United (UAL) Performance Manual

INTRODUCTION
United Airlines employs a Fleet Standard system of defining, calculating, and using performance data. This means only one system of performance procedures must be learned, regardless of seat or airplane. The facts and definitions learned from this manual, indoctrination academics, and in the CBT (Computer Based Trainer) will carry over directly into your first, and all subsequent fleet transition courses. The time to acquire a thorough and complete understanding of United Fleet Standard performance is now. There is little time allotted in transition training to learn the basics of performance. Learn it now. Learn it well.
DEFINITIONS
The calculation and use of Fleet Standard performance data depends on a complete and uniform understanding of certain terms. The following basic definitions are the basis for all performance calculations.
PRESSURE ALTITUDE
Pressure altitude is actual field elevation corrected for variations from standard pressure. At sea level on a Standard Day an altimeter setting of 29.92 makes the altimeter read correctly; i.e., zero. If the pressure is not standard, then the altimeter must be adjusted in order to read correctly. This concept is true at all elevations. The adjustment is the altimeter setting we receive from the tower. To find the pressure altitude at any time, just set 29.92 in the altimeter. If the local altimeter setting is greater than 29.92, pressure altitude is lower than field elevation. And the opposite, of course, is also true. Arithmetically, pressure altitude can be determined using the relationship of ten feet of altitude change for each .01 inch of altimeter change. For example: If field elevation = 5333, and altimeter setting = 30.02, then pressure altitude = 5233. In this case, the altimeter setting has increased by .1 inch from standard. Therefore, pressure altitude is 100 feet less than field elevation. Pressure altitude is an entry parameter for performance procedures such as V speed corrections.
DENSITY ALTITUDE
Density altitude is pressure altitude corrected for variations from standard temperature. An airplane always performs based on density altitude. Drag, lift, power available, and true airspeed are all affected by the number of air molecules per unit of time that hit the airframe, flow over the wing, and are processed through the engines. As density altitude decreases (more dense air), drag, lift, and power available all increase, but true airspeed decreases. As density altitude increases (less dense air), drag, lift, and power available all decrease, but true airspeed increases.
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STANDARD PERFORMANCE REFERENCE HANDBOOK
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CHORD LINE
A chord line is an imaginary straight line from the very front of the leading edge of the wing to the very back of the trailing edge. The line does not necessarily remain entirely inside the wing, nor does it necessarily remain constant at a given wing section. For instance, the chord line changes continuously as flaps are lowered. For purposes of defining the chord line, the flaps are considered part of the wing.
Figure 1
RELATIVE WIND
Relative wind is simply the direction from which the airstream strikes the chord line as the airplane moves through the air. Normally, the relative wind strikes the airplane from somewhat below the chord line. (Figure 2)
ANGLE OF ATTACK
Angle of attack is the angle between the chord line and the relative wind. Angle of attack is not the same thing as pitch attitude. The angle of attack for a particular combination of weight and speed may be changed by altering the shape of the wing; i.e., changing flap setting. Angle of attack is one of the parameters affecting airplane performance (along with weight, altitude, temperature, airspeed and configuration).
RELATIVE WIND ANGLE OF ATTACK
Figure 2
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LIFT
Lift is the force, perpendicular to the relative wind, that opposes weight and keeps the airplane airborne. There are four ways a pilot can change the amount of lift being produced by the wings: 1. Change density Altitude. Normally, this is done by changing actual altitude. Density altitude could also be changed by flying into a region of warmer or colder air, or a region of higher or lower pressure, while maintaining a constant actual altitude. As density altitude increases, lift decreases, and as density altitude decreases, lift increases. Change angle of attack. As angle of attack increases, lift increases, up to the point where the wing stalls, resulting in a massive loss of lift. For a given weight and configuration, the angle of attack at which this loss of lift occurs corresponds to a certain speed, which is stall speed of the airplane under those conditions. In normal airline operations, we dont fly the airplane anywhere near the maximum angle of attack, except during max performance windshear recoveries. Change the shape of the wing. This is usually done by extending trailing edge and/or leading edge devices, which increases wing area and camber, thus increasing lift. The more devices extended, the greater the lift of the wing. Drag, of course, would also increase. Change speed. Increased airspeed at a constant angle of attack produces greater lift.
2.
3.
4.
THRUST
Thrust is the product of two things: the mass of air that flows through an engine and the increase of velocity imparted to the air as it exits the engine. Thrust produced by a jet engine results when a mass of air entering the intake is compressed, then heated by combustion. This enables the air mass to be accelerated through the turbine section to be exhausted at a much higher velocity. The engines on Uniteds airplanes are turbofans. A turbofan is an engine that has a fan mounted ahead of the compressor. The fan accelerates a large mass of air which bypasses the core of the engine to be mixed with the jet exhaust. The thrust of this engine is the combination of the thrust produced by the fan section and that produced by the core. Some of the advantages of a turbofan are lower noise and increased fuel efficiency. The factors a pilot can change to affect thrust are: 1. Fuel flow and RPM. Within limits, the higher the fuel flow and greater RPM, the more thrust the engine will produce. As long as the operating limits of the engine are not exceeded, the faster it turns, the more air and fuel it can process, so the more thrust it produces. Density altitude. This factor has a huge effect on thrust. As the density of the air entering the engine changes, the mass flow rate, and therefore thrust, change. Airspeed. As airspeed increases, thrust decreases. This is because the mass flow rate out of the engine remains relatively stable, while the mass flow rate into the engine increases. Since thrust is proportional to exhaust mass flow rate minus inlet mass flow rate, as airspeed increases thrust actually decreases, and vice versa.
2. 4.
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DRAG
Drag is the force, parallel to the relative wind, that opposes movement in the direction of flight. The total drag acting on the airplane is the sum of three primary components: parasite drag, induced drag, and compressibility drag. Parasite drag, sometimes referred to as form drag, barndoor effect or the flat plate effect is drag that results from trying to push the airplane shape through the air. There are four ways to influence parasite drag: 1. 2. 3. 4. Change the shape of the airplane, usually with flaps, slats, spoilers, speed brakes, or landing gear. Change the speed. Parasite drag is negligible at low speed, but increases dramatically as speed increases. In fact, parasite drag varies with the square of the airspeed. Change angle of attack. Parasite drag increases as angle of attack increases because the airplane presents a larger shape to the relative wind. Vary density altitude. As density altitude increases, drag decreases, and vice versa.
Induced drag is drag that results from the production of lift. Induced drag varies with angle of attack, weight, altitude, temperature, configuration and airspeed. At low speeds, induced drag is quite high. At the design cruise speed, induced drag is low. Compressibility drag is caused by the compression of air in front of the onrushing airplane, and the resulting shockwave buildup. It begins to be a factor at about .75 mach, depending on wing design. As speed builds beyond this point, compressibility drag increases rapidly. Figure 3 shows how parasite drag, induced drag and compressibility drag all combine to produce a total drag curve. From this plot it is evident that at some given airspeed, total drag is at its minimum. This is important when determining holding speed because when drag is at a minimum, the thrust required to maintain an altitude for a given weight is at a minimum. Fuel flow at this point is also very close to being at a minimum which serves to maximize endurance. (See Holding Speed Section for further discussion)
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Min Drag Speed Max Range Speed Stall
Drag rise due to compressibility
Total Drag Parasite Drag
Induced Drag
Velocity
Total Drag Curve Figure 3
The point where a straight line drawn from the lower left corner of the graph tangent to the total drag curve defines the speed that gives the best mileage the max range speed. Any deviation from this speed requires additional fuel for every mile traveled through the air. Each total drag curve is specific to weight, configuration, altitude and temperature. Generally, the lower the weight, the lower the minimum drag and max range speeds. As far as configuration goes, the best minimum drag and max range speeds are both achieved with the airplane as clean as possible. When lift equals weight and thrust equals drag, the airplane is neither accelerating nor decelerating. Unaccelerated flight can be level flight or a constant speed rate of climb or descent. If an airplane has more thrust (power) than is required for level unaccelerated flight, the excess thrust (power) can be used to climb or accelerate.
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LOAD FACTOR
Load factor is the ratio of the lift the wings must generate to keep the airplane in stabilized flight to the actual weight of the airplane. In straight and level flight, the load factor is one. As Figure 4 shows, as the airplane is banked, the load factor starts to increase. For example, a 100,000 pound airplane must generate 115,000 pounds of lift to maintain level flight in a 30 degree bank. At 45 degrees of bank, it will take 142,000 pounds of lift to hold up the 100,000 pound airplane.
Relation of Bank Angle to Load Factor
2.00
L o a d F a c t o r g
1.90 1.80 1.70 1.60 1.50 1.40 1.30 1.20 1.10 1.00 0 5 10 15 20 25 30 35 40 45 50 55 60
Bank Angle ()
Figure 4 Load factor isnt the only thing that increases in a bank. Since the wings must generate additional lift, induced drag and stall speed also rise. Using Figure 5, note that if a 100,000 pound airplane has a wings level stall speed of 100 knots, at 30 degrees of bank the stall speed will be about 107 knots. At 45 degrees of bank, the stall speed rises to about 118 knots. The maneuvering and reference speeds shown on all United takeoff and landing data cards provide a stall margin of at least 1.3 or for more recently certified airplanes, 1.23 times the One G stall speed (VS 1G). Both certification methods provide about the same amount of stall margin. The purpose of this margin is to provide for overbank protection, and to account for turbulence, which can instantaneously raise both load factor and stall speed without warning.
I n c r e a s e i n s t a l l s p e e d
Relation of Bank Angle to Stall Speed

1.45 1.40 1.35 1.30 1.25 1.20 1.15 1.10 1.05 1.00 0 5 10 15 20 25 30 35 40 45 50 55 60
Bank Angle ()
Figure 5
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HYDROPLANING
An article in Boeing Airliner explains hydroplaning: As a tire rolls along a wet runway, it is constantly squeezing the water from the tread. This squeezing action generates water pressures which can lift portions of the tire off the runway and reduce the amount of friction the tire can develop. This action is called hydroplaning. The loss of friction can be partial or complete. There are three types of hydroplaning: Viscous, Dynamic and Reverted Rubber. Viscous hydroplaning is the loss of friction due to thin film lubrication. It is most often caused by a very thin film of water over the rubber deposits in the touchdown zone or the runway. Although friction loss does occur, there is normally enough to cause wheel spinup in order to initiate the antiskid system. Dynamic hydroplaning occurs when the surfaces of the tires lose contact with a wet runway and ride up on the layer of water covering the runway. This effect is exactly the same as water skiing. When is occurs tire friction is lost and wheel spinup may not occur. High speed, standing water, tire condition, tread depth, and runway surface texture and condition are all factors contributing to Dynamic hydroplaning. The speed at which hydroplaning will begin can be figured out by multiplying the square root of the tire pressure for your airplane by 7.7. As an example, on the 737300/500, the speed is about 110 knots. Reverted Rubber hydroplaning is the loss of friction due to a tire skidding on a smooth wet or icy surface. The heat due to friction generates steam which lifts the tire off the runway. The heat generated by the steam reverts the rubber to a black gummy substance. It can be initiated at any speed above about 20 knots and results in tire friction levels equivalent to an icy runway.
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N1 / N2
N1 is the percent RPM of the low pressure section of the engine. It consists of the fan, the first few stages of the compressor section, the aft most stages of the turbine section, and the shaft which connects them. N2 is the percent RPM of the high pressure section of the engine. It consists of the majority of the compressor section stages and the forward stages of the turbine section. N1 and N2 are indicated in percent of a nominal value of actual revolutions per minute of the respective section. For this reason it is not uncommon for N1 and N2 limits to be greater than 100%.
EPR
EPR stands for Engine Pressure Ratio. It is the ratio of the total air pressure at the exhaust section of the engine to the total air pressure at the intake. As such, it is an indication of the thrust being produced by the engine. Always crosscheck the N1 gauges to see if the RPM is correct for the EPR shown. On some modern airplanes, the EPR gauges have been eliminated, and N1 is used to set thrust.
Vmcg
Vmcg stands for Velocity, Minimum Control, Ground. It is the lowest speed at which directional control of the airplane can be maintained on the ground after an engine failure without the use of brakes or nosewheel steering. In other words, it is the minimum speed at which the control surfaces are effective on the ground (rudder pedal nosewheel steering is disconnected for certification testing).
Vmca
Vmca stands for Velocity, Minimum Control, Air. It is the lowest speed at which control of the airplane can be maintained in the air, after an engine failure. Banking slightly into the good engine usually enhances engine out capability. The conditions under which Vmca is determined for an airplane limit this bank angle to five degrees during the certification process. For determining Vmcg/a, it is assumed that the operating engine(s) remain at maximum thrust and the takeoff is continued.
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Vminimum
Some airplanes have V minimum tables given in the Flight Manual and the Flip Cards, which provide for V1 minimum, Vr minimum and V2 minimum speeds, as applicable. They are defined as follows: V1 minimum = Vmcg Vr minimum = 1.05 Vmca V2 minimum = 1.10 Vmca The 727 is not effected by Vmca or Vmcg because of the proximity of the pod engines to the centerline of the airplane, and does not have V minimum tables. On some airplanes, Vr minimum and V2 minimum may not limit any of the flip card speeds and are not provided.
Vmbe
Vmbe stands for Velocity, Maximum Brake Energy. It is the maximum speed at which the brakes can absorb all the energy required to stop the airplane at a given weight. The certification process for Vmbe consists of considerable taxiing and stopping to warm up the brakes, and then a max effort stop from the proposed Vmbe speed. The brakes may catch fire. All that is required is that any brake fire remains confined to the wheel area for a period of five minutes with no fire retardant applied. This is to accommodate evacuation of the airplane. V1 must always be less than Vmbe.
BRAKE ENERGY LIMIT WEIGHT

