aircraft must not be
dispatched unless voice communication is made between the Commander and GMFO, Chief
Pilot, or Deputy Chief Pilot.
The A330-302 Performance handbook is filed alphabetically according to airport name,
configuration, and runway designator. The takeoff configuration, is marked on the top right
hand corner of the chart, and is further highlighted by a watermark behind the takeoff data. 4
colours are used to highlight differences between charts. Standard charts are on white paper.
Green paper is used for Air conditioning ON. Blue paper is used for an expanded mass scale.
While yellow paper is used for Temporary performance.

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2. Take-off Performance
2.1 Definitions
2.1.1 Runway Definitions
Stopway
An area at the end of the runway in the direction of take-off, no narrower than the runway,
centred on the extended centre line, and capable of supporting the aircraft during a rejected
take-off without causing structural damage to the aircraft. The Stopway is designated by the
Airport Authority for use in decelerating the aircraft during a rejected take-off.

Clearway
An area at the end of the runway in the direction of take-off, not less than 500 ft wide,
centred on the extended centre-line, and under the control of the Airport Authority. The
Clearway is designated by the Airport Authority as a suitable area over which the aircraft
may make a portion of its initial climb to a height of 35 ft (Dry runway) or 15 ft (Wet or
contaminated runway). The clearway may not be capable of supporting the mass of the
aircraft.
The clearway may have a maximum upward slope not exceeding 1.25%, above which no
object or terrain protrudes. However, threshold lights may protrude above the plane if their
height above the end of the runway is 0.66 m (26 ins) or less and if they are located to each
side of the runway.

TORA (Take-off Run Available)

The length of the runway, which is declared to be available and suitable for the ground run of
an aircraft taking off. This in most cases corresponds to the length of the runway.

ASDA (Accelerate Stop Distance Available)

The length of the Take-off Run Available plus the length of Stopway available (if Stopway is
provided).

TODA (Take-off Distance Available)

The length of the Take-off Run Available plus the length of Clearway available (if Clearway
is provided).
Clearway
500 ft
Take-Off Run Available Stopway

Accelerate-Stop Distance Available

Take-Off Distance Available

Screen Height

V1 VR Lift Off

Runway, Stopway & Clearway

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2.1.2 Runway Condition

Dry Runway
A dry runway is “one that is neither wet nor contaminated” per definitions below. This
includes paved runways that have been specially prepared with grooved or porous pavement
and maintained to retain an effectively dry braking action, even when moisture is present.

Damp Runway
A runway is considered damp “when the surface is not dry, but when the water does not give
it a shiny appearance”.
A Damp runway should be considered Wet for the purpose of performance calculations.

Wet Runway
A runway is considered wet “when the surface is covered with water, or equivalent, not
exceeding 3mm – or when there is sufficient moisture on the runway surface to cause it to
appear reflective (shiny) – but without significant areas of standing water”.

Contaminated Runway
A runway is considered to be contaminated when more than 25% of the runway surface area
(whether in isolated areas or not) – within the required length and width being used, is
covered by standing water, more than 3mm (1/8 inch) deep or slush & snow equivalent to
more than 3mm (1/8 inch) of water, or ice.
Un-cleaned rubber deposits in the touchdown zone result in the runway surface to be slippery
when wet.

Standing Water
Is caused by heavy rainfall and/or insufficient runway drainage with a depth of more than
3mm.
Slush
Is water saturated with snow that spatters when stepping firmly on it. It is encountered at
temperatures around 5°C and its density is approximately 0.85kg/liter (7.1 lbs/US GAL.)
Wet Snow
Is a condition where, if compacted by hand, snow will stick together and tend to form a snow
ball. Its density is approximately 0.4kg/liter (3.35 lbs/US GAL.)
Compacted Snow
Is a condition where snow has been compressed. A typical friction coefficient is 0.20.
Icy Runway
Is a condition where the friction coefficient is 0.05 or below. Take-off is prohibited under
such conditions.

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2.1.3 Airspeed Definitions

V1 (GO/STOP Implementation Speed)
Following failure of the critical engine one-second prior to V1 (VEF), V1 is the maximum
speed at which the ”GO/STOP” decision must be actioned to ensure:
GO
That the distance to continue the take-off to a height of 35 ft (Dry runway) or 15 ft (Wet or
contaminated runway), will not exceed the Take-off Distance Available.
STOP
That the distance to bring the aircraft to a full stop will not exceed the Accelerate-Stop
Distance Available.
V1 ≥ VMCG
V1 ≤ VR
V1 ≤ VMBE

VR (Rotation Speed)
The speed at which rotation is initiated during take-off to attain the V2 climb-out speed at a
height of 35 ft (Dry runway) or 15 ft (Wet or contaminated runway).
VR ≥ V1
VR ≥ 1.05 VMCA

V2 (Climb-out Speed)
This is the take-off safety speed, which must be reached by 35 ft (Dry runway) or 15 ft (Wet
or contaminated runway), with one engine inoperative.
V2 ≥ 1.1 VMCA
V2 ≥ 1.13VS1G

VEF
Speed at which the engine failure occurs

VMCG
Minimum control speed on the ground during take-off, at which the aircraft can be controlled
by the use of the primary flight controls only (i.e. no nose-wheel steering), after a sudden
failure of the critical engine, the other engine remaining at take-off thrust rating.

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VMCA
Minimum control speed in flight at which the aircraft can be controlled with a maximum
bank angle of 5°, if one engine fails, the other engine remaining at take-off thrust rating
(take-off flap setting, gear retracted).

Note: Minimum V1/VR/V2 speeds are presented on the RTOM chart.

VMBE (Maximum Brake Energy Speed)

The maximum speed on the ground where by the brakes can absorb all the energy required to
stop the aircraft at a given mass.
V1 ≤ VMBE

VMU (Minimum Unstick Speed)

The minimum speed at which the aircraft can be made to lift-off the ground, and to continue
the take-off without any hazardous characteristics. FCOM 2.2.25 presents V2 Limited by
VMU/VMCA tables.

VS1G (Stalling Speed)

The 1g stalling speed.

Green Dot Speed

The optimum engine-out operating speed in clean configuration. It corresponds to the best lift
to drag ratio.

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2.2 Basis of the Regulated Take-off Mass (RTOM) Chart

The JAA Certification rules determine the take-off procedures for the Airbus A330. They
ensure that in the event of an engine failure during take-off, it shall be possible either to
abandon or continue the take-off with full safety, having regard to the length of the runway,
stopway, clearway, second segment climb and obstacles in the take-off flight path, for the
prevailing wind, temperature and pressure altitude.
Compliance with the Certification Rules is ensured by the use of the appropriate Regulated
Take-off Mass (RTOM) chart and the associated V1, VR and V2 speeds.
The Regulated Take-off Mass is based on the following assumptions:
o Engine failure one second prior to V1. Action taken at V1
o The engine failure procedure detailed below
o A smooth, hard-surfaced runway
o Actual runway condition
o No reverse thrust credit (dry runway only)
o Air Conditioning OFF
o Anti Ice OFF
o Optimised V1/VR (0.84 to 1.00) to maximise take-off mass for GO/STOP
consideration.
o Optimised V2/VS1G (1.13 to 1.35) to maximise take-off mass for second
segment and obstacle clearance considerations.

