True Performance

EFB Pro

What does this presentation cover?

A look at methods for calculating performanceHOW & WHY OF PERFORMANCE CALCULATIONS

PRODUCT FEATURES & USER INTERFACE

The good, the bad and the ugly

WhoCAVU CompaniesFounded 1982Privately heldLocated in upstate NY

James DeuvallFounder/CEOFlew part 135 for ExecAir Sim Instructor “Aircraft Performance, Myths & Methods”

Why

Weight

The overriding issue regarding performance is:

Weight = TimeWeight = MoneyWeight = ExpectationWeight = Safety

How

Obstacle Gradient

Obstacle

--Single Obstacle

How we’re taught performance

Obstacle Gradient

35ft

Net Gradient

Obstacle

Gross Gradient

NET VERSUS GROSSFrom the perspective of the aircraft and AFM

Net Takeoff Flight Path Published DP

Obstacle IdentificationSurface (OIS)

Real Life ?

Step #1

35ft

PansOps SID (or ODP)

TERPS vs Pans-Ops

DP Gross Gradient

35ft

.8%

PansOps SID (or ODP)

TERPS vs Pans-Ops

DP Gross Gradient

Net Gradient (OIS)

35ft

.8%

PansOps SID (or ODP)

Assume to be Terrain

TERPS vs Pans-Ops

Gross Gradient

Net Gradient

70ft 35ft

35ft

.8%

Assume to be Terrain

DP Gross Gradient

Net Gradient (OIS)

Pans-Ops TERPS

At runway surface

24% of gross gradient

Assume to be Terrain

DP Gross Gradient

Net Gradient or OIS

TERPS vs Pans-Ops

1. 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)]

2. Creation of a new algorithmic method to replace AFM data is not allowed in Type B applications [Par 10 (e)(4)(g)]

3. Type B algorithms must adhere to the same data methodology as the AFM-approved data [Par 10 (e)(4)(g)]

4. 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)]

5. Type B applications must accurately address engine inoperative gradients and obstacle clearance plane and weight limits. [Par 10 (e)(4)(f)]

6. Transition from airport area performance to enroute climb performance and obstacle clearance must be addressed. [Par 10 (e)(4)(f)]

7. Type B applications are suitable only insofar as they accurately reproduce the paper AFM data. [Par 10 (e)(4)(f)]

AC 120-76B

Incorrect Method #1

Gear up and locked

1870

31000

1870/31000 = 6.03%

Required6.6%

2000 ft

Factoring in the Transition / Acceleration Segment

“We use runway analysis, and all of that has been taken care of. It allows

us to depart under conditions we couldn’t before.”

Runway Analysis

SID lateral safety limits

Runway analysis lateral safety margin

SID gradient

Net SID gradient

Terrain within SID limits

Runway Analysis vertical clearance requirement

4 Segment Climb vertical clearance and path

Briefing Differences

• 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

EFB-PRO

Briefing Differences

• Decide which DP to select

Any Runway Analysis

Reno 16

1) 16L

2) 16LDP

3) 16LDP1

4) 16LDP2

5) 16R

6) 16RDP

7) 16RDP1

8) 16RDP2

Briefing Differences

• Decide which DP to select• Discuss the DP special requirements

Any Runway Analysis

Briefing Differences

• Decide which DP to select• Discuss the DP special requirements • Enter special DP manually into FMS #2

and verify

Any Runway Analysis

Briefing Differences

• 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)

Any Runway Analysis

Briefing Differences

• 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)

Any Runway Analysis

Briefing Differences

• 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

Any Runway AnalysisVtire

Vmbe

V1min

Vmcg

V1

V2

Vr

V2

Vfr

Vfto

Venr

Vref

Vapp

Briefing Differences

• 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

Any Runway Analysis

Briefing Differences

• 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

Any Runway Analysis

Briefing Differences

• 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

Any Runway Analysis

Briefing Differences

• 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

Any Runway Analysis

Briefing Differences

• 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

Any Runway Analysis

Briefing Differences

• 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

Any Runway Analysis

Briefing Differences

• 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

Any Runway Analysis

• 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

EFB-PRO

• 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

Runway Analysis

Runway Analysis Musts….

1. Discard the idea that “special procedures” can be used as routine departures.

2. Approach RA as an increased risk procedure that must be justified.

3. Limit “escape procedures” to manageable number.

4. Flight test the procedures. (the airlines do)

5. Ask questions. (How can we deviate from the AFM?)

6. Develop and adhere to strict simulator training to proficiency standards.

7. Develop and adhere to track-able crew matching.

8. Develop and adhere to strict briefing methods.

What

EFB-Pro for iPad / iPhone

No Internet RequiredAircraft Specific Data

International Airport database

Weather integration W&B Integration

All Aircraft Available on Device

One-click UpdatingOn Device Resource Library