Brake Energy Limit Weight is the maximum weight at which a max effort stop can be made from the planned V1 (defined on page 10) without exceeding the certification requirements of Vmbe. Brake Energy Limit Weight and Vmbe are closely tied together, but unlike Vmbe, Brake Energy Limit Weight is runway specific.
REJECTED TAKEOFF BRAKE COOLING

A Rejected Takeoff Brake Cooling Table is published in each Flight Manual which must be consulted following a rejected takeoff. The charts indicate required ground cooling time, as a function of indicated airspeed and gross weight. The purpose of the ground cooling time is to allow heat, which has built up in the brakes, to dissipate to the wheels and tires. This ensures that the peak temperature of the fuse plugs has been reached before any further operation.
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MAXIMUM PERFORMANCE STOP

Many line pilots have expressed the opinion, based on their everyday experience, that it would be impossible to get the airplane stopped from V1 in a Runway Limited situation. This perception comes from the normal stopping performance experienced on each landing. The vast majority of pilots will never experience a true max performance stop from high speed. A properly performed max performance stop requires max braking to be maintained throughout the maneuver. The airplane may buck or vibrate. The brakes may even begin to burn. The bottom line is that the airplane and stopping performance is dramatic when a Max Performance stop is performed. A properly executed Max Performance stop results in an amazingly short stopping distance. The pilot must apply full leg and back strength standing on the brakes and use the full capability of the antiskid system to accomplish this maneuver. Brake pressure must be maintained until the airplane comes to a complete stop.
TIRE LIMIT SPEED

Tire Limit Speed is the maximum speed at which the tire can safely operate during takeoff or landing roll, as certified by its manufacturer. The certification process does not take into account the impact forces of a high sink rate landing. At United, takeoff runway limit weights protect tire speed. Since Tire Limit Speeds are based on ground speed and not airspeed, it is possible on a hot day at a high altitude airport to exceed the Tire Limit Speed with the indicated airspeed showing below the limit.
CLUTTER
Clutter refers to standing precipitation on a runway surface that can be expected to impede airplane acceleration. As used in United performance calculations, clutter is standing water or slush of at least 1/8 inch depth, wet snow of at least 1/4 inch depth, or dry snow of at least one inch depth. The various types and depths of clutter are classified into clutter levels according to a table printed in the United Flight Operations Manual and reprinted in each airplane Flight Manual. The classification of clutter levels is the same for all fleets. Clutter has little effect on initial acceleration, but becomes significant as speed increases. The effects of clutter are not taken into account when calculating landing performance because clutter, by definition, deals with the impedance of acceleration.
BRAKING ACTION
The normal method of accounting for the effects of runway contamination on stopping performance is with Braking Action Advisories. They may come from Pilot Reports or FAA testing equipment, and may be issued on ATC frequencies or by ATIS. The United Flight Operations Manual contains extensive guidance on Braking Action.
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CLEARWAY
Clearway is an area beyond the runway, not less than 500 feet wide, centrally located about the extended centerline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25 percent, above which no object nor any terrain protrudes. Threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway. Clearway extends the available takeoff distance of a given runway.
STOPWAY
Stopway is an area beyond the takeoff runway, no less wide than the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted takeoff, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff. Stopway extends the available AccelerateStop Distance of a given runway. United considers clearway and stopway to increase takeoff weight capability on an extremely limited basis. In all other cases where clearways and stopways exist, they provide increased takeoff margins.
TAKEOFF PERFORMANCE
All United airplanes are certified under FAR Part 25, and must meet specific takeoff flight path criteria. The takeoff flight path extends from a standing start to the point at which the airplane reaches 1500 feet above the takeoff surface, or when the transition from the takeoff configuration to the enroute configuration is complete, whichever is higher. When reduced thrust is used, all FAR Part 25 criteria must be met at that reduced thrust. Takeoff data, obtained in certification by the airplane manufacturer, is presented in the FAA-approved Airplane Flight Manual (AFM). Our Operational Engineering Department uses the AFM to develop the Performance Data presented in our Flight Handbooks, Flip Cards, and the computer generated Planned Takeoff Data Message, which are tailored specifically to our operation.
MAXIMUM TAXI WEIGHT

Most airplanes are certified to taxi at a weight slightly greater than Takeoff Structural Limit Weight. This is to provide a taxi fuel allowance. Therefore, Maximum Taxi Weight is Takeoff Structural Limit Weight plus Taxi Fuel Allowance.
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ALLOWABLE TAKEOFF GROSS WEIGHT ATOG (Takeoff Limit Weight)

ATOG is the most restrictive (lowest) of: Structural Limit Weight. Runway Limit Weight. Performance Limit Weight. Enroute Limit Weight (some airplanes). Landing Limited Takeoff Weight.
STRUCTURAL LIMIT WEIGHT: Structural Limit Weight is found in the Limitations section of the Flight Handbook. It is determined by the manufacturer and ensures that the airplane will meet maximum inflight weight restrictions once airborne. It is the most restrictive of certified maximum takeoff weight or maximum taxi weight minus the planned taxi fuel. RUNWAY LIMIT WEIGHT: At United, Runway Limit Weight is the most restrictive (lightest) of: FAR Field Length limit weight. Obstacle clearance limit weight. Brake energy limit weight. Tire speed limit weight.
FAR FIELD LENGTH LIMIT WEIGHT: FAR field length limit weight is determined by the most restrictive (longest) of the following field lengths: All Engine Takeoff Field Length. One Engine Inoperative Takeoff Field Length (AccelerateGo Distance). AccelerateStop Distance.
Note:
FAR Part 25 allows the use of stopways and clearways during the calculation of required runway lengths. United Airlines uses stopways and clearways in developing performance data on a very limited basis. (See definition of Stopway/Clearway, this section.)
ALL ENGINE TAKEOFF DISTANCE: The total distance required to accelerate on all engines, rotate at Vr, liftoff, and reach 35 feet at a speed equal to or greater than V2. ALL ENGINE TAKEOFF FIELD LENGTH: 115% of the All Engine Takeoff Distance.
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ALL ENGINE TAKEOFF FIELD LENGTH

V1 Vr Vlof V2 or greater 35 FT
ALL ENGINE TAKEOFF DISTANCE TO 35 FT ALL ENGINE TAKEOFF FIELD LENGTH
15% MARGIN
Figure 6 ACCELERATEGO DISTANCE: The total distance required to accelerate from a standing start to V1, and assuming the critical engine failure is recognized at V1, to continue the takeoff and be at V2 at 35 feet using only aerodynamic controls and average piloting skills. (This is also called One Engine Inoperative Takeoff Field Length.) ACCELERATESTOP DISTANCE: The total distance required to accelerate from a standing start to V1, and assuming the critical engine failure is recognized at V1, to bring the airplane to a full stop using brakes and spoilers only with engines at idle thrust.
Note:
In the certifications applicable to our airplanes, maximum brake application was simultaneous with V1. For this reason, the V1 callout must be initiated so that it is completed, and stop action initiated (application of maximum braking) no later than computed V1 speed. The technique that United uses is to initiate the callout as the airspeed needle approaches within 5 kts. of V1 to ensure completion by V1. (See V1 discussion which follows.)
OBSTACLE CLEARANCE LIMIT WEIGHT: The maximum weight at which the airplane can clear all obstacles in the takeoff path. Since any obstacle (and therefore the weight restriction) is runway specific, it is always included as a runway limit weight consideration. The margin of obstacle clearance is 35 ft at the end of the takeoff distance. The margin increases with distance from the end of the takeoff distance (the farther the obstacle is from the runway, the greater the margin of clearance). BRAKE ENERGY LIMIT WEIGHT: The maximum weight at which a stop can be made from V1 without exceeding the allowable brake energy. TIRE SPEED LIMIT WEIGHT: The maximum weight at which liftoff speed would not exceed the maximum tire speed. PERFORMANCE LIMIT WEIGHT: The maximum weight at which the airplane can achieve the minimum FAR-specified climb gradient usually limited at beginning of Second Segment climb. The climb gradient required depends on the number of engines installed. (See CLIMB SEGMENTS, page 19.) ENROUTE LIMIT WEIGHT: That weight (applicable to some airplanes) which ensures the airplane meets specific enroute performance criteria as specified under FAR 121.191. (See METHOD I/METHOD II DISPATCH, page 21.) LANDING LIMITED TAKEOFF WEIGHT: Destination allowable landing weight plus planned trip fuel burnout.
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V1
The definition of V1, as published in the FARs, has changed several times over the years, resulting in some confusion among pilots. A knowledge of the history of the FARs, and the changes that have taken place, is not as important as understanding the operational significance of V1. Transport category airplanes certificated in the United States, in the last 25 years, use a method similar to the following to determine the balanced runway limit weight and its associated V1: The airplane is assumed to accelerate with all engines operating from a standing start to the point where the critical engine fails (Vef). The airplane continues to accelerate, with one engine inoperative to the point where the engine failure is recognized (V1). If the takeoff is to be continued, using only aerodynamic controls and average piloting skills, the airplane can accelerate, with one engine inoperative, to the point at which V2 is achieved at 35 feet above the end of the runway. If the takeoff is to be rejected, maximum braking is applied at V1, throttles are retarded, and the spoilers are extended. A short time delay is included after V1 to account for thrust reduction to idle, and spoiler deployment. The details of how the manufacturer applies these time delays, during the certification process, varies from airplane to airplane. It is assumed that maximum effort braking at V1 is used to bring the airplane to a stop at the end of the runway. No credit is taken for reverse thrust. The most important concept, common to all rejected takeoffs, is that V1 is the brakes on speed, not the decision speed. The decision to abort must be made, and the abort initiated, at or before V1, to ensure the likelihood of stopping on the remaining runway.
V1 -- ADDITIONAL INTERESTING FACTS

The adjusted V1 speed obtained from the Flip Cards is a Balanced Field V1. This means simply that with an engine failure at this speed, it would take an equal distance to abort, or to continue the takeoff. Since most takeoffs made at United Airlines are made at considerably less than Runway Limit Weight, the available runway length is greater than the Balanced Field Length. This additional length would be beyond, in most cases considerably, that required to stop or go from V1. This additional runway length, when available, is what allows unbalancing V1 through such procedures as Optional V1, or the AntiSkid Inoperative procedure. It also allows Reduced Thrust operations. Conditions which could adversely effect stopping distance, such as runway composition, runway contamination (i.e., rubber build up), and crosswind effect, are not accounted for in certification. Since reverse thrust is not used in certification, it provides a measure of conservatism.
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BALANCED FIELD LENGTH

A balanced field condition exists when AccelerateStop Distance equals AccelerateGo Distance. This is determined by selection of V1 speed. For a given set of ambient conditions and airplane weight, only one V1 speed would cause these distances to be equal. The associated runway length is called the Balanced Field Length, and is the minimum runway length required for takeoff. Selecting a lower V1 decreases AccelerateStop Distance, but increases AccelerateGo Distance. Conversely, selecting a higher V1 decreases AccelerateGo Distance, but increases AccelerateStop Distance. Either increases required Takeoff Field Length. (See V1 ADDITIONAL INTERESTING FACTS, page 17).
ACCELERATESTOP DISTANCE
V1
ACCELERATEGO DISTANCE
V1
BALANCED FIELD LENGTH
AVAILABLE RUNWAY LENGTH Figure 7 The V1 speed determined from the Flip Card is Balanced V1. United uses Balanced Field Length rather than Runway Length as the basis for V speed calculations. (See V1 ADDITIONAL INTERESTING FACTS, PAGE 17.)
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The figure below illustrates Balanced Field Length in another way. It is readily apparent that increasing and decreasing V1 from the Balanced V1 increases runway required. BALANCED FIELD LENGTH All engine operating acceleration distance to V1 One engine inoperative acceleration distance from V1 to V2 at 35 Distance to stop from V1
Runway Available
Balanced Field Length
V1 Figure 8
Balanced V1
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UA TAKEOFF SAFETY POLICY