2.2.1 Engine failure 1 second before V1 (STOP)

o Engine failure occurs at VEF (1 second before V1)
o At V1, immediately reduce all thrust levers to IDLE and monitor autobrake operation.
Take over brake control with brakes if necessary.
o Ground spoilers are raised automatically (armed prior to take-off)

Note: If autobrake is not used, maximum brakes should be applied simultaneously

with the reduction of thrust levers.
Use maximum reverse thrust when the performance takes benefit of the reverse
thrust effect. (Even though the RTOM chart may not actually take it into
account for dry runways.

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Take-off thrust Engine Failure Wheel brakes Aircraft brought

All engines 1 sec prior to V1 on at V1 to rest

TAKE-OFF RUN STOPWAY

ACCELERATE-STOP DISTANCE

Accelerate Stop Diagram

2.2.2 Engine failure at V1 (GO)

- Continue acceleration one engine inoperative to VR, initiate rotation reaching V2 at 35ft
- Retract landing gear as soon as positive rate of climb has been established.
- Continue Climb-out at speed V2 to acceleration altitude.
- Aircraft is flown level; flaps are retracted as aircraft accelerates to green dot speed.
- On reaching greed dot speed, MCT flashes and the pilot moves the thrust lever on the
live engine to MCT. This satisfies the 10-minute regulatory limitation on TOGA thrust.

Note: Where reduced thrust takeoff is performed, even though single engine takeoff
performance is met with reduced thrust, consider selecting full thrust after
engine failure having first ensured aircraft stabilization.

2.2.3 Take-off Flight Path – Engine failure at V1

Regulations demand that the actual take-off mass must permit minimum regulatory climb
gradients to be complied with to reach 1500 AAL, or higher for obstacle clearance. The
different phases of this take-off flight path are called segments.
The regulatory take-off flight path, in case of an engine failure extends:
o From the point the aircraft passes through the screen height.
o Up to 1500 feet above the take-off surface or higher for obstacle clearance.

Two kinds of take-off flight paths have to be distinguished:

o Gross Flight Path
o Net Flight Path

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0
Gross/Net Flight Path
Note: The point 0 indicates the 35ft point on the flight path

Gross Flight Path

Gross Flight Path (demonstrated) performance is the performance the operator can expect to
achieve, when the aircraft is flown to the manufacturers recommended procedures.

Net Flight Path

Net Flight Path performance represents the gross flight path performance degraded by legally
specified amount. This is a function the number of engines (0.8% for a twin engine aircraft
taking-off). Obstacle clearance calculations are based on the Net Flight Path. For enroute
engine failure (drift down procedures), climb capability is degraded by 1.1%.

Note: The net flight path begins at 35ft for dry, wet and contaminated runways.
Therefore when taking off from a wet or contaminated runway, you may only
clear close in obstacles by 15ft. care should be taken to avoid close in obstacles.

Screen Height
This is a regulatory reference height, used for take-off performance determination.
o It is measured at the end of the Take-off Distance (End of the runway).
o The screen height value depends on the runway condition. On dry runway it is equal
to 35 feet. On wet or contaminated runway, the screen height can be reduced to 15
feet.
o On take-off with engine failure the aircraft must be capable reaching this point at a
speed of V2.
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2.2.4 Climb Gradient Requirements

First Segment
From the beginning of the take-off flight path, 15 or 35 feet above the take-off surface (end
of TOD) to the point at which the gear is fully retracted. Regulations require that the climb
gradient be positive for a two engine aircraft, with one engine out.

Second Segment
From the point at which the gear is fully retracted to the altitude at which the flaps and slats
start being retracted (level-off height).
It is a climb phase defined with the following assumptions:
o Engine failure at VEF (1 sec before V1), the remaining engine at take-off thrust rating
o Flaps/slats take-off configuration
o Landing gear fully retracted
o Constant speed phase (V2 speed)
Twin-engine aircraft must be capable of a minimum climb gradient of 2.4%, in still air.

Third Segment (Level-off Height)

This is the engine-out acceleration height, which must be at least 400 AAL, however Qatar
Airways has set 1500ft AAL as standard. The acceleration altitude maybe higher due to
obstacle clearance requirements, or it may be lower due to the maximum acceleration altitude
limitation.
The maximum acceleration altitude is limited by the 10-minute TOGA thrust limitation. At
some airfields this limits the engine-out acceleration altitude to lower than 1500ft AAL. In
this case the maximum acceleration is presented and should be used.
The third segment is used to accelerate in level flight to the optimum speed, retracting the
flaps and slats to the clean configuration. The excess energy to accelerate must be at least
equivalent to that required to give a climb gradient of 1.2% (engine inoperative).

Note: The all engine acceleration altitude is the higher off; 1500ft, the engine-out
acceleration altitude on the takeoff chart, or the requirements of the noise abatement
procedure.

Final Take-off Segment

This segment only exists if the thrust must be reduced to maximum continuous before the
aircraft reaches 1500 feet. It starts from the end of the third segment and ends when the
aircraft reaches 1500 feet above the take-off surface or more if required for obstacle
clearance.
It is defined according to the following assumptions:
o One engine failure at VEF speed, the remaining engine at take-off thrust rating
o Maximum continuous thrust rating thereafter
o Clean slats/flaps configuration
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2.3 QTR Regulated Take-off Mass Chart

The Qatar Airways Regulated Take-off Mass (RTOM) chart gives for a range of masses and
winds:
o The maximum takeoff mass, or highest flexible temperature
o Take-off speeds
o Limitation code

2.3.1 Mass Entry Chart Description

The RTOM chart is based on a Mass entry chart.

Mass Headwind(kt)
1000kg 10
Flex Temp, or
Limit Code
max OAT limit
V2
51 3-6
214 2.3
Mass
159/67/73 VR
+
Mass Increment
V1

Take-off Performance Legend

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2.3.2 Sample RTOM chart

SAMPLE CHART

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2.3.3 RTOM Chart Description

(1) Runway Characteristics
a. Aerodrome Elevation: Elevation of airport at Aerodrome reference point
b. Slope: Average slope, Minus sign means downhill. The slope is the difference
in altitude between the two runway ends.
c. Take-off Run Available (TORA)
d. Accelerated Stop Distance Available (ASDA)
e. Take-off Distance Available (TODA)
f. Landing Distance Available (LDA)

(2) Airport Name

(3) Runway Identifier & Take-off configuration

(4) TREF & TMAX

(5) Airport Identifier: ICAO / IATA

(6) Engine out Procedure

(7) Company Notes

(8) Acceleration altitude
(9) Wind scale
(10) Mass scale

(11) Qatar Airways Logo

(12) Aircraft & Engine type

(13) Conditions
a. Runway condition – Dry
b. Air conditioning – OFF
c. Anti Ice - OFF
d. QNH – 1013 hPa
(14) Obstacle data
This is the obstacle data used for performance calculations. Distances are calculated
from end of TORA in meters and heights in feet above the runway end (i.e. end of
TORA).
(15) Minimum speeds
This is applicable only in case of speed corrections. They are conservative, and may
be slightly higher than V1/VR/V2 displayed in the take-off chart.

(16) QNH correction

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High & Low QNH correction, in kg/hPa

(17) Air-conditioning ON correction

(18) Wet runway correction.

Wet runway correction, where reversers are operational and ON.

(19) Landing Performance

Landing data is provided for two Landing configs and four wind components on a wet
runway. Landing data is produced as a function of airport elevation, landing distance,
tire speed, brake energy, landing climb and approach climb. The approach climb is
based on an OAT of ISA+15.

