1- It’s a layer of the atmosphere where the temp increase with increasing of altitude.
2- This layer is generally between the surface & 2500 feet.
3- Particular concern with the following:-
a- High Ambient Temp.
b- Max .T/O WT.
c- Engine Failure at V1.

Notes:

The published T/O performance data DOES NOT account for a temp inversion.

Temperature Inversion Policy:      ( P&P –Bulletin )

1- Add the Temp. Inversion value to OAT to obtain the correct inversion temp.(you may correct for low QNH if required).
2- Temp. Inversion MUST NOT be greater than the MOT for T/O.
3- If required T.O.W is more than M.T.O.W advice Dispatch.
4- Enter the Actual or Assumed temp. in the FMS without Temp. Inversion Correction.

 Max. Takeoff  Weight:-                  ( FHB  01.10.01 )
 
        It is limited by the most restrictive of the following:
     1- T/O Field Length .         2- Tire Speed.
     3- Brake Energy .              4- Obstacle Clearance.
     5- Max Landing Weight.

Max. Landing Weight.                    ( P&P 11.01.01) ( FHB  01.01.01 )
 
      It is the lowest of the following:
1- Field Length Landing Weight.
2- Climb Limit Weight.
3- Max. Certificated Landing Weight.

Critical Temperature                      ( P&P  11.01.04 )

    It is the Hottest temp. at which the following two Climb Gradients  can be achieved at the max certified Landing W.T.

Notes:  Landing Must not be made EXCEPT in an Emergency.

Approach Climb limit W.T.            ( P&P 11.01.04 )
 
       Based On: -
     The Aircraft MUST be Able to Climb with:
1- Climb Gradient of – 2.1%.
2- L/D Gear –UP.
3- Flaps – App. Setting.
4- Engine – One Inop.
5- Thrust – G/A Thrust in the Remaining Engine.

Landing Climb limit W.T.               ( P&P 11.01.04 )
 
        Based On: -
     The Aircraft MUST be able to Climb with:
1- Climb Gradient of – 3.2%.
2-  L/D Gear –Down.
3- Flaps – L/D. Setting.
4- Engine – All Engines Operative.
5- Thrust – G/A Thrust in All Engines.

Actions, when Actual Temp. Higher Than C.T.  :-  ( P&P 11.01.05 )
 
1- Use of D8 for Approach Climb limit W.T.        OR
2- Reducing actual W.T.
3- Landing Must Not be Made  EXCEPT in an Emergency .

Takeoff Segments:
 
 

Quick Turn Around:                      ( P&P 11.01.02 )

     When its been made, awaiting period of at least 40 min Required before T/O is permitted
     Why? To ensure the wheel thermal plugs have not melted and to check Tire Pressure.

Waiting Period Elimination:-        ( P&P 11.01.02 )

     If the Max Quick Turnaround is exceeded and NO artificial cooling has been applied then
     the Waiting Period MAY BE eliminated provided the following conditions are met:

1- Temp.at the Warmest break, as measured by the BTMS ,is less than  540°C  after parking for 10 min .
2- Brake Overheat Alert is not displayed.
 
DRY Dispatch:                         ( P&P 11.01.04 )

1- Limited to PCA/FAA & Airplane Flight Manual (AFM).
2- It is to plan for L/D on RWY using no more than 60% of the length & without reverse thrust.
3- Condition: To Cross the threshold at 50’ with Vref SPD.

WET Dispatch:                                         ( P&P 11.01.04 )

1- Limited to PCA/FAA & Airplane Flight Manual (AFM).
2- It is to plan for L/D & Stop within the dry stopping distance + 15% which is 60% + 15% = 75%.
3- Condition: When the forecast WX for that RWY is WET with Vis less than 1200m.

 
Definition of  (WET RWY): -            ( P&P 11.01.04 )
 
        ICAO:         Precipitation heaver than Drizzle, Other than Showers is reported and the temp. is -4°C or higher.
     PCA/FAA: Precipitation heaver than Light & the temp. is -4°C or higher.
     Generally:  The probability of any Precipitation is forecast to be 50% or greater ,WX continuous or intermittent.

Assumed Temp. Thrust Reductions   ( P&P 12.01.01 )
 
       Max of 25% of the thrust rating is limited by the PCA/FAA. ( its already calculated )

Conditions NOT allowing  Using of Reduce Thrust: -  ( P&P 12A.01.12 )

1- Contaminated Runway
2- Using  D8 Thrust Setting.
3- De-Icing  / Anti-Icing fluids applied to the Aircraft.
4- “Engine Idle Control Sys” Failed in the approach Idle Mode.
5- The 30 days Check.

Notes:

     A wet / slippery RWY is not considered contaminated.
     We can do: reduce on wet RWY.
     We can not do : max D8 on wet RWY.

MAX Takeoff  Brake Temp.:-      ( P&P 12.01.01 )
 
       It is to ensure that the brake have sufficient capability to stop the airplane.

MTTL CHART:-                                     ( P&P 12.01.03 )
     Required When

1- T/O chart is not available in the P&P Manual.
2- RWY has been shorted.
3- WET (D-5 / Optimum flap’s settings)
4- Contaminated RWY.
5- Current chart is not available ( Data of the chart has been changed since the chart has been printed)

MTTL / P&P Charts ( Differences)        ( P&P 12.01.03 )

     The MTTL  T/O charts are NOT in finalized planning & performance manual format. and its valid only for one time.

Optimum Flap Setting:-                            ( P&P 12.01.03 )

     It is the Sys. To provide the best position for T/O performance at given conditions.

Wet & Slippery Rwy’s (Restrictions):-     ( P&P 12A.01.07)

     T/O is Not allowed with one Thrust Reverser Inop.