In the high speed regime, especially at speeds near V1, a decision to stop should be made only if the failure involved would impair the ability of the airplane to be safely flown. The 80 knot thrust set callout should alert the crew that they are approaching the high speed phase of takeoff. In the high speed regime, the Captains bias should be to continue the takeoff, unless there is a compelling reason to reject. Conditions that may validate a stop decision include, but are not limited to, engine failure, fires, or any malfunction where there is doubt that the airplane will fly. Any malfunction that does not impair the ability of the airplane to be safely flown does not warrant an abort in the high speed phase of takeoff. During the departure briefing, the Captain should clearly communicate this to the flight crew. This Takeoff Safety Policy does not advocate that a GO decision be made at or just after the 80 knot thrust set callout. Even though the airplane is approaching the high speed regime, the Captain must make the decision to stop or go based on the nature and severity of the malfunction and its proximity to V1. At or beyond V1, takeoff should be continued due to the possibility of insufficient runway available to stop the airplane if a STOP decision is made. Finally, this Takeoff Safety Policy is intended to call attention to the variable and changing decision making challenges presented during the takeoff phase of flight.
V1 CALLOUT PROCEDURES
Recognizing that V1 is the speed by which the GoNo Go decision must be completed, and, in the case of an aborted takeoff, maximum braking applied, procedures in all Fleets specify: The V1 callout must be made by the PilotNotFlying such that any decision to abort can be made, and the stop initiated by, and not after V1. Since the airplane is accelerating at 35 kts/second as it approaches V1, the accepted technique is to initiate the callout as the airspeed needle approaches within 5 kts of the set V1 bug. This allows time for the call to be made, heard, and acted upon by V1.
V1 ADJUSTMENTS
Required adjustments to the basic V speeds on the Flip Cards vary slightly according to airplane type. Required adjustments are always found on the Adjustments tab of the Flip Card deck and in the Flight Handbook.
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Vmu
Vmu is Minimum Unstick Speed. It is the lowest possible speed at which the airplane can lift off. To certify Vmu, the takeoff roll is begun with the control yoke held full aft. The yoke is held in that position until the airplane breaks ground. This is a certification flight test maneuver to determine Vr speed.
Vr
Vr is the speed at which rotation to normal takeoff attitude must begin to reach V2 by 35 feet (with an engine inoperative). It must ensure adequate margin above demonstrated all engine and engine inoperative Minimum Unstick (Vmu) Speeds and Minimum Control Speed Air (Vmca). It assumes the pilot rotates at a normal rate. The following restrictions apply: Vr must not be less than V1. Vr must be 5 percent greater than Vmca.
Since these speeds are predicated on losing an engine at V1, on a normal takeoff the airplane should reach V2 at less than 35 feet.
V2
V2, Takeoff Safety Speed, must be at least 110% of Vmca and 120% of Vs. It is the speed at which it is assumed the airplane will be flown to meet climb gradient criteria with an engine inoperative.
CLIMB GRADIENT
When pilots talk about climb performance, they are normally talking about climb rate in feet per minute. However, airplane climb performance with regard to takeoff and approach certification requirements is calculated using Climb Gradient, which is distance climbed per distance traveled across the ground, expressed in percentage. A one percent climb gradient would be 10 feet of altitude gained for every 1000 feet traveled.
CLIMB SEGMENTS
The takeoff profile, as defined by the FARs, is composed of four segments. The first segment is from liftoff to the point at which the landing gear are fully retracted. The second segment is from gear retraction to level off. The third (acceleration) segment is from level off through acceleration to cleanup and final climb speed. The fourth (final) segment begins with the thrust reduction from Takeoff Thrust to Maximum Continuous Thrust and ends when the airplane has reached 1500 AFE. Minimum climb gradient capabilities are established for each segment, with one engine becoming inoperative at V1. This is the basis for all takeoff performance data provided by United. United addresses the takeoff profile as five segments, providing a more detailed illustration of airplane performance. First segment: From liftoff to gear retracted. The climb gradient required for all airplanes in this segment is that which will allow the airplane to reach V2 (takeoff safety speed) and 35 feet AGL no later than the end of the takeoff distance.
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Second segment: From gear retracted to the first level off, which must be at least 400 AFE, or higher if special terrain clearance requirements exist at that airport. The minimum climb gradient required during this segment is as follows: Two engine airplanes 2.4 percent. Three engine airplanes 2.7 percent. Four engine airplanes 3 percent. Third segment: From the first level off to flaps up. Although the airplane is in level flight during this segment, the minimum climb gradient available during this and all subsequent segments must be as follows: Two engine airplanes 1.2 percent. Three engine airplanes 1.5 percent. Four engine airplanes 1.7 percent. Fourth segment: From Flaps up to the first power reduction. Fifth segment: From the first power reduction to 1500 AFE.
FIRST SEGMENT LIFTOFF TO GEAR RETRACTED
SECOND SEGMENT GEAR RETRACTED TO THE FIRST LEVEL OFF
THIRD SEGMENT FIRST LEVEL OFF TO FLAPS UP
FOURTH SEGMENT FLAPS UP TO FIRST POWER REDUCTION
FIFTH SEGMENT FIRST POWER REDUCTION TO 1500 AFE
V2 and 35 ft AGL V1 Engine failure occurs and takeoff continues VR VLOF
Takeoff Distance (AccelerateGo Distance)
GEAR RETRACTED
Figure 9
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METHOD I / METHOD II DISPATCH

During the flight planning process, all transport category airplanes are required by FAR 121.191 to account for enroute performance limitations in the event of an engine failure. All flights must plan a route and/or limit the maximum allowable takeoff gross weight (MTOG) so that the airplane will have sufficient performance to clear enroute terrain if an engine becomes inoperative. Most airplanes in Uniteds fleet can either dump fuel to reduce weight, or they have sufficient engine inoperative performances so that MTOG is not restricted. However, the B737 and the A320 cannot dump fuel to reduce weight. As a result, their MTOG may be limited on routes over mountainous terrain. In case the Takeoff Enroute Limit Weight becomes too restrictive, there are two alternate dispatch methods for the called Method I and Method II. Method I is the more weight restrictive of the two methods, and is not normally used by Dispatch unless no suitable alternate airport is available. Its use is based on the following assumptions and requirements: 1. 2. The engine failure occurs sometime during the climb. The airplane will have adequate engine out performance capability to clear all obstacles within five statute miles of the planned route of flight to the destination by 1000 feet and still have a positive (300 footperminute) climb capability. The APU will be used for pressurization and air conditioning below 17,000 MSL (B737 only). Antiice penalties will be applied if PIREPS or forecasts indicate icing below FL 180 along the route of flight.
3. 4.
If a flight has been dispatched Method I, the phrase FAR 121.191A1 Method I will appear near the top of the computerized flight plan. If your maximum takeoff weight is limited by Takeoff Enroute Limit Weight, then a phrase like ENRT T+05 AI will appear in the remarks section. T+05 means standard temperature plus five is the forecast temperature at the planned single engine cruise altitude, and AI means antiice is forecast to be necessary. Enroute weight limits will be printed for a variety Temperatures/Antiice configurations near the bottom of the flight plan. Method II is not enroute weight limiting. It breaks the planned route of flight down into segments, with each segment having a suitable enroute driftdown alternate with weather at or above alternate minimums. Method II planning is based on the following assumptions and requirements: 1. 2. One engine fails at or above FL 240. The airplane will perform a max range driftdown to the designated driftdown alternate for that sector. The flight planning for this driftdown uses worst case conditions: 100 knot headwinds, temperature 10C above standard, engine and wing antiice on. The airplane has adequate performance during the driftdown maneuver to clear all obstacles along the flight path by 2000 feet. The airplane will be able to arrive over the alternate airport and have a positive (300 footperminute) climb capability at 1500 ft AFE. The APU will not be available for pressurization (B737 only). If an engine did fail below FL 240, the airplane would return to the departure airport or its alternate, if required.
3. 4. 5. 6.
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If a flight has been dispatched Method II, near the top of the computerized flight plan, the phrase FAR 121.191A2 ENRTE ALTN XXX XXX XXX XXX .... will appear. The XXXs are the enroute alternates for each segment of the route. A description of the Method II segments and alternates will appear near the bottom of the flight plan. The Weather Briefing Message portion of the flight plan will contain the appropriate weather and NOTAMS for each of the designated enroute alternate. Remember, Method I/Method II is a dispatch function. Once the flight is airborne, and an engine fails, nothing in Method I or Method II relieves the crew of the FAR requirement to proceed immediately to the nearest suitable airport in point of time at which a safe landing can be made.
MAX TAKEOFF THRUST

Max Takeoff Thrust is the maximum thrust which may be set for takeoff, adjusted for density altitude, which will not exceed any engine limitations or design parameters. It is shown on the N1/EPR/ATOG section of the Planned Takeoff Data Message as Max EPR/N1 or Max N1, depending on airplane type. The design parameters most limiting to this thrust setting are usually RPM and turbine inlet temperature. The time limit normally associated with this thrust setting is five minutes for U.S. operators. Max Takeoff Thrust is normally not the maximum thrust available from the engine. On some airplanes, additional thrust is available beyond Max Takeoff Thrust, but using it on takeoff would exceed engine limitations or design parameters, and require that the engine be grounded and inspected prior to flying again.
MAXIMUM THRUST
Most turbojet engines are capable of producing more thrust than maximum certified takeoff thrust simply by setting the throttles to their maximum forward position. On airplanes so equipped, the engine control system may prevent thrust from increasing beyond certified limits. Maximum thrust is not legal to use in any phase of flight. However, in case of an emergency situation, such as a windshear encounter close to the ground, use of maximum thrust may be justified. The engines will need to be inspected by Maintenance any time any limit is exceeded.
MAX CONTINUOUS THRUST

Max Continuous Thrust is approved for unrestricted periods of use. Thus, the throttle setting for Max Continuous Thrust is somewhat less than that for Max Takeoff Thrust. Max Continuous Thrust is normally used after acceleration and cleanup following an engine failure on takeoff, or following an enroute engine failure.
MAX CLIMB THRUST

Max Climb Thrust is intended for use with all engines operating normally. The throttle setting is usually less than Max Continuous Thrust, and is intended to provide required climb performance while maximizing engine life. On some engines, Max Climb Thrust may be slightly greater than Max Continuous Thrust at low altitudes.
MAX CRUISE THRUST