(20) Revision Date

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2.3.4 Limitation Codes

Limit codes 1 – 9 detail the performance-limiting factors.
1. 1st segment
2. 2nd Segment
3. runway length
4. obstacle
5. tyre speed
6. brake energy
7. Maximum mass
8. final take segment
9. VMU limited

2.3.5 Dark bold line along columns

Masses and speeds limited by minimum control speeds (VMCA, VMCG) are indicated by a
shaded bar to the left of each wind column. When in this region of the chart, move up the
wind column to the first box without the bold line, and read the flex and speeds from here.
It is allowable to move to the left (tailwind), if the box does not have a dark bold line, and
there is no penalty to Flex.

2.3.6 QCAR Ops Line-up Correction

Runway declared distances are corrected for a QCAR Ops Line-up correction of 180°.
However where performance limited, actual alignment allowance may be used. The
following values are based on a nose wheel steering angle of 60°.

0° Entry 90° Entry 180° Entry

TODA 0m 22.9 meters 48.3 meters
TORA / ASDA 0m 47.9 meters 73.3 meters

2.3.7 Optimum V2/VS1G

The RTOM tables are produced using a performance optimisation procedure to give the best
possible take-off mass. This procedure may use improved climb performance and its
associated increase in speeds to increase take-off mass.
o High Speeds - To increase maximum take-off mass or flexible temperature, when
climb, or medium to distant obstacle limited.
o Low Speeds – To increase maximum take-off mass when field length limited, close in
obstacle limited, or brake or tyre speed limited. Or, when at maximum flexible
temperature (TMAX FLEX), and increased speed does not give any benefit.
Note: At a given point on most charts (especially CONF 1+F), there is a transition
from the low-speed optimisation to the high-speed optimisation. This results in
a large increase in speed for a small change in mass. This becomes quite
noticeable around 190 to 200tons.

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Where corrected take-off mass is in this region, consider using CONF 2 or 3 if

there is no significant loss in flex temperature. If electing to use CONF 1+F,
interpolation of speeds is allowed, but not required, (speeds may be taken for
the next higher mass row).

2.4 Thrust Bump

Thrust BUMP is an increased thrust rating (same rating as the A330-203 (CF6-80E1A3)).
Use of BUMP requires a takeoff chart based on BUMP. These have been produced for
selected airports, and are differentiated between the standard chart with the wording BUMP
after the aircraft type under the logo. In addition BUMP takeoff charts are on Blue paper.

• Thrust bump is activated by 1 of 2 guarded push buttons that are located on each
thrust lever.

• When BUMP is armed, the thrust levers must be set to TOGA. It is not possible to
FLEX when using BUMP.

• Thrust bump is not available for Go-Around or Touch & Go

• The associated increase in weight, gives and an increase in VMC and VMU limiting
speeds

NOTE:
Use of Thrust Bump (blue chart) should only be considered when takeoff is not possible
using TOGA thrust (white chart).

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2.5 Wet Runway – Corrections from a Dry Runway Chart

Definition - A runway is considered wet when the surface is covered with water, or
equivalent, - not exceeding 3mm - or when there is sufficient moisture on the runway surface
to cause it to appear reflective - shiny - but without significant areas of standing water.
2.5.1 Thrust Reversers Operational
Where Both thrust reversers are available at the start of the take-off roll on a WET runway,
corrections are taken from the RTOM chart.
Maximum takeoff Mass limited
o Determine maximum take-off mass and associated speeds for a DRY runway. Making
applicable corrections (QNH, Air Conditioning & Anti-Ice).
o Reduce MTOM by the Wet runway max takeoff mass decrement, first line, left of “/”.
o Reduce V speeds by the Wet runway speed correction, second line.
o Check corrected speeds against minimums presented on chart.

Flexible take-off
o Determine flex temperature, and speeds for DRY runway, making applicable
corrections (QNH, Air conditioning & Anti-Ice).
o Make Wet runway flex temperature correction, first line, right of “/”.
o Reduce V speeds by the Wet runway speed correction, second line.
o Check corrected speeds against minimums presented on chart. See note.
Note: When take-off is with maximum flex, make the wet runway speed correction
using the speeds corresponding to the highest mass possible with TMAX FLEX.
If the corrected speeds are higher than the speeds calculated in normal
conditions (dry runway), retain these lower speeds.

2.5.2 Thrust Reversers Inoperative

Where One or both thrust reversers are not available for take-off on a WET runway. Two
sets of tables are presented depending whether there is a clearway available or not (i.e TODA
is greater than TORA)
Maximum Take-off Mass (MTOM) limited.
o Determine maximum take-off mass and associated speeds for a DRY runway. Making
applicable corrections (QNH, Air conditioning & Anti-Ice).
o Subtract mass decrement from MTOM (next page).
o Subtract speed decrement from take-off speeds (next page).
o Check corrected speeds against minimums presented on chart.
Flexible take-off
o Determine flex temperature, and speeds for DRY runway, making applicable
corrections (QNH, Air conditioning & Anti-Ice).
o Subtract flex decrement (next page).
o Subtract speed decrements (next page).
o Check corrected speeds against minimums presented on chart. See next page.
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Take-off
CONF 1+F CONF 2 CONF 3
CONF
Runway Length 4000 & 3500 & 3000 &
3000 3500 2500 3000 2000 2500
(Meters) above above above
Flex
3 4 4 3 4 4 1 4 4
temperature
Mass correction
3.0 4.3 4.3 3.2 4.4 4.0 1.2 4.3 4.6
(kgs)
V1 decrement
12 13 12 13 13 12 10 13 13
(kt)
VR and V2
3 4 4 3 4 4 0 4 5
decrement (kt)
Wet Runway corrections with Reverse Thrust INOP (NO CLEARWAY)
(FCOM 2.04.10, P4, Seq 015)

Take-off
CONF 1+F CONF 2 CONF 3
CONF
Runway Length 4000 & 3500 & 3000 &
3000 3500 2500 3000 2000 2500
(Meters) above above above
Flex
6 6 9 7 6 4 5 5 5
temperature
Mass correction
6.4 6.4 11.4 6.5 6.6 5.1 5.8 5.9 5.3
(kgs)
V1 decrement
12 12 10 12 12 12 10 12 12
(kt)
VR and V2
6 6 11 6 6 6 4 6 6
decrement (kt)
Wet Runway corrections with Reverse Thrust INOP (WITH CLEARWAY)
(FCOM 2.04.10, P5, Seq 015)

2.5.3 Equivalent Depths

The equivalent of a wet runway is one covered with or less than:
o 2 mm (0.08 inch) slush
o 3 mm (0.12 inch) standing water
o 4 mm (0.16 inch) wet snow
o 15 mm (0.59 inch) dry snow
Under these conditions, use the normal RTOW tables with wet runway corrections.

Additional Notes
The wet runway correction is based on a screen height of 15ft (even though the net flight path
starts at 35ft), due care should be taken if close-in obstacle limited. In such circumstances
obstacles may only be cleared by as little as 15 ft in the engine-out case.

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2.6 Determination of Maximum Takeoff Mass & Speeds

o Calculate the runway wind component, See wind graph Appendix A, or rear side of
checklist.
o Enter the chart moving down the actual wind column. Reading the mass
corresponding to the actual OAT. This is your corrected Maximum Take-off Mass.
o Make corrections to the Maximum Take-off Mass for; (See flow chart, next page)
- QNH (from RTOM chart)
- Anti Ice ON (from bug card, but subtract the value),
- Wet runway (from RTOM chart)
o Read take-off speeds for OAT, (minus WET runway speed correction if required).
End procedure

NOTE:
Takeoff mass is the sum of mass entry and delta mass.

