True Performance EFB Pro

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

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

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

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

Obstacle Gradient 35ft Obstacle NET VERSUS GROSS From the perspective of the aircraft and AFM

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

35ft PansOps SID (or ODP) TERPS vs Pans-Ops

35ft.8% PansOps SID (or ODP) TERPS vs Pans-Ops

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

.8% Assume to be Terrain Pans-Ops TERPS At runway surface 24% of gross gradient Assume to be Terrain TERPS vs Pans-Ops

1.Type B applications must not extrapolate or project results not represented by the AFM-approved data point's envelop of conditions including, pressure altitude, temperature and/or weight [Par 10 (e)(4)(f)] 2.Creation of a new algorithmic method to replace AFM data is not allowed in Type B applications [Par 10 (e)(4)(g)] 3.Type B algorithms must adhere to the same data methodology as the AFM-approved data [Par 10 (e)(4)(g)] 4.For performance, Type B applications, must represent net climb gradient with considerations including, but not limited to, level-off, acceleration, transitions and engine takeoff power time limits. [Par 10 (e)(4)(f)] 5.Type B applications must accurately address engine inoperative gradients and obstacle clearance plane and weight limits. [Par 10 (e)(4)(f)] 6.Transition from airport area performance to enroute climb performance and obstacle clearance must be addressed. [Par 10 (e)(4)(f)] 7.Type B applications are suitable only insofar as they accurately reproduce the paper AFM data. [Par 10 (e)(4)(f)] AC B

Incorrect Method #1

2000 ft Factoring in the Transition / Acceleration Segment

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

Runway Analysis

SID lateral safety limits

Runway analysis lateral safety margin

SID gradient

Net SID gradient

Terrain within SID limits

Runway Analysis vertical clearance requirement

4 Segment Climb vertical clearance and path

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

Briefing Differences Decide which DP to select Any Runway Analysis Reno 16 1)16L 2)16LDP 3)16LDP1 4)16LDP2 5)16R 6)16RDP 7)16RDP1 8)16RDP2

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

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

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

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

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

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

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

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

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

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

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

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

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

Runway Analysis Musts…. 1.Discard the idea that “special procedures” can be used as routine departures. 2.Approach RA as an increased risk procedure that must be justified. 3.Limit “escape procedures” to manageable number. 4.Flight test the procedures. (the airlines do) 5.Ask questions. (How can we deviate from the AFM?) 6.Develop and adhere to strict simulator training to proficiency standards. 7.Develop and adhere to track-able crew matching. 8.Develop and adhere to strict briefing methods.

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