Max Cruise Thrust is determined by the engine manufacturer to meet cruise performance requirements and maximize engine life, with thrust available as a secondary criteria.
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GO-AROUND THRUST
Go-around thrust is the same thrust used for takeoff but the EPRs/N1s are different because of the effect of airplane velocity. Go-around thrust is also time-limited to 5 minutes. It is to be used in the event of a missed approach, when needed for safety.
REDUCED THRUST
COST/ FAILURE RATE REDUCTION
10%
20%
AVERAGE % THRUST REDUCTION
Figure 10 Figure 12 illustrates that each percent of thrust reduction from maximum takeoff thrust realizes a significant reduction in engine operating cost/engine component failure rate for about the first 810 percent of thrust reduction, then becomes a case of diminishing return. If reducing takeoff thrust enhances safety through reduction in engine failures, and also significantly reduces operating costs, it would seem prudent to reduce whenever possible. But, it is a well known fact that there is no free lunch. So, lets ask a couple of questions first. One, why is the relationship depicted in Figure 10 true? And, is it necessary to sacrifice safety margins to reap the benefits of using Reduced Thrust for takeoff? Why does reduced thrust work? The positive effect of reduced thrust is so dramatic that engine manufacturers base their guarantee and warranty programs on a Severity Factor determined by careful monitoring of the average number of reduced thrust takeoffs, and magnitude of thrust reduction, at each airline. Their analyses show that while completion of the takeoff run at reduced thrust may actually use slightly more fuel than at maximum thrust, the positive tradeoffs, that is, reduction in the potential for engine failure, and reduction in overall engine operating cost, are far more significant. As a rule of thumb, an average thrust reduction of 1% provides a 5% reduction in operating cost, with a like effect on engine failure rate.
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The reason reduced thrust is so beneficial is that it minimizes the effect of four of the most significant factors in engine deterioration and/or failure: Tip Clang & Splatter, Creep, InterGranular Oxidation (IGO), and Thermal Stress. Tip Clang & Splatter is a function of the centrifugal forces on engine components at high RPM. The blades on the compressor rotor can contact the compressor case. This results in damage to the blade tips, making the compressor less efficient, and in molten metal splattering on components farther back in the engine. This causes reduced efficiency of the airfoils in the compressor and turbines (similar to ice on a wing). It can also plug the internal cooling ports in the turbine blades of modern engines, and can, and in fact has, resulted in catastrophic engine failure on a United airplane. Creep describes the metallurgical effect of the centrifugal forces which stretch the components resulting in unrecoverable and progressive deformation. InterGranular Oxidation (IGO) describes the oxidation (deterioration) which takes place between the grains of the metal of the components. A significant factor is temperature. Thermal Stress describes the action which takes place within a piece of metal when it it heated or cooled. It is most severe in the turbine section where the blades and buckets are subject to the blow torch effect of the combustor. The center portion of the blade is heated faster than the ends when power is added, and the opposite is true when power is reduced. The effect is most dramatic when setting takeoff thrust, then reducing to climb power. The impact is similar to repeatedly bending a piece of sheet metal. Does reduced thrust sacrifice required safety margins? The FARs require that all takeoff flight path criteria be met at the thrust set for takeoff. If reduced thrust is set for takeoff, all flight path criteria can be met at that reduced thrust. Increasing to maximum thrust would provide increased margins. Before learning how to estimate reduced thrust takeoff margin lets review some basic takeoff performance information. Most takeoffs at United are made with excess runway and/or climb performance available; i.e., actual weight is less than runway or performance limit weight. This excess margin can be used in a number of ways: 1. 2. 3. Compensate for inoperative equipment (Antiskid Inop., PMC Inop.) Compensate for runway conditions (Cluttered Runway & Optional V1) Reduced Thrust
Inoperative equipment and less than optimum runway conditions have specific UAL procedures that make takeoff margins readily apparent. Simply look at the difference between the procedurally calculated limit weight and the actual weight of the airplane. The N1/ATOG reduced thrust calculation provides a weight margin (1000 lbs. for 737s to 10,000 lbs. for 747s) to allow for a weight increase above planned. However, simply comparing actual weight to ASMD ATOG does not give an accurate picture of real margins, because the ASMD ATOG corresponds to the ASMD TEMP, not actual ambient conditions.
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True Airspeed Effect Reduced thrust provides a margin of safety which is often overlooked due to True Airspeed (TAS) Effects. Given the fact that the actual temperature is lower than the assumed temperature, true air speed (and therefore ground speed) is actually lower as well. What this means is that it will take a shorter time and distance to reach V1 at the lower actual temperature than at the higher assumed temperature. This effect along with improved engine and aerodynamic performance can be looked at as an added safety margin since credit is not taken for it while calculating the required parameters for a reduced thrust takeoff. There are two methods which can be used to approximate the actual margins available when making a reduced thrust takeoff. One method approximates margin in terms of weight, the other in terms of excess available runway. Estimating Reduced Thrust Margins To estimate the excess runway available, take the difference between the ASMD Temperature and the Actual Temperature and multiply by 15 (15 feet per degree F). This indicates approximately how much less runway is used (in feet, without using reverse thrust) for Accelerate Stop (or Accelerate Go) at actual ambient conditions versus ASMD TEMP conditions, using Reduced Thrust corresponding to ASMD TEMP. The following example uses a 737300. The relationships are true for all airplanes: Conditions: ACTUAL TEMP . . . . . . . . . . . . . . . . . . . . . . . . . ASMD TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . ACTUAL RUNWAY LIMIT WEIGHT . . . . . . . . . ASMD ATOG . . . . . . . . . . . . . . . . . . . . . . . . . . ACTUAL WEIGHT . . . . . . . . . . . . . . . . . . . . . . Excess runway approximation: Step 1 Step 2 Estimated runway margin 120 60 = 60 60 X 15 = 900 feet 900 feet (without reverse thrust) 60F 120F 130.0 100.0 99.0
In this case, the AccelerateStop (or Go) could be performed in 900 ft less at actual temperature because of the true airspeed effect and the greater net thrust produced at ambient temperature.
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It is important to remember that this is an approximation that works for all airplane, airport, and temperature combinations. It is generally conservative. For example, excess runway can vary from about 14 feet per degree F, to almost 25 feet per degree F, depending on airplane type, ambient temperature, and pressure altitude. This procedure may not be used to determine any ATOG weight. Its only purpose is to provide the flight crew with a rule of thumb assessment of the performance capabilities of their airplane when deciding whether or not to use Reduced Thrust. In the above example, it was assumed that the ASMD ATOG for 120F was based on the FAR field length (acceleratego/acceleratestop) part of the runway limit weight equation. This, of course, represents the worst case scenario regarding the amount of excess runway margin available. That is to say, if these numbers are in fact limited by the FAR field length, there would still be at least 900 feet of additional runway margin available. However, this may not be the case. The assumed temperature and weight for a given takeoff not only considers the FAR field length, but it must also consider the other factors that would normally go into a runway limit weight such as obstacle limit criteria. Additionally, performance limit criteria must also be met. The ASMD ATOG/TEMP is based on whichever factor is the most restrictive. This means that the excess runway available in the above example may be far in excess of 900 feet, since the ASMD ATOG of 100.0 may in fact be based on a performance limit weight, not a runway limit weight.
OPTIONAL V1
The purpose of the Optional V1 procedure (also referred to as Slippery V1) is to unbalance (reduce) the Balanced Field Length V1 to enhance stopping performance. (If there is Clutter on a runway, that is a separate problem with its own procedure for determining adjustments to weights and V speeds.) If, however, there is runway contamination that does not fit the definition of Clutter, or any other time enhanced stopping capability is desirable, the Optional V1 procedure may be used. Use of the Optional V1 procedure is only possible when runway length exceeds Balanced Field Length, that is, when the takeoff is not runway limited. Actual weight is compared to Runway Limit Weight and the difference is converted to an airspeed adjustment that can be applied to reduce V1. Remember, this whole process only works if there is runway available beyond Balanced Field Length.
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MINIMUM UNBALANCED V1
Minimum Unbalanced V1 is the minimum V1 speed which is published in the FAA Approved Flight Manual for a specific runway limit condition. The manufacturer has simply chosen a minimum value for V1 to provide takeoff speed information down to Vmcg for the weight range of the airplane
FLAP RETRACTION SPEED

The figure below shows a typical fleet standard Takeoff and Landing Data card. This one happens to be from a 737300 weighing 113,000 pounds with B2 engines. The flap retraction schedule is at the left side of the card. The published Flap Retraction Speeds are designed to accomplish the following: Optimize engine out acceleration by minimizing drag. Maintain adequate stall margin during the retraction sequence. Protect against flap asymmetry during retraction. Assure FAR required climb margins.
These speeds are minimum speeds for retraction, which protect against worst case conditions, optimize acceleration, minimize the distance required to accelerate to climb speed, and assure climb gradient capability. Notice that the schedule speed for raising the flaps from 15 to 1 is higher than the speed for 5 to 1. This is not a misprint. On some United airplanes, including this one, the minimum control speed (Vmca) with a full flap asymmetry on retraction from 15 to 1 is higher than the minimum control speed with full asymmetry on retraction from 5 to 1. To insure adequate buffet margins exist during flap retraction, if bank angles greater than 15 are required, delay flap retraction until reaching the maneuvering speed for the next flap configuration.
Maneuvering / REF Clean 1 to 0 5 to 1 15 to 1
184 173 156 162
V2 Vr V1 Flap
146 141 134 136 131 124 135 130 123

1 5 15
184 1 160 5 153 15 147 25 140 30 136 40 133

0
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Figure 11
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MINIMUM MANEUVERING SPEED AND LANDING REFERENCE SPEED

These speeds, displayed on the right hand side of the Flip Cards, are the minimum operating speeds for the corresponding Flap configuration. They provide adequate buffet margin for an inadvertent 15 overshoot beyond a nominal 25 bank angle.
BEST ANGLE OF CLIMB SPEED

Best Angle of Climb speed is the speed that results in the most altitude gained for the distance covered across the ground. It is achieved when the ratio of thrust available to total drag is the greatest. This normally occurs at L/D max speed.
BEST RATE OF CLIMB SPEED

Best Rate of Climb speed is the speed that results in the most altitude gained per unit of time. It is achieved when maximum excess power exists. Since velocity is a factor in the rate of climb equation, Best Rate of Climb speed is always faster than Best Angle of Climb speed.
OPTIMUM CLIMB SPEED

Optimum Climb Speed is the speed that yields the best overall fuel economy for the climb segment of the flight. It is normally close to Best Rate of climb speed. It provides the best compromise between three competing goals: Getting to altitude as quickly as possible. Using the least fuel possible. Traveling as far as possible during the climb.
On United airplanes not equipped with a flight management computer, Optimum Climb Speed is shown for each weight on the Takeoff and Landing Data cards.
ECON CLIMB SPEED

Econ Climb speed considers block hour operating cost, maintenance, and hourly crew costs. At a cost index of zero, it closely approximates Optimum Climb. However, as time costs increase (cost index increases), Econ Climb speed increases to reduce trip time, thus optimizing total cost of operation. Additional Interesting Facts related to Airplane Climb Performance Airplanes climb due to excess power or thrust. True Airspeed always increases with altitude if indicated airspeed remains constant.
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BUFFET
There are two kinds of Buffet to consider in flight; Low Speed Buffet and High Speed Buffet. Low Speed Buffet, also sometimes called Load Factor Buffet or G Buffet, is caused by the beginnings of separation of airflow over the wing. It can occur in stable, unaccelerated flight at low speed, or be caused by an increase in angle of attack due to maintaining level flight in a bank, by a turbulence encounter, or by otherwise pulling more than 1g. As altitude increases the airspeed at which Low Speed Buffet occurs increases. High Speed Buffet, also sometimes called Mach Buffet, is caused by the separation of smooth airflow over any portion of the airframe due to the formation of shock waves. This can happen at speeds as low as .77 Mach on some airplanes. The reason is that the air must accelerate to get around the airplane as it passes by. Although the airplane is only traveling through the air .77 Mach, the air near the surface of the airframe is moving considerably faster. This causes shock wave buildup and flow separation. High Speed Buffet causes a huge increase in drag and is annoying to the passengers. High Speed Buffet becomes a concern as altitude increases because high speed buffet speed decreases as altitude increases. At a given weight, as altitude increases, the margin between Low and High Speed buffet decreases. Each flight manual has an Initial Buffet Speeds chart that shows the spread between Low Speed Buffet and High Speed Buffet for a given weight and altitude. An example is shown in Figure 12, which happens to be from a 737300 with B1 engines. At 105,000 pounds and FL 370, for instance, there is only a 35 knot spread between the two Buffet limits. The airplane must be operated in this 35 knot range, or a different altitude selected.
BUFFET PROTECTION CRUISE WEIGHT

The Buffet Protection Cruise Weight is limited by various levels of buffet protection. The chart provided in each flight manual has a range of G level margins (normally 1.2 to 1.6) and shows the maximum weight that will provide that G margin at cruise speed and the given altitude. On some airplanes the performance limited and Buffet Protection Maximum Cruise Weight charts are combined, with both weight limits shown on the same chart.
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1.3G BUFFET BOUNDARIES
HIGH (KIAS) LOW
GROSS WEIGHT (1000 POUNDS) FL 370 350 340 330 320 310 300 290 280 270 260 250 80 263 173 279 170 286 168 292 166 299 164 306 163 312 161 319 160 326 159 333 158 340 157 347 156 85 259 182 277 179 286 177 292 176 299 174 306 172 312 171 319 169 326 166 333 165 340 164 347 163 90 255 188 273 185 283 183 292 181 299 178 306 177 312 176 319 174 326 173 333 172 340 171 347 170 95 253 197 270 192 279 190 288 188 299 186 306 184 312 183 319 180 326 178 333 177 340 176 347 175 100 250 204 267 198 276 196 285 194 295 193 306 192 312 188 319 187 326 186 333 184 340 183 347 181 105 247 212 264 206 273 204 282 202 291 200 305 197 311 196 319 194 326 193 333 190 340 188 347 187 110 244 220 262 214 271 211 279 208 288 206 301 204 308 202 318 200 326 198 333 196 340 194 347 193 115 120 125 130
259 221 268 218 277 217 285 214 298 212 304 209 314 207 325 205 333 203 340 202 347 200
257 228 266 224 274 222 283 220 295 216 301 215 311 213 322 211 332 208 340 206 347 205
251 238 263 233 272 228 281 226 292 224 299 222 308 219 318 216 328 215 339 213 347 211
259 241 270 235 279 232 290 230 297 228 306 225 316 222 325 221 336 218 347 216
Figure 12
MAXIMUM CRUISE WEIGHT

Maximum Cruise Weight is the lesser of two weights. The first is the Performance Limited Maximum Cruise Weight. It provides at least 300 foot per minute rate of climb capability at a given altitude and temperature at maximum climb thrust. The second is the weight at which Maximum Cruise Thrust will provide level flight at a cruise speed of either Long Range Cruise (LRC) or standard cruise Mach. Each flight manual has a Maximum Cruise Weight chart which shows the performance limited weight at a given altitude and temperature. The basic purpose of this chart is to show the highest usable altitude at a given weight. It does not consider most efficient operating altitude. The weights may be further restricted to avoid buffet upset problems.
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ROUGH AIRSPEED
Rough Airspeed, also called Turbulent Air Penetration airspeed, is the speed to be flown when encountering turbulence. It is determined by the manufacturer and based on a number of factors. It is greater than Vmin and low speed 1.3 G buffet and less than Vmo and the high speed 1.3 G buffet. It is selected to allow quick acceleration from Rough Airspeed to optimum climb speed and is sufficient for a range of weights. On some airplanes, one speed is used for all weights.
OPTIMUM ALTITUDE
For a given weight and cruise speed the altitude which yields the most nautical air miles per pound of fuel consumed (Specific Range) is called Optimum Altitude. As weight decreases optimum altitude increases. Step climbs approximate an optimum altitude profile. The Wind Altitude Trade Tables account for the effect of wind on specific range, providing the flight crew with guidance for selecting the best cruise altitude for given conditions.
MINIMUM DRAG SPEED