2.6.1 Take-off with TOGA power, where take-off mass is less than MTOM
Where take-off mass is below MTOM, but a flexible take-off is not possible, select the lower
speeds of:
- Speeds for your OAT, (minus WET runway speed correction if required)
- Speeds associated to your Corrected Take-off Mass, (minus WET runway speed
correction if required)

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2.6.2 Determination of Maximum Takeoff Mass & Speeds - Flow Chart

From RTOM chart

Based on: Actual Wind Component
Standard QNH (1013.25 hPa)
Air Conditioning Packs OFF & Anti-Icing Bleeds OFF
Dry Runway

Pressure Correction
Use QNH influence correction below RTOM table, except:
LOW QNH: SUBTRACT Low QNH correction from chart maximum takeoff mass
HIGH QNH: ADD High QNH correction to chart maximum takeoff mass

Engine Anti Ice ON Engine & Wing Anti-Ice ON

Subtract 450 kg from chart MTOM Subtract 2200 kg from chart MTOM

Air Conditioning OFF

Chart is based on AC OFF – no correction

Wet Runway
Wet Runway, Reversers ON:
Using WET Influence correction below the RTOW table, Subtract wet runway correction from
chart MTOM (1st line, left of “/”)
Wet Runway, Reversers OFF:
Use Wet runway procedure (thrust reversers Inoperative) page 4-21.

Thrust Setting
Select TOGA (assuming max takeoff mass)

Takeoff Speeds
Dry Runway:
Read takeoff speeds for OAT.
Wet Runway, Reversers ON:
Read speed as per dry runway; make WET runway speed correction RTOM chart (2nd line of
wet runway correction)
Wet Runway, Reversers OFF:
Use Wet runway procedure (thrust reversers Inoperative) page 4-21.

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2.7 Flexible Take-off

When an aircraft takes off at a mass lower than the maximum permissible, the aircraft can
meet the required performance with reduced thrust. This is referred to as FLEXIBLE TAKE-OFF
and the reduced thrust is called FLEXIBLE THRUST TAKE-OFF.
The CF6-80E1A4 engine is flat rated up to ISA+15 at sea level. The engine is limited for
mechanical reasons in this region. When above TREF the engine is limited by the heat
generated, and the N1 is reduced so as not to overheat the engine. The main reason for engine
wear is excessive heat, and the best way of saving the engine is to reduce the heat. This is
done by reducing N1 using the Flexible take-off technique.
The use of Flexible Thrust reduces thermal and mechanical stresses in the engines while
ensuring that the required level of performance is achieved. Any amount of reduced thrust for
take-off is desirable to reduce engine wear. The greatest benefit is realized in the first 5% of
thrust reduction, as this brings peak EGT out of the most critical range, though thrust
reduction in excess of 5% is still of considerable benefit.

Note: Where the corrected flexible temperature is marginally below TREF, or within
10 degrees of TREF or OAT, consideration should be given to selecting the air-
conditioning OFF or from the APU (Bleeds OFF), as this may give an increase
to flexible temperature. AC OFF corrections are detailed on the RTOM chart.
When not time constrained, consider using longer intersection takeoff positions
or full runway length, to maximise flex.
Consider using maximum tail wind component on the RTOM chart to reduce
takeoff speeds, whenever flexible temperature is not be affected.

2.7.1 Definitions
TREF
TREF is the flat rating temperature. It is a function of pressure altitude. TOGA must be used
where calculated flex temp is below TREF.
TREF is ISA+15°C (30°C at sea level)
TMAX
Maximum Outside Air Temperature (OAT) certified for take-off. Take-off with an OAT
above TMAX is prohibited. This is to ensure that the MCT limit is not exceeded.
TMAX is ISA+40°C (55°C at sea level)

TFLEX MAX
The Maximum assumed temperature for flexible take-off. This is to ensure that the 25%
thrust reduction from the full rated takeoff thrust is not exceeded.
TFLEX MAX is ISA+43°C (58°C at sea level)

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2.7.2 Requirements
Take-off at reduced thrust is permissible only if the airplane meets all applicable performance
requirements at the planned take-off mass with the operating engines at the thrust available
for the assumed temperature.
Take-off at reduced thrust is allowed with any inoperative item affecting the performance
only if the associated performance shortfall has been included in the take-off chart. Example,
a specific RTOM chart produced, incorporating the performance penalties.
The flexible take-off thrust cannot be lower than the max continuous thrust used for the final
take-off flight path computation (at ISA + 35 at 16,600 ft and above).

The FADEC takes the following 2 constraints into account to determine flex N1.
o Thrust cannot be reduced by more the 25% of the full take-off rated thrust
o The flexible take-off N1 cannot be lower than Max climb N1 at the flight conditions

Flex thrust must NOT be used when:

o The flexible temperature is lower than the TREF and OAT
o When the runway is considered contaminated
o When Reported friction coefficient is below 0.40
o Windshear conditions
o When any device affecting performance is inoperative. And a specific RTOM chart
has not been computed for the specific MEL item. (Except for thrust reversers).

2.7.3 Flex Temp - Take-off Procedure

There is no change in the take-off procedure using flexible thrust take-off. In the event of an
engine failure during take-off or initial climb-out, there is sufficient thrust available at the
reduced N1 setting to continue the take-off and meet all performance requirements. However
to increase the safety margin additional thrust may be selected by advancing the thrust levers
to the TOGA detent.

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2.7.4 Determination of Flexible Temperature & Speeds

o Calculate the runway wind component, See wind graph Appendix A, or rear side of
checklist.
o Take the actual take-off mass from the Load sheet.
o Using the bug card, make corrections to the actual mass for:
- Non-standard pressure conditions (from RTOM chart)
- Anti Ice ON (from bug card, if applicable)
- Air conditioning ON (from RTOM chart)
o Enter the RTOM chart mass column, with the corrected take-off mass, crossing to the
actual wind component column, and add the mass increment. See Note 1.
o Record the temperature. (This temperature value represents the maximum allowable
OAT, or maximum flexible temperature for your take-off mass.
o For the corrected mass, check the presented temperature is;
- Less than OAT: Take-off PROHIBITED.
- Greater than OAT and less than TREF: Take-off with TOGA power.
- Greater than TREF: and less than TFLEX MAX: Take-off with Flex Temp
o Read the speeds associated with the corrected mass.
End Procedure

Note 1: MTOM is the sum of the mass in the corresponding mass entry column, and
the delta mass in the wind column.
Note 2: It is allowable for the corrected mass to be higher than the maximum
structural mass. In this case the speeds are taken for the higher mass, however
the actual takeoff mass must not be greater than maximum structural mass.

2.7.5 Take-off with TOGA power, where take-off mass is less than MTOM
Where take-off mass is below MTOM, but a flexible take-off is not possible, select the lower
speeds of:
- Speeds for your OAT, (minus WET runway speed correction if required)
- Speeds associated to your Corrected Take-off Mass, (minus WET runway speed
correction if required)

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2.7.6 Determination of Flexible Temperature & Speeds - Flow Chart

From RTOM chart

Based on: Actual Mass
Actual Wind Component
Standard QNH (1013.25 hPa)
Air Conditioning Packs OFF & Anti-Icing Bleeds OFF
Dry Runway

Pressure Correction
Use QNH influence correction below RTOM table:
LOW QNH ADD LOW QNH correction to actual take-off mass
HIGH QNH SUBTRACT HIGH QNH from actual take-off mass

Engine Anti Ice ON Engine & Wing Anti Ice ON

ADD 450 kg to actual takeoff mass Add 2200 kgs to actual takeoff mass

Air Conditioning ON
ADD AC ON correction to actual takeoff mass

Wet Runway
Wet Runway, Reversers ON:
Using WET influence correction below RTOM table; SUBTRACT flex correction from
flexible temperature (1st line, right of “/”)
Wet Runway, Reversers OFF:
Use Wet runway procedure (thrust reversers Inoperative) page 4-21.

