Beruflich Dokumente
Kultur Dokumente
B. DATABASES 11
C. MODULES 26
D. GLOSSARY 89
E. ANNEXES 90
Module 5 Module 4
Cruise Performance Monitoring En-Route Net Flight Path
FOS
Flight
recording
Figure 1 – FOS general architecture
The SPS Administrator and SPS User user guides are addressed in separate documents.
FOS is in constant development; please do not hesitate to share your comments and feedbacks
with us by using the following address: ops.support@atr-aircraft.com
Click on ‘Update License File’ and browse the license (.zip) sent by ATR Flight Operations Support
Department.
The success of the license upload is confirmed by the
following message:
License file expiration date and name can be checked on the ‘About FOS’ window.
A.4.FOS Interface
A.4.1. FOS launching
FOS can be run via the start menu: click on ‘Start’\ ‘All
Programs’\ ‘ATR’ \’ATR Performance Software’ and launch the
software by clicking on ‘FOS’.
Only FOS parameters vs. FOS + SPS parameters display in the Fleet database (takeoff tab)
This gives the possibility to modify the folders where the Performance files are located. By
default, there are in C:\ Program Files (x86)\ ATR Performance Software\ Common\ Performance
Data Files.
The main window can be split by dragging a tab and dropping it in the
left/right/top/bottom part of the dock module. The tab dragged is displayed
in the part of the window chosen.
FOS window split: Takeoff and landing session for Toulouse on the top, for Albi on the bottom
When the value is out of range, the field becomes red and fill-in
instructions are displayed in the bottom part of the FOS screen.
B.1.Fleet database
Refer to SPS Administration user guide for all tabs description except for the “In-flight” tab
described here below, as this is used for FOS only.
This page allows customizing:
Note: The data set here are then set by default in Module 3 – Flight Planning.
Note: When the aircraft is fitted with the Boost option (MOD 5908), it is advised to create two
aircraft; one with and one without the option. Indeed, in Module 2, Module 3 and Module 4
single-engine computations, the Boost will be automatically assumed ON for an aircraft fitted with
the option. If a computation without the Boost is needed, an aircraft without Boost must be
selected.
Reminder: In the Fleet database, only FOS parameters can be chosen to be displayed. This
option is useful when using only FOS to avoid unnecessary parameters display (refer to A.3.2.1.2.
Options - General).
B.2.Airport database
B.2.1. Introduction
The Airport database allows defining the airport runways data, which are then an input for
Module 1 – Takeoff and Landing Charts computation.
Note: If ‘Show country’ and/ or ‘Show city’ is deselected, right click on ‘No city’ and select ‘Add
new airport’.
- Comments
Comments are divided into two sections, one for the takeoff chart, and one for the landing
chart. Four lines of comments are available for each. It can be used to detail the single-
engine procedures at takeoff or go-around, or display any useful information for the flight
crew. It will be displayed at the top of the takeoff and landing charts (please refer to C.2.4.1.
Takeoff results).
Note: Text can be copied /pasted. This field is limited to 4x48 characters.
Note: If an airport is deleted, the corresponding runways are deleted; if a city is deleted, the
corresponding airports and runways are deleted; and so on.
- All data
All the airports of the selected database are imported into the current one. For the airports
existing in both databases, those contained in the current database will be updated with the
data from the imported database. Besides, airports contained in the imported database but
not in the current one will be added to the current database.
- Existing data
Characteristics of airports contained in the current database are updated with information
contained in the imported database. The importation process is the same as for the previous
importation. The difference is that the airports which do not exist in the current database will
not be imported from the imported database.
- Manual
Only selected data are imported in the current airport database. One runway, one airport
(and the associated runways), or one country (and the associated airports) can be selected
for importation. If data already exist, they are updated.
Note: If a runway associated to an airport, a city and a country is imported, these associations
will be created automatically if they did not exist previously in the current database.
Waypoints of the routes can be automatically imported from an existing navigation database
(ARINC 424 format).