Minimum Drag Speed is the low point on the Drag Curve; the L/D Max speed. This is where the airplane requires the minimum amount of thrust to stay in the air. Distance traveled is not considered. Going any faster or slower requires additional thrust. The Indicated Airspeed (IAS) for L/D Max speed does not change with altitude.
HOLDING SPEED
Technically, the speed of a turbojet associated with minimum fuel flow is less than the speed used for minimum drag. The reason for this is that a jet engine is more efficient at the slower speed. See Figure 13.
Speed For Speed For Minimum Fuel Minimum Drag
SPEED
Figure 13 It would be ideal to maintain this airspeed when a maximum endurance profile such as holding is desired. However, this speed falls on the back side of the drag curve where speed instability is likely to develop. It is therefore more desirable to hold at speeds closer to minimum drag. For practical reasons, the holding speeds found in our flight manual fall on, or slightly faster than, the minimum drag point. This provides speed stability with negligible effect on fuel consumption.
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MAX RANGE CRUISE

For any given set of flight conditions, one speed will give the greatest nowind specific range (nautical air miles per 1000 pounds of fuel). This speed is known as Maximum Range Cruise (MRC). Unfortunately on many airplanes MRC is often speed unstable (meaning that it is difficult to find and maintain in flight).
LONG RANGE CRUISE

Long Range Cruise (LRC) is defined as a speed greater than MRC which provides 99% of the specific range of MRC. LRC provides almost the same specific range as MRC but is much more speed stable. This makes LRC much easier to find and maintain.
ECON CRUISE
Econ Cruise, associated with FMC-equipped airplanes, is dependent on Cost Index to generate a cruise speed. A cost index of 0 yields max range speed. A larger value results in a faster cruise speed. Econ Cruise speeds are a function of Cost Index, weight, altitude and wind.
NORMAL DESCENT
For each United airplane, a normal descent speed schedule has been defined to reflect UALs time/fuel policy and comply with ATC restrictions. For airplanes equipped with a flight management computer, this schedule can be adjusted by changing Cost Index.
ECON DESCENT
Econ Descent calculates a descent speed that yields the lowest total trip cost. It is a function of Cost Index, and applicable only to airplanes equipped with a Flight Management Computer.
REFERENCE SPEED
At United, Reference Speed, usually called Ref Speed, is the basis for determining approach speed for the selected flap setting. It comes from the right side of the Takeoff and Landing Data card. Ref speed provides a 1.3 stall margin for the selected landing flap setting. Corrected for wind and gust, it becomes Target Speed. Certain irregularities, such as flap malfunctions, require procedural adjustments to Reference Speed. Once the corrected Reference Speed is determined, it must then be corrected for Wind and Gust to determine Target Speed.
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TARGET SPEED
Target Speed is the speed at which an approach should be flown. It is Ref Speed plus onehalf the steady state headwind component plus the full gust component, up to a maximum of 20 knots correction. In addition, Target Speed must not be less than Ref plus five. Thus, Target Speed is always between Ref plus five and Ref plus 20.
AUTOLAND AND AUTOTHROTTLE TARGET SPEED

On airplanes that have Autoland and Autothrottle capability, if both Autoland and Autothrottle are being used for landing, Target Speed is Ref Speed plus five regardless of wind. Otherwise normal wind corrections must be applied.
THRESHOLD SPEED
Threshold Speed is the minimum speed at which an airplane should cross the runway threshold. It is Ref Speed plus the full gust component up to a maximum of 20 knots correction, but no steady state headwind component correction. Reduction from Target, to threshold speed occurs normally, during the flare. Target speed should be maintained until the normal transition to landing.
LANDING DISTANCE
Landing Distance is the total distance from 50 feet AGL through the flare, touchdown, and braking to a complete stop. It is calculated and demonstrated for the following conditions: 1. 2. 3. 4. 5. 6. 7. 8. A dry, hard surface, level runway with braking action good or better (a wet but grooved runway is considered good). No wind. Ref Speed and normal descent rates from 50 feet AGL over the threshold to the flare. Five knots of airspeed loss during the flare. Touchdown 1000 feet down the runway. Spoilers deployed upon touchdown. Reverse thrust not used. Max braking applied two seconds after touchdown.
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There are three areas where pilot technique has a major impact on total Landing Distance. They are: 1. Threshold crossing height. Of course, its not safe to come in low, but crossing the threshold above 50 feet AGL will significantly lengthen total Landing Distance. For instance, crossing the threshold at 100 AGL and maintaining a normal three degree glide path will add about 1000 feet to the Landing Distance. (However, if you find yourself in this position, do not dump the nose to try to make a normal touchdown point. This is extremely dangerous, and is absolutely forbidden by United policy. Basically, if youre too high to make a normal landing, youre committed to a goaround.) Flare Technique. Crossing the threshold on speed on a three degree glide path at 50 feet determines a touchdown point about 1000 ft. down the runway. Stretching out the flare trying to make that perfect grease job landing, increases landing distance and increases the potential for a tail strike. Touchdown speed. Once on the ground, stopping consists of dissipating the kinetic energy of the airplane. In the kinetic energy equation, velocity is squared, weight is not. Therefore, a ten percent increase in weight causes a ten percent increase in landing roll, but a ten percent increase in touchdown speed causes a 20 percent increase in landing roll. Proper speed control is perhaps the most critical factor in stopping performance.
2.
3.
A final word on landing distance. Accident records show that most runway departures on rollout did not occur under runway limited conditions. They happened where there was plenty of runway available. So, what caused them? Crew complacency or distraction on final, resulting in landing long.
FAR LANDING FIELD LENGTH (DRY)

FAR Landing Field Length (Dry) is Demonstrated Landing Distance plus a specified safety margin. According to the definition, of the total FAR Landing Field Length (Dry), 60 percent is Landing Distance and 40 percent is the required safety margin. If you think that a 40 percent margin is overkill, consider this example: Crossing the threshold only 30 feet high and five knots fast uses up onehalf the 40 percent margin.
50 HAT
Demonstrated Landing Distance 60% of total FAR Landing Field Length (Dry)
Additional Margin 40% of total
Figure 14
DEMONSTRATED LANDING DISTANCE WITH MAXIMUM BRAKING

The Demonstrated Landing Distance with Maximum Braking as shown in the Landing Runway Limit Weight tables, is available for use inflight to evaluate landing options during abnormal situations. This landing distance is 60% of the FAR Landing Field Length and is the minimum stopping distance demonstrated during certification, as illustrated above.
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FAR LANDING FIELD LENGTH (WET)

FAR Landing Field Length (Wet) is 115 percent of FAR Landing Field Length (Dry). No one is saying that it only takes 15 percent more runway to stop on a wet runway on a dry. Its just that the dry distance already includes a 40 percent margin, and now another 15 percent is added to that.
50 HAT
Demonstrated Landing Distance 60% of total FAR Landing Field Length (Dry) FAR Landing Field Length (Wet)
Additional Margin 40% of total
Additional Margin 15%
Figure 15 A word of caution here. Real world experiences have shown that the number of variables involved in landing on a wet runway is so large, it is extremely difficult to predict actual landing distance. Things like tire condition, tread depth, runway texture and condition, and rubber deposits all have an exaggerated effect on a wet runway. The Landing Distance (wet) charts in the flight manual include some allowance for these variables. However, they are, like the dry charts, based on max braking.
LANDING STRUCTURAL LIMIT WEIGHT

Landing Structural Limit Weight is the maximum weight demonstrated by the manufacturer and certified by the FAA at which the airplane can land at a specified high sink rate without structural damage. Blown tires are not considered structural damage for the purposes of this limit. The exact sink rate used during the certification process varies from airplane to airplane. Often the same models of airplanes flown by different airlines have different Landing Structural Limit Weights. This is because some airlines reduce their Landing Structural Limit Weight in order to reduce weightbased landing fees charged at many airports. United does this on some airplanes. Keep in mind that nothing precludes the crew from landing the airplane at a weight above the Landing Structural Limit Weight if this is a safer course of action than remaining airborne with a problem or emergency. The airplane would, of course, have to be inspected prior to flying again.
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LANDING RUNWAY LIMIT WEIGHT

Landing Runway Limit Weight is tied very closely to Landing Distance and FAR Landing Field Length. It is, however, adjusted for runway length, pressure altitude, and wind. It is the maximum weight at which the airplane can cross the threshold at 50 feet AGL at Ref Speed, land 1000 feet down the runway, stop using max braking with spoilers but no reverse thrust, and still have 40 percent of the runway length remaining. The calculation is based on the runway being dry with braking action good or better. However, if the runway is wet, or visibility is less than three quarters of a mile or 4000 RVR, an additional weight penalty is taken. If the runway is both wet and below 4000 RVR, a second additional weight penalty is taken. These weight penalties vary with runway length, pressure altitude, and airplane type. The Landing Runway Limit Weights may exceed the Landing Structural Limit Weight. Any procedural adjustments should be made to Landing Runway Limit Weight.
APPROACH CLIMB LIMIT WEIGHT

FARs require that an airplane on final approach retain the ability to perform a missed approach if one engine fails. After engine failure, the airplane must perform as follows: 1. 2. 3. 4. 5. 6. Goaround thrust selected on the remaining engine(s). Goaround flaps. Landing gear up. Goaround speed must not be greater than 1.5 times the stall speed at the goaround flap setting. The stall speed at the goaround flap setting must not be greater than 1.1 times the stall speed at the landing flap setting. The minimum climb gradient required on the goaround is 2.1 percent for two engine airplanes, 2.4 percent for three engine airplanes, and 2.7 percent for four engine airplanes.
Approach Climb Limit Weight is the maximum weight that will allow the airplane to perform in accordance with these requirements. On airplanes that cannot dump fuel, Approach Climb Limit Weight can also limit Allowable Takeoff Gross Weight. This is due to the possibility of an engine failure on takeoff, an emergency return to the departure airport, and then a required goaround. Approach Climb Limit Weight is automatically included under the category: Landing Performance Limit Weight.
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LANDING CLIMB LIMIT WEIGHT

FARs also require that a landing airplane retain the ability to go around from the flare on all engines. The assumptions made in this calculation are as follows: 1. 2. 3. 4. The throttles will be moved from idle to goaround thrust, and the engines will take eight seconds to respond fully. No configuration changes. The goaround will be made, with gear down and landing flaps. The maximum speed on the goaround will be Ref Speed. The climb gradient must be at least 3.2 percent for all airplanes.
Landing Climb Limit Weight is the maximum weight at which the airplane can perform as described above.
LANDING PERFORMANCE LIMIT WEIGHT

Landing Performance Limit Weight is the more restrictive (lower) of Approach Climb Limit Weight and Landing Climb Limit Weight.
ALLOWABLE LANDING WEIGHT