Thrust Setting
Enter RTOM chart, with corrected takeoff mass. Read Temperature (TEMP).
o FLEX temp less than OAT; *DO NOT Takeoff
o OAT greater than TMAX; DO NOT Takeoff
o FLEX temp greater than OAT,
AND less than TREF Takeoff with TOGA Power. Observe MTOM
o Flex temp greater than TREF,
AND less than TMAX FLEX; Takeoff with Flexible Power

Takeoff Speeds
Dry Runway:
Read takeoff speeds for corrected mass.
Wet Runway, Reversers ON:
Calculate speed as above for dry runway; make speed correction for WET runway from
RTOM chart (2nd line of wet runway correction)
Wet Runway, Reversers OFF:
Use Wet runway procedure (thrust reversers Inoperative) page 4-21.

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2.8 Contaminated Performance

2.8.1 Definitions
See page 4-8

Equivalent Depths
The equivalent of a wet runway is one covered with or less than:
o 2 mm (0.08 inch) slush
o 3 mm (0.12 inch) standing water
o 4 mm (0.16 inch) wet snow
o 15 mm (0.59 inch) dry snow
Under these conditions, use the normal RTOW tables with wet runway corrections.

The equivalent of 6.3mm (¼in) slush covered runway, is one covered with or less than:
o 12.7 mm (1/2 inch) wet snow.
o 50.8 mm (2 inches) dry snow.
Under these conditions, use the contaminant RTOM chart for ¼ Slush.

NOTE:
For operations from contaminated runway refer to Ops Manual Part A section 8.3

2.8.2 General
Contaminant takeoff charts are stored in despatch for most destination airports. Where
contaminant performance is not available, apply FCOM 2.04.10 procedures.
Take-off in slush depths greater than one half inch (13mm) are not approved due to possible
damage as a result of slush impingement on the airplane structure.

2.8.3 Basis of QTR Contaminated RTOM charts

The RTOM tables for contaminated runways are based on Certified Flight Manual data and
covers both stopping from the critical speed V1 with one engine inoperative and with two
engines operating. Continued take-off is based on achieving a screen height of at least 15 feet
by the end of the runway.
The data is based on:
o The contaminant is a layer of uniform depth and density over the entire length of the
runway. There is reduced friction due to surface contamination
o Anti-skid, spoilers, and reverser thrust are operational and ON.
o There is increased drag due to the rolling resistance of the wheels
o There is increased drag due to spray on the airframe and gears
o One engine with reverse thrust for deceleration
o Performance benefit of ‘Clearway’ NOT accounted for
o Maximum thrust is used for takeoff

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2.9 Airport data & EOSID’s

2.9.1 Obstacle Data
The obstacles analysed in the RTOM chart are those positioned in the take-off flight path as
defined by the ICAO cone. This satisfies QCAR Ops takeoff cone requirements
The cone is defined as starting with a half width of 90 meters at the end of the Take-off
Distance Available (TODA), and expanding at 0.125 times the distance from the end of the
TODA to a maximum half width of 900 meters.

2.9.2 Flight Path with Engine Failure at VEF

When an engine failure occurs during takeoff, the obstacle clearance is based on the “Engine-
Out Standard Instrument Departure (EOSID)” or “Special EOSID”.
Engine failure procedures are based on engine failure at VEF (1 sec before V1) (or after, but
before initial turn on to SID), to avoid obstacles that have not been considered in the analysis,
and which would reduce the Regulated Take-off Mass, or flex temperature if they were to be
considered.
If engine failure occurs after initial turn onto SID, continue following the SID. At airfields
where such performance is not guaranteed, a SID specific decision point procedure is
developed.
If the engine out missed approach does not satisfy the constraints of the published missed
approach (gradient/height restrictions… See page 4-43). The EOSID should be followed. If
the EOSID is ‘standard’, do not turn until passing the far end of the runway.
The heights of obstructions are modified to reflect climb gradient loss due to banking. No
gradient degradation is applied to a turn with a magnetic heading change less than 15°.
The procedures provide a min terrain clearance of 35ft in level flight, and 50ft during a turn.
It is imperative that the turn be commenced at the proper time, distance or location as
specified in the instruction for each turn procedure. Turning too early, with the subsequent
reduction in the climb gradient, may well leave no clearance over close-in obstacles in the
vicinity of the airfield, and turning too late may take the aircraft outside the area over which
the terrain clearance performance has been calculated.

Emergency Turn

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2.9.3 Engine failure in VMC Conditions

Provided terrain clearance is not in doubt, and airplane mass and climb performance are
adequate, the pilot may:
o Accept radar vectoring by ATC
o Follow the departure route
o Remain visually in the vicinity of the airfield
If unable to assure the above conditions, the published EOSID or special EOSID should be
adopted.

2.9.4 EOSID Wording Abbreviations

EOSID’s and Special EOSID’s use some common abbreviations described below:
LT Left Turn
RT Right Turn
ITCPT Intercept
PRCD Proceed
ABM Abeam
INBD Inbound (Outbound will not be written explicitly.)
HDG Heading. Magnetic course with three digits.
track True course above ground with three digits.
RIVER Waypoint as published in AIP. Usually accompanied by a distance and
radial information to a Navaid
‘DIK‘ 114.4 Navaid in inverted commas, always followed by the frequency with
‘FR‘ 297 maximum one decimal
12 DME Distance (NM) from a DME facility. No decimal is shown if zero.
7.5 DME Always followed by the navaid with frequency.
R 007 Radial information with three digits. Always followed by the navaid
with frequency.
12 DME R 007 Combination of the above two pieces of information, the DME
information is provided first.
QDM 342 Magnetic course towards the navaid following this information.
QDR 018 Magnetic course from the navaid following this information.
Always three digits.
enter HLDG Holding (Omitted, if so far flight path description ended at a navaid.)
Hold BTN Hold between. Holding information if no holding fix is available and
the usual holding pattern (5NM straight, see below) can’t be used.
(073 INBD,RT) Holding pattern, showing heading and turn direction at a holding fix.
Only INBD information will be provided.
(additional
Sometimes redundant additional information is provided in brackets.
Info.)

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2.9.5 Engine failure speed schedule

Engine failure procedures are based on an engine failure at V1 speed. If a engine fails during
takeoff after reaching V1 speed, following climb speeds shall be maintained:

Engine failure at or below V2 speed

→ After liftoff follow SRS commands

above V2
→ Maintain SRS commanded attitude or the speed reached after recovery

The minimum speed must be at least V2

2.9.6 Acceleration Altitude, Bank Angles & Holding Pattern

The acceleration altitude is 1500ft standard. It maybe higher due to obstacle clearance
requirements, or lower due to the 10 minute TOGA thrust limitation. It is rounded up to the
nearest 100 ft.
Where a turn is required before reaching green dot speed, it is based on 15 degrees.
Thereafter a bank angle of 25 degrees is used.
The engine failure holding pattern is based on 5NM legs with a 2NM radius turn. There is a 3
NM buffer zone of protected airspace on each side of the intended holding track.

