B757

PERFORMANCE
GROUNDSCHOOL COURSE

Capt. Chris Salmon

SYLLABUS
The ground training programme will address the following items:

• A basic summary of some performance A principles

• Performance data tables for each runway
• A basic RTOM calculation
• A basic V SPEED calculation
• Assumed Temperature Reduced Thrust Take-Off
• A realistic RTOM calculation
• Improved Climb Performance
• Landing Data Tables
• Configuration Deviation List
• Contaminated Runway Data
PERFORMANCE A

For Take-Off, you need to prove the aeroplane is not constrained by:
• Climb Limits ( Weight, Altitude and Temperature)
• Field Limits ( Wind, slope, and declared distances such as TORA, TODA, EDA)
• Obstacle Limiting Weight ( Net Take-off Flight Path )
• Climb Limited Weight ( second and fourth segment climbs )
• Tyre speed and brake energy capacity ( Tyre rating and Vmbe )

All of the above are now incorporated into a set of tables, each of which is runway
specific.
PERFORMANCE DATA
GENERAL DATA
• Do you have the correct runway and do you need to use intersection data?
• Are you using data for the correct engines?
• What flap setting will you be using?
• Are you going to use air conditioning packs in auto, or are you using the packs
off procedure?
• Is the runway dry or wet?
PERFORMANCE DATA
• 1000 agl must be used as an acceleration altitude for most operations.
For each page you are given:
• Column runway and climb limitations section
• Declared distances and runway slope
• Take-off speeds
TABLE NOTES
EMERGENCY TURN:
The performance tables assume that if there is no published
emergency turn, then you must continue straight ahead after take-off.
If there is a turn, it must be completed BEFORE accelerating.

INTERSECTION OR FULL LENGTH DATA:

If you are not performance limited, it is advisable to use intersection
figures. Then you are safe to take-off from either the full length or the
intersection if offered.

NO INTERSECTION FIGURES?
Legally, without performance figures from the intersection you cannot
accept the intersection departure.
TABLE NOTES
RUNWAY ALIGNMENT PENALTIES:

These penalties are included in the tables. There are three different line-up
methods considered.

•LINE UP FROM BEHIND THE TAKE-OFF POSITION

•LINE UP WITH 90° ENTRY
•LINE UP WITH 180° ENTRY

The particular method used is annotated at the bottom of the performance page.
PERFORMANCE TABLE
The performance table encompasses all of the basic performance A graphs,
incorporated into a runway specific table.

From the letters or asterisks, you can see what factor limits your take-off:
• CLIMB LIMITS C
• FIELD LIMITS F
• OBSTACLE LIMIT O
• TYRE / BREAK / VMC LIMIT T/B/V

The table will sometimes allow using excess runway length to improve the
climb performance by using increased V2 speeds.
This appears as a second line under the runway figures.
DATA PRESENTATION

Opt Flaps
OAT APU OFF
EPR Eng Bleeds
ON
+ 34°C EGKK
1.69 26L/A1

Max Structural Mass

0(Calm)
113857(115)Oa[5]
161 162 166
RTOM CALCULATION
London Gatwick RW 26L/A1 B757-200/RB211-535E4
ATIS: 26L DRY CALM CAVOK +18ºc QNH 1013 mb
Method: For the RUNWAY limitations, look up the DATUM figure ( I.e. what
the PLTOM would be under 1013 and the wind and temperature given).
Then: Decide if any corrections are necessary
This figure is now your PERFORMANCE LIMITING TOM or PLTOM
Is it: a) 118907 b) 120130 c) 113439 d) 119194
a) 118907 Correct Obstacle Limit Weight
b) 120130 WRONG H 10 limit weight
c) 113439 WRONG T 10 limit weight
d) 119194 WRONG 13 deg limit weight
Finally: Compare the PLTOM with all the structural limitations to obtain the
RTOM
RTOM
The REGULATED TAKE-OFF MASS is the most restricting of either the
PLTOM or the most limiting structural factor. These include:
•Max Authorised Take-off Mass
•Max Landing Weight plus the fuel burn
•Max Zero Fuel Weight plus the Take-off fuel

We are limited by the aircraft structural limits, in our example RTOM is

now 108,862 kgs for aircraft G-OAVB.

THE ACTUAL WEIGHT MUST BE EQUAL TO OR LESS THAN THE RTOM

VSPEED CALCULATION

If the aircraft actually weighed 102,000kgs – which speeds would you use?