Allowable Landing Weight is the most restrictive (lightest) of Landing Runway Limit Weight and Landing Performance Limit Weight. This is the number listed on the flight plan. Notice that Landing Structural Limit Weight is not one of the factors considered in Allowable Landing Weight. Since the structural limit does not change from flight to flight, it is assumed that you have this number in mind and will not land at a heavier weight unless a greater hazard exists by remaining airborne. Do not confuse Allowable Landing Weight with Landing Limited Takeoff Weight, which does include Landing Structural Limit Weight.
FLIGHT PAPERS
There are two documents needed prior to every flight. They are: 1. 2. Planned Takeoff Data Message which is comprised of the DPWM (Dispatch Planned Weight Manifest) and the EPR (N1)/ATOG message. The FPF. This is the Flight Plan for the planned route of flight.
This manual covers the first two parts of the flight papers in detail. The FPF is thoroughly covered in the Flight Operations Manual.
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DPWM
DPWM stands for Dispatch Planned Weight Manifest. The example shown below is the one you will use in Performance Training class.
PLANNED TAKEOFF DATA MESSAGE DPWM OEW PITS F 4.... 67916 MAR DEN 72023 3301 714 15762 91800....... 21500/700 (:16) 1373 373UA IAW AUTO DEN02 KRAS 125400 24.3 3.9..........
MTOG PCT MAC TRIM
R 89.... ZFW FOB/TAXI TOG
113300.......
* SECURITY: NORMAL *
67916 MAR DEN means this DPWM is for Flight 679 of March 16th departing Denver. 1373 is the United nose number and 373UA is the FAA designated tail number. IAW AUTO means this DPWM was generated in accordance with the automatic weight and balance computer program. DEN02 KRAS means this DPWM was generated by Denver Load Planner number 2, whos name is Kras. OEW means Operating Empty Weight. It includes everything on the airplane except passengers, cargo, and fuel. If there is a jumpseat rider, either in the cockpit or in the cabin, their weight is included here along with the rest of the crew. In this case, the OEW is 72,023 pounds. PITS is the weight of cargo in the belly of the airplane. This includes checked baggage. In this case, the total cargo weight is 3,301 pounds. F 4.... means that four passengers are planned in the front, or first class section of the airplane. The planned weight per passenger is based on historical data and varies with airplane type, trip length, city of origin, destination, and time of year. The weight always includes carryon baggage. In this case, the first class cabin weight is 714 pounds. R 89.... means that 89 passengers are planned in the rear, or coach section. In this case, aft cabin weight is 15,762 pounds. ZFW stands for Zero Fuel Weight. It is the weight of the airplane and everything on it, except fuel. In this case, the ZFW will be 91,800 pounds, which is the sum of the four previous weights.
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FOB/TAXI stands for Fuel On Board and Taxi fuel. The Fuel On Board is the legal minimum fuel required for takeoff. Taxi fuel is the extra fuel over and above FOB that is expected to be used during ground operations prior to takeoff. The two amounts are shown separately so that you will know exactly how much fuel you need to legally take off, but the total fuel boarded must be at least equal to the total of the two amounts. In this case, the fuel required for takeoff is 21,500 pounds and the fuel boarded for ground operations is 700 additional pounds, which should last for 16 minutes. TOG stands for Takeoff Gross Weight. It is the planned weight of the airplane at the point of takeoff. Taxi fuel is not included in this number, so if your ground time has been significantly different than planned, your actual takeoff weight will be significantly different also. SECURITY: NORMAL means there are no unusual security considerations for this flight. If something other than NORMAL appears here, you need to contact Station Operations. An example of other than normal security would be armed guards escorting a prisoner. MTOG stands for Maximum Takeoff Gross Weight. The basic definition of MTOG is identical to ATOG (see Definitions). The difference, and it is a critical difference, is that MTOG is the predicted ATOG based on conditions that exist at the time the N1/EPR/ATOG message is generated. The performance program uses the most optimistic runway and field conditions expected to exist at takeoff time. Thus, MTOG is the highest ATOG you can reasonably expect to see. If, using the takeoff data portion of the N1/EPR/ATOG message and current field conditions, you come up with an ATOG that is higher than MTOG, you need to contact Dispatch to resolve the discrepancy. In line operations, it is normal to come up with a final ATOG that is less than the predicted MTOG. This is normal, and no further communication is required. PCT MAC stands for Percent of Mean Aerodynamic Chord. It is the location of the planned center of gravity of the airplane in terms of a percentage of the total length of the Mean Aerodynamic Chord Line. It is derived from the weight and location of the various items loaded on the plane including fuel, crew, galleys, cargo, and passengers. The number crunching involved in this calculation is done automatically by Uniteds weight and balance computers, and is not shown on any paperwork available to line pilots. TRIM is the elevator trim setting you will need to use for takeoff. It is based on the location of PCT MAC. On some threeman cockpit airplanes, the trim setting is not shown on the DPWM, and the Flight Engineer will need to calculate it manually using the chart provided.
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N1/EPR/ATOG MESSAGE
The N1/EPR/ATOG message provides the runway and performance limits for all the various combinations of runway, temperature, engine bleed, antiice, and flap settings which could be used for takeoff. A short sample is shown below.
****************************** BLEEDS ON *************************** ** N1/ATOG ALT 3021 TEMP 42F(5C) MAX N1 93.1** ENGINE ANTIICE: REDUCE RNWY LMT 1000 LBS AND PERF LMT 500 LBS PERF 17L 8R 8LA 8L FLAP 1 T1 . A . NOTES 86(30) 90(32) XXXXX 90(32) ASMD TEMP 92.5 92.0 92.0 REDU N1 114.8 115.1 115.1 ASMD ATOG 121.1 118.9 121.7 108.9 122.8 ATOG T 42 (5) 120.9 118.6 121.1 108.0 ATOG T 52 (11) 121.9 60 130 230 0 LB/KT HW 360 590 850 870 LB/KT TW 17R FLAP 1 T1 NOTES 79(26) ASMD TEMP 93.1 REDU N1 114.4 ASMD ATOG 115.4 ATOG T 42 (5) ATOG T 52 (11) 115.2 60 LB/KT HW 360 LB/KT TW 35R FLAP 1 . NOTES 90(32) ASMD TEMP 92.0 REDU N1 115.1 ASMD ATOG 129.5 ATOG T 42 (5) ATOG T 52 (11) 129.1 0 LB/KT HW 60 LB/KT TW 26L T2 83(28) 92.8 114.5 117.9 117.4 110 540 35RB B 90(32) 92.0 115.1 129.5 129.1 0 170 26R T2 XXXXX 111.7 111.1 140 650 PERF 35L 90(32) 92.0 115.1 129.5 129.1 0 290 PERF
121.1 120.9
121.1 120.9
The above format will be continued for all possible flap settings and takeoff runways available. Under certain preprogrammed circumstances, the entire format will then be repeated under the heading BLEEDS OFF or ANTIICE. Occasionally, you may see a section near the bottom of the N1/ATOG Message labeled something like FLAPS 1:IM. This section tells the crew that a Special Operating Gross Weights (OGW) procedure exists at that airport. This special procedure allows us to increase the allowable takeoff weight somewhat and still be legal. The specifics of the procedure are contained in the airplane flight manuals.
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It is essential to understand each item listed on this message, so we are now going to dissect it line by line. ** N1/ATOG ALT 3021 TEMP 42F(5C)MAX N1 93.1** This performance data was calculated for conditions forecast to exist at departure time. They include an altimeter setting of 3021 and a temperature of 42 degrees F, which is five degrees C. The Maximum Takeoff Thrust setting under those conditions should be an N1 of 93.1 percent. If the airplane in question also uses EPR, It will be listed here along with N1. ENGINE ANTIICE: REDUCE RNWY LMT 1000 LBS AND PERF LMT 500 LBS Due to the forecast temperature, the performance computer thinks icing conditions may possibly exist on takeoff. The exact temperature at which the computer makes this assumption varies with airplane type. The presentation of the antiice penalties also varies as well. On this particular airplane, there is an engine antiice penalty, so you are given the runway and performance limit weight penalties which you must apply to the ATOG if you do use engine antiice for the takeoff. FLAP 1 8L 8LA 8R 17L PERF
The data which follows is for flaps one, and is listed in column form for runways 8 Left, 8 Left with note A, 8 Right, 17 Left, and the nonrunway specific Performance Limit Weight. NOTES . A . T1
A dot here indicates that there are no notes for the listed runway. A letter refers to a specific runway note. A T followed by a number refers to a special engine out procedure, which will be listed in the runway notes section at the end. ASMD TEMP 90(32) XXXXX 90(32) 86(30)
For each runway, the temperature shown is that temperature which would make the ATOG not less than the planned takeoff gross weight plus a margin dependent on airplane type. Remember, the planned takeoff gross weight is shown on the Planned Takeoff Data Message as TOG. This temperature calculation is the first step in using Reduced Thrust. Maximum Assumed Temperature varies by airplane type and airport. A row of Xs means Reduced Thrust is not an option for that runway. REDU N1 92.0 92.0 92.5
This is the N1 (and EPR if necessary) that would be Maximum Takeoff Thrust if the actual temperature were as listed above. This is Reduced Thrust, because the actual temperature is only 42, as listed at the top of the format. (See discussion on Reduced Thrust elsewhere in this manual.) Occasionally, you may see a C attached to the REDU N1 number. This means that the calculated Reduced N1 was less than Climb Thrust for actual conditions. According to United policy, this is not allowed, so the number shown in front of the C is not the fully Reduced Thrust, but Climb Thrust. ASMD ATOG 115.1 115.1 114.8
This is the ATOG for each runway when using Reduced Thrust. These numbers may be fairly close to the planned TOG, so check the final weight against ASMD ATOG prior to using Reduced Thrust. If actual weight increases beyond ASMD ATOG, Reduced Thrust is no longer possible unless a new EPR/ATOG Message is obtained from Dispatch or ACARS.
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There is no Performance Limit Weight shown on the ASMD ATOG line like there is on the regular ATOG line. For ASMD ATOG only, the Performance Limit Weight is included in the Runway Limit Weight, and the number shown is the lessor of the two. ATOG T 42(5) 122.8 108.9 121.7 118.9 121.1
This is the ATOG at the forecast temperature of 42 degrees for each of the listed runways. The last weight on the right is the Performance Limit Weight for that temperature. Note that for two of the runways listed, the Performance Limit Weight is less than the Runway Limit Weight. It is a common error to forget to check the Performance Limit Weight when determining ATOG. ATOG T 52(11) 121.9 108.0 121.1 118.6 120.9
On each N1/EPR/ATOG message there is an ATOG line for the forecast temperature plus ten degrees. Notice that each limit weight on this line is slightly less than the corresponding weight on the 42 degree line. This is logical, as the density altitude is slightly higher at 52 degrees than it is at 42 degrees. The obvious question is: What if the temperature at takeoff time is less than forecast, or more than ten degrees greater than forecast? The first answer is the same for all fleets. If the actual temperature is less than forecast, it is completely legal to use the forecast temperature. Since the density altitude will be lower than it would be at the forecast temperature, the airplane will actually perform better than the forecast numbers indicate. If it happened that you were weight restricted at the forecast temperature, you could also request new paperwork based on the new temperature, and in that way increase your ATOG. If the actual temperature is more than ten degrees warmer than forecast. You can use the existing N1/EPR/ATOG message as long as the actual temperature doesnt exceed the Assumed Temperature and the actual weight at takeoff doesnt exceed the Assumed ATOG. This condition would, of course, require that a Reduced Thrust takeoff be legal. LB/KT HW 0 230 130 60
This line shows the allowable headwind correction for each of the listed runways. The number shown is the pounds per knot of headwind to increase Runway Limit Weight, up to a maximum of 30 knots. You can takeoff in more than 30 knots of headwind, but you cant use more than 30 knots headwind correction. 0 indicates no headwind correction may be applied. No headwind correction is allowed when using Reduced Thrust. LB/KT TW 870 850 590 360
This line shows the tailwind penalty required for each of the listed runways. Lower the Runway Limit Weight by the amount shown for each knot of tailwind component, up to a maximum of ten knots. Takeoff with more than 10 kts tailwind component is prohibited. If a zero appears under a runway on this line, it means that there is no tailwind penalty for that runway. The 10 kts. tailwind limit would still apply. If NA appears under a runway on this line, it means that a takeoff is not allowed with any tailwind component.
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At the end of this entire format, a section of runway notes appears as shown below. The notes include specific runway information as well as special engine failure procedures. This information is the most current available, and takes precedence in the event of conflict with the 107 pages. A TKOF 8L STRTG AT DSPLCD LDG THR WITH E 6696 FT AVBL (RWY 8LA). B TKOF 35R AT INTXN OF TWY Z4 WITH N 11695 FT AVBL (RWY 35RB). T1 IN CASE OF ENGINE FAILURE ON TAKEOFF FROM RUNWAY 17L/R, BEGIN LEFT TURN TO 075 DEG MAG AT 4.3 DEN DME. USE NONSTANDARD LEVEL OFF HEIGHT OF 6030FT MSL. T2 IN CASE OF ENGINE FAILURE ON TAKEOFF FROM RUNWAY 26L/R, BEGIN RIGHT TURN TO 030 DEG MAG AT 5730FT MSL.
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PERFORMANCE TRAINING CLASS