Then, enter a name for this database and click on ‘Save’ to create it. The following window is
displayed:
The created airport is added in the tree view on the left part, and displayed on the map.
All the waypoints details (name, frequency and coordinates) are imported in the route database
and displayed on the map.
The computation session is a file that is running independently from the databases. All the
computation data, assumptions and results are saved in this file, giving the possibility to archive
the computations.
COMPUTATION CASE
Assumptions and settings
RUN
COMPUTATION RESULTS
Charts, tables, graphs, detailed
outputs…
Note: At least one Fleet database, and one aircraft in the Fleet
must exist before creating a session. Please refer to B.1. Fleet
database.
The sessions are organized by module; there is one folder for each
module in the ‘Sessions’ folder (please refer to A.3. FOS data folder). Check
that the folder is correct, select the computation session and click on
‘Open’.
Note: The data in the opened session are presented as previously saved. The session is
independent from the databases: if data modifications have been done in a database meanwhile,
the session data are not updated. To update the session data, reselect the aircraft, the runway or
the route from the database to take into account the updated data in the next computation run.
The main characteristics of the selected aircraft (modifications, engines, propellers, brakes,
performance file…) are reminded. Check that those data are correct (especially the performance
file if it has just been updated. Refer to the SPS Admin User guide).
If the aircraft is changed whereas some parameters are already set in the session, characteristics
of the chosen aircraft will be automatically uploaded and some session inputs might be changed
(landing flaps settings for example in the Module 1 session if change from an ATR 72 to an ATR
42).
Note: Depending on aircraft model and version, inputs could be the same. No modification is
made in this case.
Note: When units are changed, the session values previously entered (distances,
temperatures…) are automatically converted.
C.1.2.3. Options
Options defined in MAIN \ Options (see A.4.2.1.1. Option panel) are reminded in the compuation
session. Options may be modified directly in the session, they will be saved in the session only.
The case being computed is described in the bottom part of the FOS
screen.
When done, the following message is displayed.
Page display
Results can be displayed on a single page, double pages or scrolled.
Zoom
Results can be zoomed.
Font modification
The user can modify the font of the current result file. Click on the Font icon. The standard
setting is MS LineDraw, and size 8.
Note: If the results are not readable (signs instead of letters and numbers), select the standard
setting. If the columns of the result file are not displayed correctly, select a smaller letter size, to
display the results in separate columns.
Page set up
Click on the Page Setup icon to change margins values or through the ‘MAIN’\ ‘Print’ \ ‘Page
Setup…’ menu.
COMPUTATION CASE
Chart settings
Runway condition
Aircraft status
Possible MEL items
RUN
Note: Prior to using Module 1, it is recommended to create an airport database. (Please refer to
B.2. Airport database). If not, the user can nevertheless create a runway in the session. This
runway can then be exported to an existing Airport database.
or
- Or right click on ‘Runways’ in the tree view and select ‘Add new’, or select ‘Add new’ on
the Runway main panel.
-
or
A blank runway page is displayed. For details on Airport database fields filling, please refer to
B.2.4.1. Runway creation.
Click on ‘Export’ in the Runway main panel. If the runway already exists in the database, the
following message is displayed. If accepted, a confirmation of the export is displayed.
- Wind or QNH
Select the parameter to be displayed in the chart columns:
o Wind
Select up to five wind values.
The reference QNH is set in the ‘QNH’ field below. To consider the QNH
influence, tick ‘QNH range’ box. Enter up to two QNH deviations from the
reference QNH. This allows calculating and displaying weight and speeds
corrections for the QNH deviations in each box of the takeoff charts.
If this box is not ticked, calculations will be made for the reference QNH only.
Note: The resulting takeoff chart is supposed to be used within this QNH range
only. Interpolation of the results (inside the QNH range) may be done, however
extrapolation (outside the QNH range) must not be done.
- Computation Date
As default, this is the current date (system date). It can be modified directly or through a
calendar.
The following parameters are set for each active part of the sheet:
C.2.3. Options
Options are available through MAIN \ Options, or directly in the session tree view.