The performance manual states “The Take-off speeds associated with the runway
limited weight may be used for actual take-off weights at or below RTOM”

Method: Look at the runway limit column for a weight of 102,000kgs

Use the speeds next to the runway limit weight:

V1 154 Vr 154 V2 157

You are using the weights that are written alongside the runway limited weight
that are applicable to actual aircraft weight.
GROSS ERROR CHECK

Take-off speeds can also be found in the Performance In-flight General

section of the BOEING QRH.
The data is for a generic balanced field. It does however give some runway
lengths intended for generic V1 calculation.
We are NOT authorised to use the V1’s produced on the table as we have
optimised performance data for each runway we fly from.
We use the Boeing QRH to cross check our speeds.
Method: Enter the table with flap setting and aircraft mass.
Look at the appropriate column for runway condition
Obtain Vr and V2 ONLY.
Correct Vr using assumed temperature and pressure altitude
For 200ft press alt, assumed temp 48deg and 102,000kgs:
Vr 151+3 V2 157
Use these to cross check our table figures (Vr 154 V2 157)
VSPEEDS FOR WEIGHTS
LESS THAN RTOM
London Gatwick RW26L A1 intersection
ATIS: RW 26L/A1 DRY 260/10 +16ºc 1013mb
The RTOM with a 10kt headwind should be: 108,862kgs
The loadsheet arrives and your Actual Take-off Mass (ATOM) is 110,000kgs.
Method: Look in the runway limit column (10kts headwind) and find a weight of
110,000kgs, or slightly more.
This is 110,112kgs (At +40ºc)
The limiting obstacle is Oa (188ft high, 5563m from runway)
Your Take-off speeds. 160/160/163 (No V1/Vr split)
Now use the Boeing QRH to gross error check your speeds.
Vr 158+2 V2 163
STANDARD
CORRECTIONS
QNH: Reduce PLTOM by the figure in brackets next to the weight that you
need to correct. This is the correction per mb above or below 1013.
ADD the correction for QNH above 1013
SUBTRACT the correction for QNH below 1013
Engine A/I On: Apply the correction at the bottom of the performance page
according to the limiting factor. NEGATIVE
PACKS OFF: Apply the correction at the bottom of the performance page
according to the limiting factor. POSITIVE

ALL CORRECTIONS ARE ADDED TOGETHER

Why do we apply these corrections to PLTOM?

The aeroplane doesn’t perform as well in non-standard conditions, therefore it

cannot lift as much weight.
PACK
CONFIGURATION
Each Performance page will specify whether the data is to be used with PACKS
ON or PACKS OFF.
This method allows us to gain more power by not diverting any of the engines
potential through the packs. This procedure can be found in the Flying
Procedures Manual.

PACKS OFF correction

Flap 5
F: ----
O: 163 kg
C: ----

To a packs on performance page apply the above corrections dependant on your

limiting factor.
On a PACKS OFF page there will be a PACKS ON correction box, these are
negative corrections.
STANDARD CORRECTIONS
EXAMPLE
London Gatwick RW 26L/A1 Opt flaps APU OFF Eng Bleeds ON
ATIS: RW 26L/A1 CALM 1000m BR +8ºc QNH 993mb
(is engine anti-ice required?)
Method: Obtain Runway Limiting Mass 119,480 kg

Then: How many millibars below 1013? 1013-993= 20mb

What is the correction? 20 * 80 = 1600kg

Next: Anti-ice is required. -1600+(-484) = -2084kg

Next: Apply the correction to PLTOM. 119,480-2084=117,396kg

So the PLTOM is 117,396kg but we are still limited by our structural limit.
ASSUMED WEIGHT
If the aeroplane has an actual weight of 100,000kgs, will it behave like a
100,000kgs aeroplane?

NO: Due to the low density of the air and with the TAI drawing bleed air
from the engines, the aircraft will appear much heavier.
The corrections told us we had weight penalty of a negative value.
We know the aircraft will appear heavier, therefore if we REVERSE the
correction and ADD it to our ATOM – it will give us a better indication of the
weight of the aircraft.
HOWEVER, you must reverse the corrections APPLICABLE to your ATOM
not your RTOM – because the corrections will be different. Therefore,
100,000 + (103*20=2060+484=) = 102,544kgs
DO NOT REVERSE INITIALLY POSITIVE CORRECTIONS.

THIS IS OUR ASSUMED TAKE-OFF MASS

ASSUMED TEMPERATURE THRUST
REDUCTION

Our example gives an RTOM of 108,862kgs.

Our actual take-off mass in 100,000kgs
If our assumed weight is only 102,544kgs, the engines could be operated at a
reduced setting to prolong engine life.

Gas turbine engines produce less power as the OAT rises.