During your first week of New Pilot Academics, you will begin Performance Training Class. The flight papers which follow will be needed for that class.
PLANNED TAKEOFF DATA MESSAGE DPWM OEW PITS F 4.... 67916 MAR DEN 72023 3301 714 15762 91800....... 21500/700 (:16) 1373 373UA IAW AUTO DEN02 KRAS 125400 24.3 3.9..........
MTOG PCT MAC TRIM
R 89.... ZFW FOB/TAXI TOG
113300.......
* SECURITY: NORMAL * ****************************** BLEEDS ON *************************** ** N1/ATOG ALT 3021 TEMP 42F(5C) MAX N1 93.1** ENGINE ANTIICE: REDUCE RNWY LMT 1000 LBS AND PERF LMT 500 LBS PERF 17L 8R 8LA 8L FLAP 1 T1 . A . NOTES 86(30) 90(32) XXXXX 90(32) ASMD TEMP 92.5 92.0 92.0 REDU N1 114.8 115.1 115.1 ASMD ATOG 121.1 118.9 121.7 108.9 122.8 ATOG T 42 (5) 120.9 118.6 121.1 108.0 ATOG T 52 (11) 121.9 60 130 230 0 LB/KT HW 360 590 850 870 LB/KT TW 17R FLAP 1 T1 NOTES 79(26) ASMD TEMP 93.1 REDU N1 114.4 ASMD ATOG 115.4 ATOG T 42 (5) ATOG T 52 (11) 115.2 60 LB/KT HW 360 LB/KT TW 26L T2 83(28) 92.8 114.5 117.9 117.4 110 540 26R T2 XXXXX 111.7 111.1 140 650 35L 90(32) 92.0 115.1 129.5 129.1 0 290 PERF
121.1 120.9
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35R FLAP 1 . NOTES 90(32) ASMD TEMP 92.0 REDU N1 115.1 ASMD ATOG 129.5 ATOG T 42 (5) ATOG T 52 (11) 129.1 0 LB/KT HW 60 LB/KT TW 8L FLAP 5 . NOTES 85(29) ASMD TEMP 92.7 REDU N1 114.6 ASMD ATOG 125.6 ATOG T 42 (5) ATOG T 52 (11) 125.3 0 LB/KT HW 800 LB/KT TW FLAP 5 NOTES ASMD TEMP REDU N1 ASMD ATOG ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW 17R T1 XXXXX 113.4 113.2 60 330
35RB B 90(32) 92.0 115.1 129.5 129.1 0 170 8LA A XXXXX 113.6 112.7 230 910 26L T2 83(28) 92.8 114.7 117.8 117.4 90 480 35RB B 85(29) 92.7 114.6 125.6 125.3 0 10 8LA A XXXXX 116.3 115.3 0 830
PERF
121.1 120.9
8R . 85(29) 92.7 114.6 122.0 121.5 40 540 26R T2 XXXXX 112.8 112.3 110 580 PERF
17L T1 81(27) 93.0 114.9 116.3 116.0 50 320 35L 85(29) 92.7 114.6 125.6 125.3 0 10
PERF
118.2 118.0
PERF
118.2 118.0
35R FLAP 5 . NOTES 85(29) ASMD TEMP REDU N1 92.7 ASMD ATOG 114.6 125.6 ATOG T 42 (5) ATOG T 52 (11) 125.3 0 LB/KT HW 10 LB/KT TW FLAP 15 NOTES ASMD TEMP REDU N1 ASMD ATOG ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW 8L . XXXXX 117.5 117.2 0 10
118.2 118.0
8R . XXXXX 116.9 116.6 0 340
17L T1 XXXXX 109.0 108.8 0 290
PERF
109.5 109.3
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FLAP 15 NOTES ASMD TEMP REDU N1 ASMD ATOG ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 15 NOTES ASMD TEMP REDU N1 ASMD ATOG ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW
17R T1 XXXXX 106.5 106.3 50 290 35R . XXXXX 117.5 117.2 0 10
26L T2 XXXXX 113.5 113.2 0 390 35RB B XXXXX 117.5 117.2 0 10
26R T2 XXXXX 110.7 110.3 80 480 PERF
35L XXXXX 117.5 117.2 0 10
PERF
109.5 109.3
109.5 109.3
******************************BLEEDS OFF****************************** ** N1/ATOG ALT 3021 TEMP 42F(5C) MAX N1 93.9** ENGINE ANTIICE: REDUCE RNWY LMT 1000 LBS AND PERF LMT 500 LBS PERF 17L 8R 8LA 8L FLAP 1 T1 . A . NOTES 124.5 122.1 124.2 110.5 124.7 ATOG T 42 (5) 124.3 121.9 123.6 109.6 ATOG T 52 (11) 123.7 70 130 230 170 LB/KT HW 360 630 860 890 LB/KT TW FLAP 1 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 1 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 5 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW 17R T1 118.7 118.5 70 390 35R . 133.0 132.7 0 180 8L . 129.9 129.0 0 900 26L T2 120.7 120.2 120 570 35RB B 133.0 132.7 0 300 8LA A 115.2 114.2 230 930 26R T2 114.0 113.4 150 670 PERF 124.5 124.3 35L 133.0 132.7 0 420 PERF 124.5 124.3
8R . 125.0 124.5 100 560
17L T1 120.1 119.9 50 350
PERF 121.8 121.7
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FLAP 5 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 5 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 15 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 15 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 15 NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW FLAP 1:IM NOTES ATOG T 42 (5) ATOG T 52 (11) LB/KT HW LB/KT TW
17R T1 116.8 116.6 60 350 35R . 130.0 129.7 0 0 8L . 120.8 120.7 0 0 17R T1 109.7 109.5 50 310 35R . 120.8 120.7 0 0 17L T1 128.0 127.4 0 NA
26L T2 121.0 120.5 110 530 35RB B 130.0 129.7 0 10 8LA A 118.4 117.5 0 850 26L T2 116.7 116.4 20 420 35RB B 120.8 120.7 0 0 17R T1 125.0 124.6 0 NA
26R T2 115.3 114.8 130 600 PERF 121.8 122.7
35L 130.0 129.7 0 0
PERF 121.8 121.7
8R . 120.8 120.5 0 420 26R T2 113.7 113.3 80 510 PERF 113.2 113.0
17L T1 112.2 112.1 10 310 35L 120.8 120.7 0 0
PERF 113.2 113.0
PERF 113.2 113.0
35L . 130.7 130.7 0 370
35R . 130.7 130.7 0 410
PERF USE RWY WTS
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A TKOF 8L STRTG AT DSPLCD LDG THR WITH E 6696 FT AVBL (RWY 8LA). B TKOF 35R AT INTXN OF TWY Z4 WITH N 11695 FT AVBL (RWY 35RB). T1 IN CASE OF ENGINE FAILURE ON TAKEOFF FROM RUNWAY 17L/R, BEGIN LEFT TURN TO 075 DEG MAG AT 4.3 DEN DME. USE NONSTANDARD LEVEL OFF HIEGHT OF 6030 FT MSL. T2 IN CASE OF ENGINE FAILURE ON TAKEOFF FROM RUNWAY 26L/R, BEGIN RIGHT TURN TO 030 DEG MAG AT 5730 FT MSL.
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PERFORMANCE TAKEOFF ALLOWABLE TAKEOFF GROSS WEIGHT 737300 (B2/C122K) Step 1 of 1 Follow this flow chart to determine the ALLOWABLE TAKEOFF GROSS WEIGHT (ATOG) using the indicated procedures. Specific weight data for each procedure is obtained from telemeters, bulletins, ACARS, the Flight Manual or the computer generated weight manifest (DPWM). Data is based on bleed and pack configuration for normal operations unless otherwise indicated. All runway weights are based on full runway length including lineup distance unless a note allows less and identifies a taxiway intersection, displaced threshold or other point where the takeoff may be started. Except where a specific procedure is provided (i.e., PMC Inoperative), MEL and CDL weight reductions must be applied to the associated weight limits. Corrections for tailwind and altimeter settings lower than that used in determining the weight data are mandatory. Corrections for headwind and altimeter settings higher than that used in determining the weight data are optional. If actual weight exceeds ATOG select an alternate flap position or runway and repeat the process. *If Enroute Limited and the APU is inoperative, confirm that the APU inoperative penalty has been applied. If the penalty has not been applied, make the appropriate correction below. STRUCTURAL LIMIT WEIGHT PERFORMANCE LIMIT WEIGHT ADJUSTED RUNWAY LIMIT WEIGHT ADJUSTED ANTISKID INOP CLUTTERED
130.0
PERFORMANCE TAKEOFF ADJUSTED PERFORMANCE LIMIT WEIGHT 737300 (B2/C122K) Step 1 of 1
Performance Limit Weight Altimeter vs Actual Altimeter Correction (1000 lbs) Actual Altimeter Lower Actual Altimeter Higher Altimeter Diff (mb) 5 3 2 +2 +3 +5 Altimeter Diff (Hg) 0.15 0.10 0.05 +0.05 +0.10 +0.15 Correction 0.8 0.5 0.3 +0.1 +0.2 +0.3
PERFORMANCE LIMIT WEIGHT

(+/)
Altimeter Setting Correction
(=)
Subtotal
CAUTION
Disregard the Engine Bleeds Off Correction when using the Engine Bleeds Off Performance Limit Weight from the N1/ATOG message.
Engine Bleeds Off Correction Flaps 1 5 15 Weight (1000 lbs) + 4.1 + 4.3 + 3.7
(+)
Engine Bleeds Off Correction
(=)
Subtotal
()
Engine AntiIce On Correction (1000 lbs) .5
Engine AntiIce On Correction ADJUSTED PERFORMANCE LIMIT WEIGHT (Use in ATOG computation)
(=)
Figure 17
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PERFORMANCE TAKEOFF ADJUSTED RUNWAY LIMIT WEIGHT 737300 (B2/C122K) Step 1 of 1
Takeoff Restrictions Antiskid system must be operative No clutter on operational portion of runway
Performance Limit Weight Altimeter vs Actual Altimeter Correction (1000 lbs) Actual Altimeter Lower Actual Altimeter Higher Altimeter Diff (mb) 5 3 2 +2 +3 +5 Altimeter Diff (Hg) 0.15 0.10 0.05 +0.05 +0.10 +0.15 Correction 0.8 0.5 0.3 +0.1 +0.2 +0.3
RUNWAY LIMIT WEIGHT

(+/)
Wind Correction (+30 / 10) Subtotal
(=)
CAUTION
Disregard the Engine Bleeds Off Correction when using the Engine Bleeds Off Performance Limit Weight from the N1/ATOG message.
Engine Bleeds Off Correction Flaps 1 5 15 Weight (1000 lbs) + 1.3 + 1.6 + 1.6
(+)
Altimeter Setting Correction
(=)
Subtotal
()
Engine Bleeds Off Correction
(=)
Subtotal
()
Engine AntiIce On Correction (1000 lbs) 1.0
Engine AntiIce On Correction ADJUSTED PERFORMANCE LIMIT WEIGHT (Use in ATOG computation)
(=)
Figure 18
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TAKEOFF V SPEEDS
Maneuvering / REF Clean 1 to 0 5 to 1 15 to 1
184 173 156 162
0 1 5
184 160 153 147 140 136 133
8T
V1 & Vr Altitude & Temperature Adjustment
6T
+6 +4 +2 0
4T
V2 Vr V1 Flap
146 141 134 136 131 124 135 130 123

1 5 15
15 25 30 40
2T S.L. 1T
60 & Below 15 & Below 80 27
100 38
120 49
Assumed or Actual Temperature (F/C)
Figure 19
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COMPUTER BASED TRAINING

During your second week of New Pilot Academics, you will be required to accomplish the Computer Based Training Performance course. This course is an instructional test. It is designed to make sure you can perform the essential calculations required to determine airplane performance. Helpful Hints ENTERING A SECTION: When you select a section to complete from the menu, the background for the section will turn blue and the text in the title will turn green. To enter the section, you will need to touch the menu item at the bottom of the screen worded as follows: ENTER highlighted section. ENTERING NUMBERS: You will be required to type values in flowchart boxes. The numbers you enter must be typed exactly to be judged properly. To avoid errors follow these rules: Make use of the Documents symbol in the upper right corner of your screen. The Documents symbol provides access to the references you need to complete the flowcharts. Be sure you type in the number you want. Whatever you type in will be judged when you press ENTER. To correct a number before pressing ENTER, just use the BACKSPACE key on the keyboard to backspace over the number and then type in the correction. In many cases, entering a number that is incorrect will result in a chance to try entering the value again. After you try an incorrect value a number of times, the program will provide you with the correct value. Most of the numbers you enter must be rounded to the nearest thousand; i.e., 226,000 would be typed as 226.0. If the number is negative, dont forget to put a negative sign in front of it. In most cases, a positive sign in front of a number is not needed. Designation of units are not needed in the boxes. Do not use abbreviations such as lbs, th, dashes, or spaces in the boxes. Numbers taken from the adjustment charts in the flowcharts should be entered exactly as shown. When the number entered is a zero, it should be entered as a single digit 0, not 0.0 or 00.
MAKING COMMENTS: Be sure to use the onscreen comments key to record any comments you have. RECORDING DATA: When you are provided ATIS or final weight manifest information, be sure to record the information on paper for later use in the program. Also, when you calculate adjusted V speeds, record them on paper.
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Troubleshooting Problems TOUCHING THE SCREEN: If youre having trouble with the system responding to your touch, use the mouse! Some target areas are small and you may not be able to touch exactly in the correct spot using the touchscreen feature. Remember, the left key on the mouse selects the target on the screen directly under ( ) the symbol. The right key on the mouse will confirm or advance. If youre not sure what to touch, read the text in the green prompt box. LISTENING TO AUDIO: If you are not sure you heard the instructions correctly, touch the OPTIONS key, then REPLAY to repeat the audio. COMPUTER ERRORS: If you get a black box in the middle of the screen that indicates you have a DOS error, turn the power off, then turn the power back on and sign on again. Exit Lesson If you have to exit lesson and return later, exit from options to return to the point where you leave the program. When you signon again select resume where you stopped reviewing material at from menu.
CBT CHARTS
Charts on the following pages will be used as you work your way through this program. Remember to record any data given or the results of any computation.
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ALLOWABLE TAKEOFF GROSS WEIGHT
STRUCTURAL LIMIT WEIGHT
PERFORMANCE LIMIT WEIGHT ADJUSTED
RUNWAY LIMIT WEIGHT ADJUSTED ANTISKID INOPERATIVE BRAKE DEACTIVATED CLUTTERED
LANDING LIMITED TAKEOFF WEIGHT ADJUSTED ANTISKID INOPERATIVE BRAKE DEACTIVATED
230.0
Planned Fuel Burn
(+)
SUBTOTAL (=)
Use Lowest (=) ALLOWABLE TAKEOFF GROSS WEIGHT
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ANTISKID INOP. RUNWAY LIMIT WEIGHT
Takeoff Restrictions Braking action good or better Use Antiskid Inoperative V speeds No clutter on operational portion of runway
(=) (+/)
Runway Limit Weight Wind Correction (+30/10 knots) Subtotal Altimeter Setting Correction Subtotal
Runway Limit Weight Altimeter vs. Actual Altimeter Correction Act. Alt. Lower Alt. Diff. mb Alt. Diff. Hg 5 3 0.8 2 0.4 0.15 0.10 .05 Act. Alt. Higher +2 +.05 +0.3 +3 +.10 +0.6 +5 +.15 +0.9
(=) (+/)
Correction (1000 lbs) 1.2
Packs Off Corr.
(+)
Packs OFF Correction
Wind calm Runway 26 L Altimeter 30.27 Packs off
+0.9
(=)
Subtotal
()
28.0
(=)
Antiskid Inop. Antiskid Inop. Adjusted Runway Limit Weight (Use in step 2 for V speed calculation
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OPTIONAL V1 V SPEEDS
Optional V1 Takeoff
No clutter on operational portion of runway Use maximum EPR Antiskid system operative All wheel brakes operative Automatic speed brakes operative
Adjusted Runway Limit Weight ACTUAL WEIGHT