2.9.7 EOSID (Engine Out Standard Instrument Departure)

o Climb straight ahead on runway track, until the acceleration altitude is attained.

o Level off for flap/slat retraction, accelerate, and at the same time start a 15° banked
turn to the navigation aid specified in the EOSID.
o Accelerate in level flight to green dot speed, which may be achieved prior to or after
reaching the NAVAID.
o After flap/slat retraction, climb with MCT to desired altitude, continuing to follow
EOSID. Don’t stop climbing until completing at least one round in holding.
On the RTOM chart, the acceleration altitude, NAVAID and holding pattern together with
the word EOSID is provided.

Notes:
The Engine-out SID Procedure (EOSID) guarantees obstacle clearance over the whole flight
path, provided the airplane continues climbing after flap/slat retraction for at least one round
in the holding pattern.
The Commander has to decide the safe altitude where climb will be finished for further
actions. The minimum levels or altitudes of the standard holding patterns as shown on
Instrument charts are valid only for ALL engines operating.
Maximum continuous thrust (MCT) must be set after 10 minutes takeoff thrust application,
however may be used earlier but never before flap retraction is completed.

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Example: EOSID
(Based on sea level airport)

EOSID: LT to ‘FIX’ 113.3 (270 INBD, RT).

Acceleration Altitude 1600 ft

900 m

EOSID Flight Path

Obstacle clearance is assured within the shaded area.

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2.9.8 Special EOSID

Where a straight-out climb to the acceleration altitude does not provide obstacle clearance, a
Special ESOID will be defined. Unless otherwise specified, this procedure does not affect the
assumed climb technique but presents specific navigational information. Therefore, as before;
o Climb straight ahead on runway track, until the time, height or location specified for
the start of the turn is reached.
o At acceleration altitude, level off for flap/slat retraction and accelerate to green dot
speed.
o After flap/slat retraction, climb with MCT to desired altitude, continuing to follow
Special EOSID.
On the RTOM chart, the acceleration altitude, NAVAID(s) and holding pattern together with
the word Special EOSID is provided.

Notes
The Engine-out SID Procedure (Special EOSID) guarantees obstacle clearance over the
whole flight path, provided the airplane continues climbing after flap/slat retraction for at
least one round in the holding pattern.
The Commander has to decide the safe altitude where climb will be finished for further
actions. The minimum levels or altitudes of the standard holding patterns as shown on
Instrument charts are valid only for ALL engines operating.
Maximum continuous thrust (MCT) should be set after 10 minutes takeoff thrust application,
however may be used earlier but never before flap retraction is completed.

See example next page

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Example: Special EOSID

EOSID: At 3 DME ‘FOX’ 116.2 (600 ft QNH), RT to ITCPT R 270 ‘FOX’ 116.2.
When passing 1900 ft QNH, LT to ‘FD’ 350 (287 INBD, RT).

Acceleration Altitude 1000 ft QNH

Explanation:
This Special; EOSID describes the following flight path.
At 3 DME from the navigation aid “FOX” 116.2, (or 600 ft QNH if DME “FOX” is
Inoperative), make a right turn and intercept the radial 270 from navaid “FOX” 116.2. Climb
on R270 until reaching the acceleration altitude 1500 ft QNH and accelerate for flap/slat
retraction to green dot speed.
After flap slat retraction continue climb with MCT. When passing 1900ft QNH left turn to
the navaid “FD” 350. Enter the holding pattern (3287 INBD”, RT) appropriate to the
navigation aid “FD” 350 using standard entry and holding procedures. Continue climb to
desired altitude for further action.

Special EOSID Flight Path

Obstacle clearance is assured within the shaded area.

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2.10 Interpolation & Extrapolation

Interpolation is allowed between consecutive lines and/or columns to determine an accurate
take-off mass, however a conservative mass may be extracted by using the next highest mass
and/or the more limiting wind component.
For masses lower that the lowest presented mass on the RTOM chart, take-off speeds are not
to be extrapolated. i.e. read speeds for the lowest presented mass.

2.10.1 Interpolation

Example: To interpolate to find the MTOM for an OAT of 41°C,

Interpolation of mass
Mass temperature
236.2 39°C
228.3 43°C
Difference in temperature is: 43 – 39 = 4°C
Difference in mass is: 236.2 – 228.3 = 7,900 kgs
The unit change in mass per 1°C is: 7,900 ÷ 4 = 1,975 kg/°C
41°C is 2°C below 43°C
With a delta mass of 1,975 kg/°C
2 °C represents 1,975 x 2 = 3,950 kgs
Adding this on to the mass value for 43°C
228,300 + 3,950 = 232,250 kgs

Maximum performance limiting take-off mass @ 41°C is 232,250 kgs.

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3. Landing Performance
3.1 Definitions
3.1.1 Actual Landing Distance - Dry
The distance measured between a point 50 feet above the runway threshold and the point
where the aircraft comes to a complete stop.
Based on VAPP and VLS (1.23VS1G), with ground spoilers and antiskid operating, assuming
maximum pilot braking, and no reverse thrust.

3.1.2 Required Landing Distance - Dry

The Required Landing Distance – Dry, is the Actual Landing Distance - Dry multiplied by an
operational factor of 1.67.

3.1.3 Required Landing Distance – Wet

The Required Landing Distance – Wet, is the Required Landing Distance - Dry multiplied by
a factor of 1.15.

3.1.4 Required Landing Distance – Contaminated

The Required Landing Distance – Contaminated, is at least the greater of the Required
Landing Distance – Wet, and 115% of the Actual Landing Distance – Contaminated.

NOTE:
Use of reverse thrust significantly reduces stopping distances on wet and contaminated
runways. The affect of reverse thrust on a dry runway is in the region of 2% at sea level.

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3.2 Basis of Landing Mass data

The certification rules require that the landing mass must not exceed:
1. The landing mass determined by runway length requirements. This is referred to as the
Landing Mass (Field Length Limit).
2. The landing mass determined by climb gradient requirements in the approach and landing
configuration. This is referred to as the Landing Mass (Approach Climb Limit).
3. Design structural limits.

3.2.1 Regulatory Requirements (QCAR–OPS 1.510, 1.515, 1.520)

Landing Mass (Field Length Limit)
QCAR Ops establishes two considerations in determining the maximum permissible Landing
Mass (Field Length Limit). The landing mass used for flight planning purposes will not
exceed:
1. The still air landing mass on the most favourable runway (longest runway).
2. The landing mass taking into account the forecast wind on shorter runways, where due to
anticipated conditions (wind direction, ATC or noise abatement procedures) such a
runway may be in use.
The allowable landing mass on the shorter runway is limited to the still air landing mass on
the longest runway.
Where an operator is unable to comply with point 1 above… For a destination aerodrome
having a single runway, where landing depends upon a specified wind component, an
aeroplane may be despatched if (two) 2 alternate aerodromes are designated which permit
full compliance.
Where an operator is unable to comply with point 2 above… For a destination aerodrome,
the aeroplane may be despatched if an alternate aerodrome is designated which permits full
compliance.

Landing Mass (Approach Climb Limit)

“For instrument approaches with a missed approach gradient greater than 2.5% an operator
shall verify that the expected landing mass of the aeroplane allows a missed approach with a
climb gradient equal to or greater than the applicable missed approach gradient in the one-
engine inoperative missed approach configuration and speed.”
“For instrument approaches with decision heights below 200 ft, an operator must verify that
the expected landing mass of the aeroplane allows a missed approach gradient of climb, with
the critical engine failed and with the speed and configuration used for go-around of at least
2.5%, or the published gradient, whichever is greater.”
Approach Climb mass based on missed approach configuration, gear up, and TOGA thrust.