If we “lie” to the engines by telling them there is a high OAT, they will produce
less power automatically.
If we told the engines it was +46ºc, the performance table shows we could lift
103,851kgs.
This is higher than our assumed weight so we are able to take-off, but with the
engines producing less power, we preserve engine life.

AN ASSUMED TEMPERATURE REDUCED THRUST TAKE-OFF USES MORE FUEL

ASSUMED TEMPERATURE THRUST
REDUCTION

With an assumed temperature of +46ºc, what will are take-off speeds be?
We use the speeds associated with the assumed temperature for the relevant
wind conditions.
i.e. 155 155 158
If however, our assumed TOM is 80,000 kgs, what do we do?
We will use 64ºc as our assumed temperature, although we are “off the top”.
Now what speeds will we use?
We are operating safely if we use the speeds on the top line of the table, however
they are faster than we need (143/143/145).
So, we use the BOEING QRH and extract our speeds.
Vr 130+6 V2 139
V1 figures are only valid for a field length limited runway
Remember to adjust for pressure alt and temperature!
ASSUMED TEMPERATURE THRUST
REDUCTION

An Assumed Temperature Reduced Thrust Take-off is not permitted when:

• The runway is contaminated with water, slush or ice
• Anti-skid is OFF or inoperative
• Either thrust reverser is inoperative
• Any power setting instrument is inoperative
• EEC is OFF
• Aircraft has been de-iced
• A PACKS OFF take-off is required
• Improved climb technique is required
• The Take-off data page or MEL is so annotated
• Windshear or temperature inversion reported
ASSUMED TEMPERATURE THRUST
REDUCTION

The max allowable thrust reduction is 25% of a full thrust take-off.

At low aircraft masses (i.e. ferry flights), it is possible that the
performance tables will allow an assumed temperature of up to 64ºC.
This is some cases will exceed the 25% limit.
Use the BOEING QRH to check the Max allowable assumed temperature,
for the pressure altitude and OAT of the departure runway.
If the QRH temperature is lower than the table temperature, use the QRH
temperature as the assumed temperature.
The table V Speeds may still be used.
This will ensure a safe thrust reduction.
REALISTIC PERFORMANCE
CALCULATION

Bergamo RW 11, full length data OPT flaps.

ATIS: RW 11 DRY 110/10 1200m BR BKN006 +8º/+3º QNH 997

We can tabulate all our calculations.

A similar format appears on the pilots log for the other crew members to cross
check.
Remember- The assumed Take-Off mass can never be lower than the actual.
 PerfInformation
Perf Information
PLTOM
PLTOM RUNWAY
RUNWAY
_______
_______
Corr.
Corr. QNH
QNH _______
_______
TAI
TAI _______
_______
PACKS
PACKS _______
_______
TOTAL
TOTAL _______
_______
[Link]
Corr. PLTOM _______
_______
RTOM
RTOM _______
_______
ATOM
ATOM _105,000_
_105,000_
[Link].
Rev. Corr. QNH _______
QNH _______
TAI
TAI _______
_______
PACKS _______
PACKS _______
[Link]
Chg. Signififneg.
[Link]
TOTAL _______
_______
AssumedTOM
Assumed TOM _______
_______
AssumedTEMP
Assumed TEMP _______
_______
V1
V1 Vr
Vr V2
V2
REALISTIC PERFORMANCE
CALCULATION

What is the Runway Performance Limit?

119,331 kgs
What is the limiting factor?
F - Field limit
What is your RTOM?
108,862 kgs (structural)
What are the reversed corrections?
+1958 kgs
What is your Assumed Temperature?
+42ºc
What are your V Speeds?
155/158/161
 PerfInformation
Perf Information
PLTOM
PLTOM RUNWAY
RUNWAY
_120,855_
_120,855_
Corr.
Corr. QNH
QNH (84*16) _1344__
(84*16) _1344__
TAI
TAI _180__
_180__
PACKS
PACKS _______
_______
TOTAL
TOTAL _1524_
_1524_
[Link]
Corr. PLTOM _119,331_
_119,331_
RTOM
RTOM _108,862_
_108,862_
ATOM
ATOM _105,000_
_105,000_
[Link].
Rev. Corr. QNH _1616_
QNH _1616_
TAI
TAI _342__
_342__
PACKS _______
PACKS _______
[Link]
Chg. Signififneg.
[Link]
TOTAL _1958__
_1958__
AssumedTOM
Assumed TOM _106,958
_106,958
AssumedTEMP
Assumed TEMP _42deg_
_42deg_
V1155
V1 155 Vr
Vr158
158 V2
V2161
161
 IMPROVED CLIMB
If the PLTOM is limited by climb, the Climb Limited Weight may be increased by
the use of the IMPROVED CLIMB TECHNIQUE.
The increase in weight is obtained by using excess runway available to accelerate
to higher Take-off speeds thereby achieving higher climb gradient capability.

