This document summarizes Boeing's fleet performance presentation for 2013. It defines key performance terms like take-off distance and discusses performance considerations for contaminated, wet, and dry runways. It outlines standard and special engine out procedures and notes factors that affect take-off distance. The document provides guidance on alternate forward center of gravity limits, runway analysis calculations, thrust selection, and alternate EEC mode operation.

1. Boeing fleet performance
presentation for 2013

2. WE START WITH A FEW BASIC DEFINITIONS.
• TAKE OFF DISTANCE (TOD).
• The greater of either the distance to a height of 35 feet with
an engine failure, or 115% of the all engine distance to 35
feet.

3. CONTAMINATED RUNWAY PERFORMANCE.
• Operation on contaminated runways implies uncertainties with regard to
runway friction and contaminant drag and therefore to the achievable
performance and control of the aircraft during take-off, since the actual
conditions may not completely match the assumptions on which the take-
off performance is based. If this is impracticable, take-off maybe
considered provided the applicable performance adjustments have been
applied. In connection with contaminated runways, the performance
criteria remains unchanged from the requirements with the following
exceptions.
• 1. The take-off mass must not exceed that permitted for take-off on a dry
runway under the same conditions.
• 2. Take-off screen height is presently reduced from 35 feet to 15 feet in
case of one engine inoperative.
• 3. Stopping distance includes the effect of reverse thrust (not applicable
on a dry runway)
• 4. The use of assumed temperature method for reduced thrust or
improved climb procedures must not be used.

4. CONTAMINATED RUNWAY.
• A runway is considered to be contaminated when more
than 25% of the runway surface area (whether in
isolated areas or not) within the required length and
width being used is covered by the following.
• 1. Surface water more than 3mm deep, or by slush, or
loose snow, equivalent to more than 3mm of water.
• 2. Snow which has been compressed into a solid mass
which resists further compression and will hold
together or break into lumps if picked up (compacted
snow), or
• 3. Ice including wet ice.

5. DON’T LET THIS HAPPEN TO YOU!

6. WET RUNWAY.
A runway is considered wet when the runway
surface is covered with water, or equivalent, less
than specified for contaminated runway above
or when there is insufficient moisture on the
runway surface to cause it to appear reflective,
but without significant areas of standing water.

7. Look at the outboard engines!

8. WET RUNWAY PERFORMANCE.
When the runway is wet, take-off performance must be
calculated considering the effects of reduced braking
capability. The take-off mass must not exceed that
permitted for take-off on a dry runway under the same
conditions:
1. Take off screen height is presently reduced from 35 feet
to 15 feet in case of one engine inoperative.
2. Stopping distance includes the effect of reverse thrust.
3. Credit for clearway (area clear of obstacles at the
runway end doesn’t have to be rollable, can be gravel or
water) is not permitted.

9. On a wet runway the V1 speed used is lower than if
it is dry for a given aircraft weight. This is because
the maximum wheel braking force available will be
less on a wet runway, so the aircraft will have to
brake from a lower speed for it to be stopped
within the distance available. If engine failure was
recognised at this lower V1 and take-off was
continued:
1. The aircraft will lift off after a longer run than
from failure recognised at the dry V1 but the run
will not exceed TORA (Take Off Run Available).
2. The aircraft will reach a height of not less than 15
feet at the end of the TODA (Take Off Distance
Available, which is TORA plus the clearway), and V2
by the time 35 feet is reached.

10. FACTORS AFFECTING TAKE OFF DISTANCE.
• When using either the Runway Analysis or the take-off performance
charts in the FPPM/AFM the following factors must be taken into
account:
• 1. The atmospheric pressure of the aerodrome.
• 2. The ambient temperature at the aerodrome.
• 3. The runway surface condition and the type of runway surface.
• 4. The runway slope in the direction of take-off.
• 5. Actual headwind or tailwind component.
• 6. Corrections, if any, due to use of air conditioning pack usage.
• 7. The loss, if any, of runway due to alignment of the aircraft prior
to take-off.
• 8. Any performance penalties resulting from dispatch with
inoperative equipment.
• 9. NOTAMS.

11. Be-aware of obstacles!

12. ENGINE INOPERATIVE CONSIDERATIONS.
• Remember that take-off thrust is limited to 5
minutes, however, increased to 10 minutes in
the event of an engine failure.
• At maximum take-off weight initial pitch
attitude to aim for is 12.5' and at weights
around maximum landing weight 15'.