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Landing Mass (Landing Climb)

Landing Climb limit is the maximum mass at which a gradient capability of 3.2% can be
achieved under the following configuration: landing flaps, gear down, both engines at
maximum go-around thrust. This is never limiting on a twin engine jet aircraft.

Landing Requirements

Overweight Landing Requirements (JAR 25.1001 Subpart A)

In exceptional conditions, an immediate landing at a mass above the Maximum landing mass
is permitted, provided the pilot follows the abnormal overweight landing procedure. The
approach speed may be increased to 1.4 VS1G to improve the approach climb.
“The aeroplane meets the climb requirements of approach Climb gradient (2.1%) and
landing climb gradient at maximum takeoff-weight, less the actual or computed weight of the
fuel necessary for a 15 minute flight comprised of a takeoff, go-around, and landing at the
airport of departure”

3.3 QTR Landing Mass Presentation

Landing data is presented for 2 landing configurations, a wet runway, and a range of winds:
o The maximum Landing mass (function of field length and approach climb)
o Limitation code
o Actual / Required Landing Distance on a wet runway
o Approach speed (used to calculate the maximum landing mass)

3.3.1 RTOM landing data is based on the following assumptions:

o In the missed approach configuration, to maintain a 2.1% gradient in the engine out
scenario.
o In the landing configuration, to maintain a 3.2% gradient in the all engine operating
scenario.
o VLS+5 Final Approach Speed (VFA), and Go-Around
o Air-conditioning OFF
o Anti Ice OFF
o 990hPa QNH (no correction for QNH)
o OAT = ISA+15
o Medium Autobrake (ALD); Maximum pedal braking (RLD)
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3.3.2 Chart description

LANDING PERFORMANCE DATA
VFA 0.8 KT/ 1000 Kg
Final Approach
Speed Correction Final Approach
Headwind(kt) Speed
10
Maximum
Limit Code
landing mass
174.0 137 3
ALD (Wet Rwy) 1932 / 2398
Medium Auto Brake
RLD (Wet Rwy)

Chart description
3.3.3 Limitation Codes
Limit 1 to 6 detail the landing performance limitation codes.
1 Max structural Weight
2 Landing Distance
3 Approach Climb
4 Landing Climb (never limiting)
5 Tire Speed
6 Brake Energy

3.3.4 Special Landing Chart

At limiting airfields or where the missed approach gradient is greater than 2.5%, a special
landing chart is produced and placed behind the RTOM chart. It has the same general format
as the landing data (on RTOM chart) except it is based on;
o Range of ISA temperatures
o Standard QNH (with correction)
o Climb gradient of the published missed approach (if based on the missed approach),
or the EOSID (if based on EOSID).
The basis (EOSID or otherwise) is clearly stated on the chart. In the case of the published
missed approach, the engine out acceleration altitude is the level-off altitude or MSA, which
ever is lower.

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SAMPLE CHART

Sample Special Landing Chart

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3.3.5 QNH and Air Conditioning OFF correction

Delta QNH Mass and VFA

and AC OFF correction
correction

3.3.6 Special Landing Chart Description

1. Basis of landing chart
2. Airport information
3. Runway condition (Dry, Wet or Contaminated)
4. Missed approach procedure
5. Accelerations Altitude
6. ISA temperature scale
7. Landing Performance data
8. Landing config
9. QNH correction
10. AC OFF correction
11. VFA correction

3.4 Calculation of Maximum Landing Mass

3.4.1 RTOM Chart
Landing data (at bottom of RTOM chart) takes in to account both field length, and 2.1%
Approach Climb limitation (CAT I). It is based on the temperature ISA+15, and is valid for
this temperature, and all lower temperatures.
For temperatures above ISA+15, the landing data is still valid for field length considerations,
however it is necessary to check the 2.1% approach climb limitation from FCOM 3.5.35 for
your OAT.
OAT less than ISA+15
- Read maximum landing mass from RTOM chart. If limiting, check the 2.1%
approach climb table in FCOM 3.5.35 using actual OAT.
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OAT greater than ISA+15

- Read maximum landing mass from RTOM chart.
- Read Maximum Approach Climb mass from 2.1% Approach climb table.
- Take the lower of these two figures as the limiting landing mass.
The maximum landing mass is limited to the MTOW for that runway. This should be
checked whenever:
- Published Missed approach altitude constraint is not met (section 3.5)
- No special Landing chart available.
- Landing at a runway other than the departure one

3.4.2 Calculation of maximum landing Mass (CAT II/III)

Landing data at bottom of RTOM chart account for field length limit, and 2.1% CAT I
approach climb gradient. For CAT II operations, the field length limit (data at bottom of
RTOM chart) is still valid, however it is necessary to calculate the approach climb mass
using the CAT II approach climb tables FCOM on 3.05.35.
Procedure
- Read maximum landing mass from RTOM chart.
- Read Maximum Approach Climb mass from CAT II Approach climb table.
- Take the lower of these two figures as the limiting landing mass.

NOTE:
Maximum performance limiting landing mass is based on a climb gradient of 2.1%
(CAT I), and 2.5% (CAT II). Unless the procedure of section 3.5 is carried out and met,
the engine failure procedure (EOSID) must be used in case of single engine operation.

3.4.3 Special Landing Chart

The special landing chart details for a range of ISA temperatures and winds the landing
performance taking into account the published missed approach, or if limiting an engine out
procedure. The flight track is detailed on the chart, and is valid for any mass on the chart.
- Read maximum landing mass, final approach speed VFA, and landing distance
based on OAT (ISA) and wind
- Make correction of QNH and AC OFF as appropriate

3.5 Engine-out Missed Approach (EOMA)

The published missed approach is the preferable procedure to fly in the event of missed
approach. The following paragraphs define a procedure to allow the pilot decide whether the
constraints of the published missed approach are met in the single engine scenario.
The standard published missed approach is based on a climb gradient of 2.5% to a specified
final altitude. It does not include a level off segment for acceleration and clean up. TOGA
thrust is available for 10 minutes, and the aircraft must level off and clean up within these 10
minutes).
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The following table presents the maximum altitude that can be reached during a single engine
missed approach at maximum landing mass. It accounts for maintaining at least 2.5% climb
gradient to a level-off altitude; acceleration and configuration clean up within the 10-minute
TOGA limitation at that altitude.
To follow the published missed approach, the following criteria must be met:
• Below maximum structural landing mass (187,000kg)
• Missed Approach Final altitude or MSA is lower than the maximum altitude
specified in the following table.
• Published missed approach does not have a climb gradient greater than 2.5%
• There are no positional constraints. I.e. must reach altitude X by position Y.
The EOSID must be used whenever:
• Any one of the above criteria is not met.
• Whenever the commander has doubt about the aircrafts climb performance.
• In Kathmandu.
When following the published missed approach, the engine out acceleration altitude is
the level-off altitude or MSA, which ever is lower.