Example: If the landing factor is 1.67 (=1/ 60%) due to the selected regulations, and that a
calculation with 1.43 (= 1/ 70%) is needed, the landing distance n°1 (for left part) must be changed
to: A = 1.43/1.67 and B=0.
Go back the basic FOS coefficients (without any correction) by clicking on the ‘Reset’ button.
- Results sorting by
The outputs are ordered by Case or by Runway.
Example: Cases 1 and 2, and Runways A and B have been created in the computation session.
When ‘sorted by Case’ is selected, the outputs are in the following order Case 1 – Runway A, Case 1 –
Runway B, Case 2 – Runway A and Case 2 – Runway B.
When ‘sorted by Runway’ is selected, the outputs are in the following order Runway A – Case 1,
Runway A – Case 2, Runway B – Case 1 and Runway B – Case 2.
Takeoff charts
Runway’s Regulation
characteristics
Computation
conditions
Comments
available at
company’s Runway
discretion status and
(e.g. engine- screen height
out
procedure) Reference
QNH and
QNH
Box content deviations
description from the
and units reference (or
Wind (1))
Wind
Outside Air (or QNH(1))
Temperature
Min and max
Obstacle(s) acceleration
list heights
(applicable
Warning for every
For 42- chart boxes)
500 only
FOS version
Alignment and low-
allowance speed
TODA/TORA Performance performance
ASDA file file reference
(1)
The structure of this takeoff chart depends on parameters defined in the case. Please refer to
C.2.2.3. Inputs for the chart data.
Tailwind is represented by the minus sign.
(1) rd
3 and 4th lines are displayed when QNH influence is requested. Please refer to C.2.2.3. Inputs for
the chart data.
Example:
On the above example, for 5kt tail wind and OAT=5°C:
- If QNH=1013.25hPa (takeoff chart reference), RTOW is 18450kg, V1=108kt, VR=118kt and
V2=122kt.
- If QNH=1003.25hPa (QNH deviation=-10hPa), RTOW is 18395kg (18450-55), V 1=106 kt (106+0),
VR=118 kt (118+0) and V2=122 kt (122 +0).
- If QNH=1023.25hPa (QNH deviation=10hPa), RTOW is 18499kg (18450+49), V 1=106 kt (106 +0),
VR=117 kt (118-1) and V2=122 kt (122+0).
In case of a Not Limited set of conditions (wind / temperature), the intersection box is filled with
“NL” if enabled (please refer to C.2.2.4. Inputs for the Takeoff calculation). It means that the RTOW is
at least equal to the maximum computation takeoff weight. The takeoff speeds associated to the
actual takeoff weight can be read in the QRH part 4, Ops Data and are also given in FCOM
3.03.05.
Note: When displayed on the takeoff chart, “NL” is valid for the range of QNH defined on the
chart: reference QNH and QNH deviations. On the chart example, here above, the user reads
reference QNH=1013.25hPa and DQNH= +10 / -10. Therefore, the range of QNH covered by
“NL” is 1003.25 to 1023.25hPa.
Takeoff detailed results up to screen height
This ASCII file contains the detailed outputs for the takeoff phase between brake release and
screen height.
Runway’s Regulation
characteristics
Computation
conditions
Comments
available at
company’s Reference
discretion (e.g. QNH
engine-out
procedure)
Box content
Approach and description
landing flaps and units
configurations
Wind
Approach
category and
runway status
Outside Air
Temperature
FOS version
and low-
speed
Climb gradient performance
for approach file reference
(single engine)
Climb gradient
for landing (2
engines)
Performance
Landing factor file
(1)
These lines are displayed if ‘Detailed’ Landing Chart is selected in the Options. Please refer to
C.2.3. Options.
Example:
On the above example, for 5kt tail wind and OAT=5°C, if QNH=1013.25hPa (reference of the table):
- RLW is 18300kg
Note: When delayed braking is selected for landing chart computation (see C.2.2.5. Inputs for
the Landing calculation), the associated braking speed is displayed on the chart.