Adjusted V1 for Adjusted Runway Limit Weight
(=)
Weight Difference
V1 Adjustment
10 7 Weight Difference 20 30 40 50 60 70 80 90 100 14 21 28 35 42 49 56 63 70
V1 Adjustment
()
Adjmt.
V1 Minimum
(=)
SUBTOTAL Use Higher Adj. V1 LOWEST V1 HIGHEST V1

Use any one speed between these two for V1
Adj. VR
Adj. V2
VR
V2
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CLUTTERED RUNWAY LIMIT WEIGHT

Clutter Takeoff Restrictions
All reversers operative Automatic speed brakes operative Antiskid system operative All wheel brakes operative No tailwind Use runway cluttered Rwy. take off V speeds Use Maximum EPR Do not use Optional V1 speeds
Runway Clutter Equivalents and Guidelines Level 1 Standing Water Dry Snow Wet Snow Dry Snow 1/8 to 1/4 1/8 to 1/4 1/4 to 1/2 1 to 2 Level 2 over 1/4 to 1/2 over 1/4 to 1/2 over 1/2 to 1 over 2 to 4 Level 3 greater than 1/2 greater than 1/2 greater than 1 greater than 4
Runway Limit Weight

(+)
Headwind Correction 30 Max (Operational) Subtotal Altimeter Setting Correction Subtotal Packs OFF Correction Adjusted Runway Limit Weight Runway Clutter Weight Correction Subtotal
(=)
Runway Limit Weight Altimeter vs. Actual Act. Altimeter Act. Altimeter Alt. Diff mb 3 2 +2 +3 Alt. Diff. Hg 0.10 0.05 +0.05 +0.10 Correction 1.0 0.5 +0.3 +0.7 Packs off Corr. +3.5 Cluttered Runway Weight Correction (1000 lbs) All Flap Pos. 200.0 220.0 240.0 260.0 Level 1 21.8 26.0 30.0 32.5 Level 2 29.0 35.0 40.5 44.0 Airport Press. Alt. Correction Press. Alt. Correction
S.L. 3000 4000 5000 6000 7000 0.0 5.4 7.2 9.0 10.8 12.6
(+/)
(=)
(+)
(=)
Clutter Equiv
Adjusted Runway Limit Weight
()
(=)
()
Airport Pressure Altitude Correction CLUTTER RUNWAY LIMIT WEIGHT (Use In ATOG computation)
(=)
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PLANNED TAKEOFF DATA MESSAGE DPWM 35429JAN DEN 5037 537UA IAW AUTO DEN02 PAT*4171 OEW PITS F 8.... 131637 5199 1469 MTOG PCT MAC TRIM 218000 25.8........ 4.0........
R 66.... 12019 ZFW FOB/TAXI TOG 150324........ 28700/600 (:16) 179024........
* SECURITY: NORMAL *
*********************** BLEEDNORMAL ***********************

**EPR/ATOG/N1 ALT 3032 TEMP 70F(21C) MAX EPR/N1 1.51/91**
FLAP 15 NOTES ASMD TEMP REDU EPR XREF N1 ASMD ATOG
17R
26L
26R
35L
PERF
106(41) 110(43) 103(39) 110(43) 1.39 85 180.5 1.37 84 179.9 226.4 225.6 190 1040 1.39 85 180.6 214.4 213.4 240 1300 1.37 84 181.3 250.0 250.0 0 1160 233.8 233.9
ATOG T 70F(21C)223.5 ATOG T 80F(27C)223.4 LB/KT HW LB/KT TW 130 680
FLAP 5 NOTES ASMD TEMP REDU EPR XREF N1 ASMD ATOG
17R
26L
26R
35L
PERF
110(43) 110(43) 101(38) 110(43) 1.37 84 180.9 1.37 84 180.6 225.4 224.4 220 1370 1.40 86 179.7 209.8 208.5 270 1370 1.37 84 190.7 249.2 247.7 10 1520 245.1 245.1
ATOG T 70F(21C)231.5 ATOG T 80F(27C)231.3 LB/KT HW LB/KT TW 120 750
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V1/Vr/V2 Altitude & Temperature Adjustment 8T +5/+5/+0
6T +3/+3/+0 +2/+2/+0 Pressure Altitude 4T
+0/+0/+0 2T
S.L. 60 & Below 15 & Below 80 27 100 38 120 49
Assumed or Actual Temperature (F/C)
ANTISKID INOPERATIVE RUNWAY LIMIT WEIGHTS STATION RUNWAY ELEV CONDITIONS (FT) SL DRY WET or LM WET & LM DRY WET or LM WET & LM DRY WET or LM WET & LM RUNWAY LENGTH (FEET) 8000 148.6 NA NA 152.0 NA NA 154.9 127.1 NA 8500 161.3 133.0 NA 164.8 136.1 NA 167.9 138.9 127.4 9000 173.8 144.2 132.6 177.5 147.5 135.7 180.7 150.4 138.5
FLAP POS
30
500
1000
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FLAP
V1 140 133 125
VR 143 136 128
V2 148 140 133
FLAP
Maneuvering/Ref
5 15 20
FLAP
5 15 20
FLAP
0 1 5 15 20 25
210 174 165 158 143 134 132
Flap Retract 1 to 0 5 to 1 20/15 to 5
191 155 148 180.0
30
Notes:
A 10 SCAT 30 OVER 20 Miles 70/24 170/10 30.27 RW 26L
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V1 Minimum PRESS ALT 8000 6000 4000 2000 SL

ACTUAL OAT DEGREES F/DEGREES C
<50 <10 95 97 99 101 102
60 15 94 97 99 100 101
70 21 92 96 99 100 101
80 27 91 94 98 100 101
90 32 88 91 95 97 100
100 39 85 89 92 95 98
110 43 NA 86 89 92 96
120 49 NA NA NA 88 92
130 54 NA NA NA NA 88
Landing Performance Limit Weights FLAP POS TEMP F/C 75/24 70/21 65/18 STATION ELEVATION (FEET) SL 500 1000 2000 3000 241.7 236.2 227.5 215.0 210.9 245.9 242.0 232.9 220.1 216.0 245.9 243.0 237.9 225.1 220.8
30
FLAP
V1 140 133 125
VR 143 136 128
V2 148 140 133
FLAP
Maneuvering/Ref
5 15 20
5 15 20
FLAP 15
0 1 5 15 20 25
210 174 165 158 143 134 132
FLAP 15 Flap Retract 1 to 0 5 to 1 20/15 to 5
191 155 148 198.0
30
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FLAP
V1 151 143 135
VR 154 146 138
V2 157 149 141
FLAP
Maneuvering/Ref
5 15 20
FLAP
5 15 20
FLAP
0 1 5 15 20 25
224 185 175 168 152 144 142
203 165 157 224.0
30
FLAP
V1 130 124 117
VR 133 127 120
V2 140 137 126
FLAP
Maneuvering/Ref
5 15 20
FLAP
5 15 20
FLAP
0 1 5 15 20 25
199 165 155 150 135 126 124
179 148 134 178.0
30
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RUNWAY LIMIT WEIGHTS LANDING STATION RUNWAY ELEV CONDITIONS (FT) 1000 DRY WET or LM DRY WET or LM DRY WET or LM RUNWAY LENGTH (FEET) 6000 245.5 211.9 248.7 214.7 250.0 217.5 6500 250.0 230.8 250.0 233.8 250.0 236.8 7000 250.0 249.3 250.0 250.0 250.0 250.0 7500 250.0 250.0 250.0 250.0 250.0 250.0
500
SL
PERFORMANCE LIMIT WEIGHTS LANDING TEMP F/C 85/29 80/27 75/24 70/21 65/18 60/16 STATION ELEVATION (FEET) SL 500 1000 2000 3000 4000 250.0 250.0 250.0 248.0 239.1 232.5 250.0 250.0 250.0 248.0 244.1 237.8 250.0 250.0 250.0 248.0 248.4 241.7 250.0 250.0 250.0 248.0 245.9 250.0 250.0 250.0 248.0 245.9 250.0 250.0 250.0 248.0 245.9
Runway Length 6500 ft. wet Field Elevation 500 ft. Temperature 75F. Wind Calm
MN111
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INTENTIONALLY LEFT BLANK
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MN111

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United (UAL) Performance Manual

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INTRODUCTION

STANDARD PERFORMANCE REFERENCE HANDBOOK

RELATIVE WIND ANGLE OF ATTACK

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

Min Drag Speed Max Range Speed Stall

Drag rise due to compressibility

Total Drag Parasite Drag

Total Drag Curve Figure 3

STANDARD PERFORMANCE REFERENCE HANDBOOK

Relation of Bank Angle to Stall Speed

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

BRAKE ENERGY LIMIT WEIGHT

REJECTED TAKEOFF BRAKE COOLING

STANDARD PERFORMANCE REFERENCE HANDBOOK

MAXIMUM PERFORMANCE STOP

TIRE LIMIT SPEED

STANDARD PERFORMANCE REFERENCE HANDBOOK

MAXIMUM TAXI WEIGHT

STANDARD PERFORMANCE REFERENCE HANDBOOK

ALLOWABLE TAKEOFF GROSS WEIGHT ATOG (Takeoff Limit Weight)

STANDARD PERFORMANCE REFERENCE HANDBOOK

ALL ENGINE TAKEOFF FIELD LENGTH

ALL ENGINE TAKEOFF DISTANCE TO 35 FT ALL ENGINE TAKEOFF FIELD LENGTH

STANDARD PERFORMANCE REFERENCE HANDBOOK

V1 -- ADDITIONAL INTERESTING FACTS

STANDARD PERFORMANCE REFERENCE HANDBOOK

BALANCED FIELD LENGTH

BALANCED FIELD LENGTH

STANDARD PERFORMANCE REFERENCE HANDBOOK

Balanced Field Length

STANDARD PERFORMANCE REFERENCE HANDBOOK

UA TAKEOFF SAFETY POLICY

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

FIRST SEGMENT LIFTOFF TO GEAR RETRACTED

SECOND SEGMENT GEAR RETRACTED TO THE FIRST LEVEL OFF

THIRD SEGMENT FIRST LEVEL OFF TO FLAPS UP

FOURTH SEGMENT FLAPS UP TO FIRST POWER REDUCTION

FIFTH SEGMENT FIRST POWER REDUCTION TO 1500 AFE

V2 and 35 ft AGL V1 Engine failure occurs and takeoff continues VR VLOF

Takeoff Distance (AccelerateGo Distance)

STANDARD PERFORMANCE REFERENCE HANDBOOK

METHOD I / METHOD II DISPATCH

STANDARD PERFORMANCE REFERENCE HANDBOOK

MAX TAKEOFF THRUST

MAX CONTINUOUS THRUST

MAX CLIMB THRUST

MAX CRUISE THRUST

STANDARD PERFORMANCE REFERENCE HANDBOOK

COST/ FAILURE RATE REDUCTION

AVERAGE % THRUST REDUCTION

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

STANDARD PERFORMANCE REFERENCE HANDBOOK

FLAP RETRACTION SPEED

184 173 156 162

146 141 134 136 131 124 135 130 123

184 1 160 5 153 15 147 25 140 30 136 40 133

STANDARD PERFORMANCE REFERENCE HANDBOOK