Maximum Level-off Altitude Table

Maximum Structural Landing Mass (187,000Kg)

Approach Climb CONF 3 and 2
Pressure ISA +15 or
ISA +20 ISA +25 ISA +30 ISA +35 ISA +40
Altitude below
0 ft 5600 ft 5400 ft 4900 ft 4300 ft 3700 ft
1000 ft 6200 ft 6100 ft 5600 ft 5000 ft 4400 ft
2000 ft 6800 ft 6700 ft 6200 ft 5700 ft
3000 ft 7400 ft 7300 ft 6900 ft 6300 ft
4000 ft 8000 ft 7900 ft 7500 ft
5000 ft 8600 ft 8500 ft
6000 ft
Table 1: Maximum Level-off Altitude Table

Based on:
Climbing on Runway heading followed by a 180° turn in heading
AC ON (AC OFF correction not calculated!)
VLS+5 (Correction for increased approach speed not calculated)

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3.5.1 Flow Chart

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Example 1
Doha 34, Elev 26ft, OAT 30C (ISA+15), QNH 1003
Landing at Maximum landing Mass (187,000kg)
Published Missed Approach: Climb on Heading 336 to 2000ft, then level turn right to rejoin
VOR holding
Result
Max Landing Mass: 235,000kg, VFA 158kts, 2003m/2900m (CONF FULL)
235,000kg, VFA 163kts, 2130m/3089m (CONF 3)
There is no correction for QNH, as the landing chart is based on 990hPa

Published missed approach or engine failure procedure?

The published missed approach requires climbing out to 2000ft. Entering the altitude
constraint table with pressure altitude and OAT (ISA+15), the maximum altitude is 5600ft.
Therefore, for single engine missed approach, follow the published missed approach.

Example 2
Doha 34, Elev 26ft, OAT 40C (ISA+30), QNH 1013
In-flight emergency returning to land at 231,000kg
Result
Max Landing Mass: 235,000kg, VFA 158kts, 2003m/2900m (CONF FULL)
235,000kg, VFA 163kts, 2130m/3089m (CONF 3)
As the OAT is greater than ISA+15, the above landing data is only valid for field length
considerations. The approach climb limitation must be checked from FCOM 3.5.35

From FCOM 3.5.35 (2.1% approach climb table with correction for AC OFF)
234,000kg (Approach Climb CONF 2… Landing CONF 3)
219,000kg(Approach Climb CONF 3… Landing CONF FULL)

Check MTOW Runway 233,000kg*

* If originally taking off from Rwy 34, there would be no need to check the MTOW.
Landing CONF FULL is limiting. However landing CONF 3 is not. As per QRH overweight
landing procedure, when landing at a flap other than CONF FULL, use CONF 1+F for
approach climb. Therefore land CONF 3, and go-around CONF 1+F.
For single engine missed approach, follow takeoff Special EOSID.

NOTE:
IF engine failure procedure is EOSID (and not Special EOSID), Do not initiate turn to
NAVAID until passing far-end of runway.

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Example 3
Zurich 16, Elevation 1391ft. OAT 15°C (ISA+5), QNH 1003
CAT II Landing at MLW (187,000kg)

Result
Max Landing Mass: 180,700kg, VFA 139kts, 1690m/2164m (CONF FULL)
189,700kg, VFA 148kts, 1865m/2392m (CONF 3)
With QNH and AC OFF Correction
Max Landing Mass: 182,900kg, VFA 141kts (CONF FULL)
192,400kg, VFA 149kts (CONF 3)
Landing is limited to CONF 3. For single engine missed approach, (as per special landing
chart) follow published missed approach. The approach must be with AC OFF.

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SAMPLE CHART

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SAMPLE CHART

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3.6 Contaminated Performance - Landing

NOTE:
For landing on a contaminated runway please also refer to Operations Manual Part A
Section 8.3

Required Landing Distance on a contaminated runway is the greater of:

o 1.15 times the actual landing distance for the contaminant
o Required Landing Distance Wet
Required Contaminated Landing Distances (Based on ¼ inch Water) are detailed on page 4-
52. Other contaminants are less limiting - and therefore this data is conservative. See page 4-
8 for definitions of contaminated runways.
When landing on a contaminated runway ensure:
o Crosswind limitations are observed.
o Approach at normal speed.
o Use maximum reverse thrust as soon as possible after touchdown.
o Apply brakes normally with steady pressure.
o Maintain directional control with the rudder as long as possible.

The presence of fluid contaminants (standing water, slush or loose) on a runway adversely
affects the braking performance (stopping force) by:
o Reduces the friction force between the tires and the runway surface. Based on:
- Tire tread condition (wear), and pressure
- Type of runway surface
o Creating a fluid layer between the tires and the runway surface, thus reducing contact
area, and increases the risk of hydroplaning.

The presence of fluid contaminants also positively contributes to the stopping force by:
o Resisting the wheels forward movement (displacement drag).
o Creating a spray pattern that strikes the landing gear and airframe (impingement
drag).

3.6.1 Landing on Slippery Runways

If µ is less than 0.20 treat the runway as a slippery. Landing on a slippery runway is not
approved.

3.6.2 Landing on Icy Runways

Not approved

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3.7 Determination of Maximum Landing Mass – Flow Chart

Landing Performance Flow chart

Special Landing Chart From Bottom of RTOM chart:

Wet Runway Wet Runway
CONF FULL and CONF 3 CONF FULL and CONF 3
MED Autobrake Medium Autobrake
1013.25 hPa QNH 990 hPa QNH
AC Packs ON A/C PACKS OFF
Anti Ice OFF Anti-Ice OFF

OAT < ISA+15 OAT > ISA+15

A) Read maximum landing mass, A) Read Maximum landing mass, A) Read Max Landing Mass from RTOM
approach speed, and stopping approach speed, and stopping chart
distance from special landing distance from bottom of RTOM chart B) For OAT determine Approach Climb
chart B) If limiting, find Approach Climb Mass from FCOM 3.05.35 2.1% table
B) Make QNH and AC OFF Mass for actual OAT (FCOM 3.5.35) C) Take the lower of the two masses
correction as appropriate

Follow Flight track Published Missed Approach or Engine failure Procedure

as described on Follow procedure detailed in section 3.5 to determine whether to follow published
Special Landing chart missed approach or EOSID in the single engine scenario

Icing Enroute
If Icing conditions, and forecasted landing OAT is below 10°C
o Reduce Landing Mass (Approach Climb Limit) by 5%
o Increase Minimum approach by 5 knots
o Increase the landing distance by 1.1

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4. Take off & Landing with System Failures

4.1 Takeoff
Takeoff charts taking into account MEL items (non-standard RTOM charts) can be produced
by Flight Operations Engineering. These will be issued when required and are valid only for
the duration of the intended flight. Therefore, any non-standard RTOM charts brought on-
board the aircraft should be removed by the crew at the end of the flight.
IF an MEL item affecting performance occurs away from base, corrections to the Maximum
Takeoff Mass and Speeds may be obtained from the MEL. If communication with Dispatch
is possible (especially at performance limiting airfield), a specific non-standard RTOM chart
can be sent. However additional delays should not be incurred while awaiting charts, and the
aircraft may be dispatched by making the appropriate corrections from the MEL.

4.2 Landing
For landing gear MEL failures, generic landing distance tables are presented on page 4-53.
Either flap setting may be used provided the approach climb gradient requirements are met in
the Approach Climb configuration.
In an emergency it is allowable to land on runways as short as the Actual Landing Distance
(no failure) multiplied by a landing distance coefficient associated with the failure.
Actual landing distances are detailed on page 4-52 (with no failures), and also in QRH 4.02
& 4.03 (FCOM 2.03.10 p3 & 4). Make corrections to approach speed and actual landing
distance for system failures from FCOM 3.02.80 or QRH 2.26.

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4.3 Required Landing Distance Table (with MEL items)

To be completed !!

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5. In-Flight Cruise Performance

To be completed!

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5.1.1 Rate of Climb Table

As a rule of thumb: Ground Speed x Grad % = Ft/min

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6. Appendix A: Wind Component Graph

Wind Component Graph

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