Rwy Considered Contaminated when:-    ( P&P 12A.01.12)

    When more than 25% of the available Rwy length is covered by on or more of the following with a depth
    Of more than 3mm and less than 13mm.

     1- Standing Water.                                        2- ICE
     3-Compacted Snow.                                     4- Light Snow (dry)
     5-Heavy Snow (wet)                                    6- Slush.

Takeoff Restrictions for Contaminated RWY:-        ( P&P 12A.01.12)

     T/O are not allowed When:
1- Slush or Standing Water depth exceeds 13mm**.
2- One Thrust Reverser INOP.
3- Auto G/A Spoiler INOP.
4- Tail Wind.

Note:

    Possible Airplane damage, as a result of Impingement of the Slush On the Airplane Structure.

Actual Break Temp:-                    ( FHB “FPS” 20.03)

    Can be determine 15 – 20 min After Landing.

Minimum Fuel Requirements:-   ( P&P 01.01.01 )

     1-Trip Fuel
     2- Alternate Fuel
     3- Reserve Fuel.

Trip Fuel:-                                    ( P&P 01.01.01 )

     It is the required fuel from DEP to DEST, including (T/O, Climb, Cruise, Descent , Approach and Landing.

 Fuel Reserve Requirements           ( P&P 01.01.01 )

1- Domestic Flights:         2400 Kg  for 45 min

Based on :-
a- Normal Fuel Consumption .                 c- 64’000 Kg missed app W.T.
b-  Fuel flow for M.78 on ISA +15°.        d- At FL 280.

     2-   International Flights:   1500 Kg for 30 min  + 10% of the Total Time from Dep to Dest.

          Based on :- a- 10% of total time on average fuel flow during the* last 2 segments of the CRZ. (* before T/D )
b- 30 min holding time = 1500 Kg.
c- Incase of Re-Dispatch :   Holding Fuel (1500 kg) + 10% of the fuel burn for the flight time
                                                         From re-dispatch point to destination.
 

a- Climb   =  fuel and data  250/290/M.72
b- Cruise   =  fuel and data   LRC
c- Descent =  fuel and data   M.76/290/250

Alternate Fuel (Calculations):-     ( POLICY )
    Distance from destination to the alternate  + 40 NM ( to fly the SID & STAR )
 
Definitions:-
 

 Deceleration :-

Interpolation is Not Allowed  , USE NEXT HOTTER TEMP

1- Correct for low QNH + (add) to ACT temp  ( use only to find weight) .
2- Find charted Zero wind WT and Flap = WT
3- Correct for T/W ( H/W SCD)
4- Correct for MEL / CDL penalties .

RWY  LWT ( in the Data Card )
( No contaminated or short RWY correction, Use MTTL CHART )

5- MAX TO WT  ( in the Data Card ) = Is the lower of RWY LWT or Max takeoff weight  (72,802)
6- Find Pressure Altitude
7- Enter the Alt Region graph to find the region to be used (A,B,C,D,E,F,G) ( Use ACT TEMP & Pressure Alt )
8- Enter the V-speed Table with ACT WT and ALT –TEMP Region to find the V-speed ( Correct for Slope, Wind and Anti-Ice )
 
Note:

Vmcg & Vrmin MUST ALWAYS BE CALCULATED AT THE ACT TEMP & PRESSURE ALT.

-ACT V-speed Calculation Correction                     V1            VR                V2
- Slope adjustment
- Anti-Ice adjustment
- Wind adjustment       ( W.T. penalties are mandatory for tail wind  )
-Contamination adjustment   = Wind & Slope
- Wet  adjustment
                                                                   = Final  V1              VR

V-speed Rules :-

1- Round V1 to the NEXT LOWER VALUE  and Round all other V-speed , including Vmcg to the NEXT HIGHER VALUE
2- V1 Must  be EQUAL or EXCEED  Vmcg , If the V1 less than Vmcg INCRASE V1 to Vmcg
3- VR Must be EQUAL or EXCEED V1  , If the tabulated VR is Less than V1, SET VR to EQUAL V1
4- IF VR is INCRASED  Then V2 MUST BE INCRASED by the same amount.
 

Low QNH :-

- For Max : Take the weight  ( Hotter Temp )
- For V-speed take speed at the ACT Temp
-
- For Reduced Colder Temp for EPR ( to be Entered in the FMS   Flex____  )
- For V-speed take speed at the ACT Assumed Temp

Reduced Thrust:-

Interpolation is Not Allowed  , USE NEXT COLDER TEMP

1- Correct ACT W.T.  for MEL / CDL or Wind ( H/W (+) , T/W  (-)  To ACT W.T. )
2- Proceed  up until the  Zero Wind W.T.  EXCEED the adjusted ACT W.T.
3- Charted Zero Wind W.T. and Flaps     Corrected For :-
                                                                                             a- Tail Wind (-)    Head Wind (+)
                                                                                             b- MEL   /    CDL
                                                                                             c- RWY LWT
4- MAX TO WT is the LOWER of RWY LWT and  Max takeoff weight  (72,802)
5- Correct Assumed Temp foe QNH – Subtract  from the assumed Temp ( for EPR )
6- Find Pressure Altitude
7- Enter the ALT Region Graph with the Corrected Assumed Temp & pressure alt to find the region  (A,B,C,D,E,F,G)
8- Enter the V-speed Table with the ACT W.T. & Alt Temp Region ( Correct for Slope, Wind and Anti-Ice )

Note:

Vmcg  &  Vrmin  at ACT  OAT
W.T. Penalties are mandatory for TAIL WIND.
V-speed & EPR  THRUST MUST be entered in the T/O Data Card.