13. First class have the raft, economy have
to stand on the wing!

14. STANDARD ENGINE OUT PROCEDURE.
• Climb straight ahead at V2 speed until acceleration height (minimum 1500 feet
a.a.l) is achieved, then:
• 1. Accelerate for flap retraction and simultaneously start a 15' bank turn if
specified in the Engine Out Procedure description. Retract flaps on schedule and
accelerate to final segment climb speed, V2+100 (i.e. Vref+98 knots)
• NOTE: If the holding pattern is close in, flaps maybe left extended to maintain the
required holding speed (below 14,000 feet, generally 230 knots)
• Maximum weight for holding clean is: xxxx
• Maximum weight for holding with flap 1' is: xxxx
• Maximum weight for holding with flap 5' is: xxxx
• 2. After flap retraction climb with Maximum Continuous Thrust to desired altitude
for further action, i.e. approach or diversion to another airport.
• 3. A bank angle of 25' is assumed only after reaching clean manoeuver speed.

15. SPECIAL ENGINE OUT PROCEDURE.
• Climb at V2 speed and follow specific navigational
procedure as defined in analyses until acceleration height
(minimum 1500 feet a.a.l.) is achieved AND:
• 1. Accelerate for flap retraction. Retract flaps on schedule
and accelerate to final segment climb speed.
• 2. If the Engine Out Procedure requires a turn before
reaching clean manoeuver speed a bank angle of 15' is
assumed. After clean manoeuver speed is reached, 25'
bank is assumed.
• 3. After flap retraction climb with Maximum Continuous
Thrust to desired altitude for further action, i.e. approach
or diversion to another airport. Continue climb for a
minimum of one hold.

16. NOTE FOR BOTH STANDARD/SPECIAL ENGINE
OUT PROCEDURES.
If a holding pattern is provided, the normal
holding pattern is 5nm straight to the holding fix
and a turn with a radius of 2nm. A safety margin
of 3nm is provided around the holding pattern.
Unless obstacle clearance is not a problem (e.g.
over the sea) and the aircraft climb performance
is adequate, do not accept ATC radar vectors
below MSA.

17. Always have a plan….it may not be the most
accurate one….but have a plan none the less!

18. ALTERNATE FORWARD CG LIMITS.
• The use of Alt Fwd CG Limit requires less lift from the wing
for the same weight of cargo. The benefits of the
performance gained maybe utilised in the following ways:
• 1. For the B747, for a given set of circumstances, i.e.
runway length, airport elevation and ambient temperature,
an increase in take-off weight maybe in the order of 6000
kgs.
• 2. Maintain capability for the same take-off weight even if
the OAT increases 6-8 degrees Celsius.
• 3. Less tail trim drag results in better climb capability and
lower overall trip fuel burn. Alt Fwd CG Limit take-off is
allowed on dry and wet runways, but NOT on contaminated
runways.

19. Do you know the correct loading and
unloading sequence?

20. RUNWAY ANALYSIS CALCULATIONS
UNBALANCED FIELD V1 WIND CORRECTION.
• 1. This shows the correction to be applied to
the V1 value derived from the Integrated
Performance Columns.
• 2. IF TORA, TODA and ASDA (Accelerate Stop
Distance Available) indicate a balanced field
condition, i.e. the values are the same, this
correction need not apply.

21. RUNWAY ANALYSIS CALCULATIONS
• COMMON MISCONCEPTIONS WHEN MAKING PERFORMANCE CARD
CALCULATIONS.
• 1. For performance calculations the term 'light and variable' referring to
wind velocity, assumes a 5 knot tailwind.
• 2. On the take-off performance card, for Zero Wind Weight, enter the
maximum take-off weight for the actual ambient or assumed temperature
from the appropriate column of the Runway Analyses.
• 3. In general there is no headwind or tailwind correction for a climb
limited take-off calculation. However, until the performance card is
changed to allow the check for the corresponding field limit and a tailwind
correction to be shown, then the tailwind correction is to be applied to the
climb limit.
• 4. Performance Decrement column, enter performance decrements if
required for MEL/CDL items APU ON and/or performance increments for
Pack-Off take-off.

22. Know your aircraft’s limits and
limitations.

23. THRUST SELECTION.
• The fixed derate of TO1 or TO2 is considered a limitation for take-off.
Thrust levers should not be advanced further except in an emergency. A
further thrust increase following an engine failure could result in a loss of
directional control.
• Fixed derates are not to be used with Integrated Performance section of
the runway analyser.
• The use of the Assumed Temperature method of thrust reduction may be
used in combination with any of the fixed TO ratings with the following
restrictions:
• 1. Not to be used with integrated performance section of runway analyser.
• 2. Wet runway prompt on the FMC take-off page must be used on wet
runways.
• 3. No runway contamination is allowed.
• 4. The antiskid system must be operative.
• 5. All brakes must be operative.
• 6. Not to be used if windshear conditions are suspected.

24. If in doubt…..wait!

25. ALTERNATE EEC MODE OPERATION.
• In order to simplify performance calculations when operating in the Alternate
EEC Mode, Boeing has provided an alternate method based on the more
conservative derate of 10% TO1.
• 1. The antiskid system must be operative.
• 2. Operation on contaminated runways is prohibited.
• 3. Use of Packs Off integrated performance analyser is prohibited.

