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True Performance

True Performance. Pro. EFB. PRODUCT FEATURES & USER INTERFACE. HOW & WHY OF PERFORMANCE CALCULATIONS. A look at methods for calculating performance. The good, the bad and the ugly. What does this presentation cover?. CAVU Companies. Who. Founded 1982 Privately held

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True Performance

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  1. True Performance Pro EFB

  2. PRODUCT FEATURES & USER INTERFACE HOW & WHY OF PERFORMANCE CALCULATIONS A look at methods for calculating performance The good, the bad and the ugly What does this presentation cover?

  3. CAVU Companies Who Founded 1982 Privately held Located in upstate NY James Deuvall Founder/CEO Flew part 135 for ExecAir Sim Instructor “Aircraft Performance, Myths & Methods”

  4. The overriding issue regarding performance is: Weight Weight = Time Weight = Money Weight = Expectation Weight = Safety Why

  5. How

  6. --Single Obstacle Obstacle Gradient Obstacle How we’re taught performance

  7. Net Gradient Obstacle Gradient 35ft Obstacle NET VERSUS GROSS From the perspective of the aircraft and AFM Gross Gradient

  8. Net Takeoff Flight Path Step #1 Published DP Real Life ? Obstacle Identification Surface (OIS)

  9. 35ft PansOps SID (or ODP) TERPS vs Pans-Ops DP Gross Gradient

  10. .8% 35ft PansOps SID (or ODP) TERPS vs Pans-Ops DP Gross Gradient Net Gradient (OIS)

  11. .8% Assume to be Terrain 35ft PansOps SID (or ODP) TERPS vs Pans-Ops Gross Gradient 35ft Net Gradient 70ft

  12. .8% Assume to be Terrain 35ft Assume to be Terrain TERPS TERPS vs Pans-Ops DP Gross Gradient DP Gross Gradient 24% of gross gradient Net Gradient (OIS) Net Gradient or OIS At runway surface Pans-Ops

  13. AC 120-76B • Type B applications must not extrapolate or project results not represented by the AFM-approved data point's envelop of conditions including, pressure altitude, temperature and/or weight [Par 10 (e)(4)(f)] • Creation of a new algorithmic method to replace AFM data is not allowed in Type B applications [Par 10 (e)(4)(g)] • Type B algorithms must adhere to the same data methodology as the AFM-approved data [Par 10 (e)(4)(g)] • For performance, Type B applications, must represent net climb gradient with considerations including, but not limited to, level-off, acceleration, transitions and engine takeoff power time limits. [Par 10 (e)(4)(f)] • Type B applications must accurately address engine inoperative gradients and obstacle clearance plane and weight limits. [Par 10 (e)(4)(f)] • Transition from airport area performance to enroute climb performance and obstacle clearance must be addressed. [Par 10 (e)(4)(f)] • Type B applications are suitable only insofar as they accurately reproduce the paper AFM data. [Par 10 (e)(4)(f)]

  14. Incorrect Method #1

  15. Gear up and locked

  16. 1870/31000 = 6.03% 1870 Required 6.6% 31000

  17. Factoring in the Transition / Acceleration Segment 2000 ft

  18. “We use runway analysis, and all of that has been taken care of. It allows us to depart under conditions we couldn’t before.”

  19. Runway Analysis

  20. SID lateral safety limits

  21. Runway analysis lateral safety margin

  22. SID gradient

  23. Net SID gradient

  24. Terrain within SID limits

  25. Runway Analysis vertical clearance requirement

  26. 4 Segment Climb vertical clearance and path

  27. Briefing Differences EFB-PRO • Continue the DP • Pitch to V2 • Climb to indicated altitude • Level-off, cleanup the aircraft, accelerate to Vfto • Adjust N1 • Continue Climb to safe altitude

  28. Any Runway Analysis • Decide which DP to select Briefing Differences • Reno 16 • 16L • 16LDP • 16LDP1 • 16LDP2 • 16R • 16RDP • 16RDP1 • 16RDP2

  29. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements Briefing Differences

  30. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify Briefing Differences

  31. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) Briefing Differences

  32. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) Briefing Differences

  33. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances Briefing Differences Vtire Vmbe V1min Vmcg V1 V2 Vr V2 Vfr Vfto Venr Vref Vapp

  34. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances • Adjust level-off altitude, if any, for temperature. Be aware of overrides Briefing Differences

  35. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances • Adjust level-off altitude, if any, for temperature. Be aware of overrides • When to adjust N1 Briefing Differences

  36. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances • Adjust level-off altitude, if any, for temperature. Be aware of overrides • When to adjust N1 • Discuss hold, entry and bank angle, automate or hand-fly Briefing Differences

  37. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances • Adjust level-off altitude, if any, for temperature. Be aware of overrides • When to adjust N1 • Discuss hold, entry and bank angle, automate or hand-fly • Discuss what to do if engine loss is after airborne or turn Briefing Differences

  38. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances • Adjust level-off altitude, if any, for temperature. Be aware of overrides • When to adjust N1 • Discuss hold, entry and bank angle, automate or hand-fly • Discuss what to do if engine loss is after airborne or turn • Adjust system & meteorological effects Briefing Differences

  39. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances • Adjust level-off altitude, if any, for temperature. Be aware of overrides • When to adjust N1 • Discuss hold, entry and bank angle, automate or hand-fly • Discuss what to do if engine loss is after airborne or turn • Adjust system & meteorological effects • What to do after the hold Briefing Differences

  40. Any Runway Analysis • Decide which DP to select • Discuss the DP special requirements • Enter special DP manually into FMS #2 and verify • Discuss how to switch over FMS #1 to #2, (switch-over delay) • Discuss crosswind effect (particularly heading vectors) • Calculate V speeds & discuss variances • Adjust level-off altitude, if any, for temperature. Be aware of overrides • When to adjust N1 • Discuss hold, entry and bank angle, automate or hand-fly • Discuss what to do if engine loss is after airborne or turn • Adjust system & meteorological effects • What to do after the hold Briefing Differences EFB-PRO • Continue the DP • Pitch to V2 • Climb to indicated altitude • Level-off, cleanup the aircraft, accelerate to Vfto • Adjust N1 • Continue Climb to safe altitude

  41. Runway Analysis • is not a “pet rock” solution. • does not provide climb gradient clearance. • provides 35’ clearance within a narrow lateral/vertical corridor. • does not necessarily terminate in the enroute structure. • terminates in a holding pattern not likely where ATC is expecting you to show up on radar. • does routinely suspend the Net Takeoff Flight Path profile of the AFM • (ie “Do not level off”, 25° banks, turns with OEI at 50 AGL, etc) • is a logistical challenge • education, proving flights, training, currency, crew tracking • is NOT a

  42. Runway Analysis Musts…. Discard the idea that “special procedures” can be used as routine departures. Approach RA as an increased risk procedure that must be justified. Limit “escape procedures” to manageable number. Flight test the procedures. (the airlines do) Ask questions. (How can we deviate from the AFM?) Develop and adhere to strict simulator training to proficiency standards. Develop and adhere to track-able crew matching. Develop and adhere to strict briefing methods.

  43. EFB-Pro for iPad / iPhone No Internet Required Aircraft Specific Data All Aircraft Available on Device Weather integration W&B Integration International Airport database One-click Updating What On Device Resource Library

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