The determination of RTOM using the Improved Climb Technique is similar to the
original RTOM calculation except:

• RTOM is the lower of the Improved Climb Limited weight and the MATOM.
• For all actual Take-off weights at or below RTOM, the speeds associated with the
Improved Climb Limited weight MUST be used.
• The use of improved climb implies a full thrust take-off and that assumed
temperature reduced thrust is NOT used.
LANDING DATA
This is presented in table format, with two tables for each runway on the WET
performance page.
One table gives you the max. landing weight according to the WAT limit.
The bottom table gives you the max. landing weight according to Field limit.
An advisory table for VREF speeds is also shown.
More detailed landing performance can be found in the BOEING QRH

This contains advisory information on:

• Autobrake landing distances

• Landing distance adjustments
• Slippery runway landing distances
• Non-normal configuration landing distances
• Brake cooling schedules
CONFIGURATION
DEVIATION LIST

If there are unservicabilities on the aircraft, the MEL/CDL should be referred to for
performance guidance.
This section will advise on performance penalties for various abnormalities.
It will also advise on variation on Take-off speeds, distances, weight restrictions,
en-route fuel burn changes and approach speeds.

For example (These are generic examples-aircraft featured is B737):

Unservicabilities in the Kruger Flap system DECREASE Max Take-off and Landing
weights by 3180 kgs.

In addition, your V1 and VR speeds need to be INCREASED by 1kt.

CONFIGURATION
DEVIATION LIST
2- 10-04[P]

A. MAIN GEAR DOORS-INNER

Number normally required: 2

either or both may be missing.

B. Maintenance Procedure

1. Remove any loose attachment fittings.

2. To prevent the formation of ice, which

prevents the fuel crossfeed valve from opening,
on or near the manual override handle, Boeing
recommend that MIL-G-27617 Type 1 grease be
applied to the crossfeed valve actuator shaft. The
grease must be removed and reapplied daily until
the door is reinstalled. (CDL revision expected in
Nov 2001)
CONTAMINATED RUNWAY DATA

Extract from JAR-OPS 1 Subpart G IEM OPS 1.490

Operation on runways contaminated with water, slush, snow or ice implies

uncertainties with regard to runway friction and contaminated drag and therefore
to the achievable performance and control of the aeroplane during take-off, since
the actual conditions may not completely match the assumptions on which the
performance information is based. In the case of a contaminated runway, the first
option for the commander is to wait until the runway is cleared. If this is
impracticable, they may consider a take-off, provided they have applied the
applicable performance adjustments, and any further safety measures they
consider justified under the prevailing conditions.

An adequate overall level of safety will only be maintained if operations in

accordance with approved data contained in the AFM are limited to rare
occasions.
CONTAMINATED RUNWAY DATA

Different runway conditions may be encountered as follows:

DRY Self explanatory
DAMP Not perfectly dry, but the water does not give
the surface a shiny appearance
WET or WATER PATCHES Well soaked, giving a reflective appearance
without standing water >3mm
RIME or FROST COVERED Self explanatory
DRY SNOW Can be blown loose or if compacted by hand
will fall apart on release
WET SNOW If compacted by hand will stick together and
form a snowball
SLUSH Water saturated snow which with a heel and
toe slap motion will be displaced with a
splatter
COMPACTED SNOW Compressed into a solid mass
FROZEN RUTS or RIDGES Self explanatory
PERFORMANCE
KUUSAMO EFKS/KAO 30 OPT flaps
Note the differences between the contaminated and normal wet/dry tables:
• Reduced temperature scale
• Figures based on ZERO WIND conditions for contaminated runways.
• No correction for ENG TAI ON (included below 8degC).
• No correction for PACKS OFF – separate table required.

•ATIS: KAO RWY 30 SLIPPERY, Reported Breaking Action 0.28/0.26/0:26

CALM 1200m BR -5/-1 1002 (ATOM – 92,000kgs)
PLTOM = 106,866kgs
Corrections = 11*75=825kg (engine anti-icing included in analysis)
RTOM = 106,041kgs
ATOM 92,000kgs therefore Vspeeds: 130/148/152
NO THRUST REDUCTION ON CONTAMINATED RUNWAYS ALLOWED.
TEST
TEST PAPER
PAPER
 GROUND
GROUND SCHOOL
SCHOOL COURSE
COURSE
COMPLETE
COMPLETE

March 2005. Astraeus Ltd. Written by Capt. Ian Pearce, amended for B757 Capt Chris Salmon ©