26. ALTERNATE EEC MODE OPERATION.
• OPERATING PROCEDURES:
• 1. Obtain take-off EPR (FPPM Section 4.5) for the Alternate Mode EEC. This is the only
allowable take-off thrust setting.
• 2. Use the TO1 runway analyser (Packs On balanced field) to obtain the limit weight.
• 3. Obtain the initial V speeds from TO1 Take-off speeds (FPPPM Section 1.3 dry runway,
V speeds Flaps 20') and your actual weight. This data is conservative for everything
except Vmcg.
• 4. Check the initial V1 against full rated Vmcg (FPPM Section 1.2). Set V1=Vmcg if V1 is
less than Vmcg.
• 5. Check Vr against the new V1 from step 4 and Vr minimum (FPPM Section 1.2). If Vr is
less than either of these speeds, increase Vr to equal the larger of V1 or Vr minimum
(Vr minimum takes Vmca into account)
• 6. If Vr is increased in step 5, adjust V2 accordingly (FPPM Section 1.2)
• 7. These calculated speeds must be used in the FMS and entered on the take-off
performance calculation card.
• NOTE: If operating at low weight/aft CG (Area F on the CG diagram), add fuel into the
centre tank or shift cargo to bring the CG out of area F The centre tank fuel can be used
after take-off.

27. ENROUTE OPERATION.
OPERATIONAL LIMITS DUE TO TERRAIN ENROUTE -WITH ONE
ENGINE INOPERATIVE.
The aircraft gross weight at all points along the route shall be
such that the one engine inoperative service ceiling (This is
the altitude with MCT set a climb gradient of 1.6% can be
achieved) is 1000 feet higher than the terrain.
This gross weight limitation must be met without fuel
dumping.
Alternatively, the net flight path must permit the aircraft to
continue flight from cruising altitude to an aerodrome where
landing can be made, the net flight path clearing vertically by
at least 2000 feet, all terrain and obstructions along the route.

28. Some airways require escape routes.

29. REMEMBER: Before shutting an engine down, consider
operating it at reduced or idle thrust. Generally when the
flight has progressed 25%, continuation of flight to the
destination is possible with reserve fuel in place, with one
engine inoperative.
Also, with AUTOSTART operative and an engine flamed out
it is SILKWAY policy not to restart it if the cause of the
flameout cannot be determined.
It is desirable that the critical point(s) for start of drift down
be given as a Pre-Determined Point (PDP).

30. LANDING DISTANCE.
• The maximum landing weight at the estimated time of arrival at the destination
aerodrome or any alternate aerodrome shall allow for a full stop landing from 50
feet above the runway threshold.
• For dry runways, within 60% of the landing distance available.
• For wet or contaminated runway, the landing distance available is at least 115% of
the required landing distance for dry runway as determined above.
• In calculating the above landing distance, the following factors must be accounted
for:
• The altitude of the aerodrome.
• Actual headwind or tailwind component.
• The runway slope in the direction of landing if greater than +/-2% (Limitation)
• The aircraft will land on the most favourable runway, in still air.
• The aircraft will land on the runway most likely assigned considering the probable
wind speed and direction and the ground handling characteristics.

31. All corrections need to be made to required
landing distance.

32. PERFORMANCE RULES OF THUMB.
• Minimum achievable climb gradient on 4 engines is 7.3%
• Best holding altitude is 25,000 feet (Max speed 265 knots IAS)
• At maximum landing weight. Distance to reduce speed from 330 knots to Flap 10+10
knots is 14nm, and from 330 knots to 250 knots using speedbrakes only reduces the
‘clean’ distance by 3nms.
• LRC is just an aerodynamic number affected by weight and altitude. However, ECON
CRZ considers the wind as well….LRC and Fixed Mach Number does not consider wind.
• Turbulence speed below 15,000 feet and below maximum landing weight, then 250
knots IAS is recommended.
• Avoid using speedbrakes above Flap 10.
• Maximum brake away thrust is 40% N1.

33. For information only.
• Also when icing conditions are expected after landing, switch on the NAI
at the end of the landing checklist. It is not necessary to switch ON NAI
when airborne if AUTO is selected.
• Smooth cancellation of reverse thrust at 70 knots to achieve reverse idle
by 40 knots, with reverse cancelled and the engines in forward thrust by
20 knots; this is the ideal scenario on a normal landing.
• With pop up vibration annunciated on EICAS, NO crew action is necessary
unless other abnormal indications exist. Also the AVM is not valid at take-
off thrust settings or during power changes. The system is primarily for
maintenance monitoring.
• Ideally if the difference between the OFP and the loadsheet is greater
than 5 tonnes, then request a new OFP, unless the increase is due to extra
fuel.