Moreover, ‘DELAYED BRAKING’ is displayed in the computation conditions frame.
Braking
speed
General Results
This file will display, if needed, the reasons why the program did not calculate all the cases. It
can be considered as an error log.
ONE AIRCRAFT
Fleet database
COMPUTATION CASE
Flight phase
Aircraft status
Weather conditions
Flight procedures (speeds…)
RUN
PERFORMANCE DATA
Charts, detailed outputs, graphs
- Aircraft performance
o Drag and fuel consumption
Please refer to B.1. Fleet database.
- Aircraft settings
o Flaps: select the flaps position for the selected flight phase in normal conditions.
o Landing gear: ‘extended’ or ‘retracted’
o Air conditioning: select between ‘Normal’, ‘High’ and ‘Off’. Normal is the standard
mode. Below 10000 ft, it can be set off.
o Center of gravity location (in %)
- Icing conditions
o Flaps: select the flaps position for the selected flight phase in icing conditions.
o De-icing system: Select between ‘Off’, ‘Engine anti/de-icing’ and ‘Engine + wing
de-icing’.
When ‘Engine + wing de-icing’ is selected, aircraft drag is degraded to take into
account ice formation in icing conditions.
Note: To compute performance in icing conditions, prefer ‘Engine + wing de-
icing’ selection. This is how it is done for the FCOM.
When something else than ‘Off’ is selected, icing conditions are assumed once
temperature is below the icing temperature defined below.
o Icing temperature: temperature below which icing conditions are considered if
de-icing system is different from ‘Off’.
Icing conditions can be “forced” by choosing a high temperature, OAT being
always below icing temperature.
- ISA deviation
- Wind
Give the wind (W0) at sea level in kt. In order to modelize the wind evolution in the
atmosphere, give also a wind gradient (kt/1000ft).
Wind = Wo + ∆W/∆Z x Z
Wo: wind at sea level (kt), ∆W/∆Z: wind gradient (kt/1000ft) and Z: altitude (1000ft)
Note: A positive value of the wind gradient decreases the headwind or increases the tail
wind when the altitude increases.
The parameters of the tab depend on the Flight Phase and the calculation option chosen. On the
top part are the parameters that changes within a result sheet. And the bottom part shows the
ones that are fixed for a result sheet.
In-flight charts
It contains all the charts for the defined computation cases. There are some computation options
for which these charts are not available. In this case, the following message is displayed:
Computation Computation
case name assumptions
Fuel
Consumption
Lift
coeffi
Altitude cient Thrust
Computation
assumption
Weight at
FL start of climb
(in tons)
Box content
description
Note: If climb from an intermediate FL to a higher FL, the climb parameters from the two FLs
may be subtracted.
Note: If a box is empty, it means that the aircraft cannot reach the FL with the corresponding
weight.
Note: In the Descent performance table, Torque is given instead of mean TAS.
Example: Weight=15 000kg and climb from FL100 to FL 200
o required time is 11 - 4= 7 minutes
o fuel used is 146- 60= 86 kg
o distance flown is 35-11 = 24 Nm
o Mean ground speed is (192 + 173)/2 = 182 kt
Computation Aircraft
case name characteristics
Power used/
available
power ratio
Computation
assumptions
FL
Weight (in
tons)
Box content
description
COMPUTATION CASE
Aircraft status
Weather conditions
Flight profile
Fuel reserves
RUN
FLIGHT PLAN
Log / Detailed output
SINGLE-ENGINE ROUTE STUDY
Decision points chart / Graph
Figure 5 - Flight Planning session
Note: Prior to using Module 3, the route database must contain at least one route (Please refer to
B.3. Route database).
Alternate routes are presented in a table from the shorter to the longer, click ‘Add route’ once
selected.
Note: All performance data given for icing conditions derive from flight tests measurement
performed with ice shapes representative of the worst icing cases considered by certification and
taking into account the applicable losses of propeller efficiency.
- If ‘Fixed’ is chosen, FOS computes the flight plan with the given value, providing this
altitude can be reached; otherwise the maximum reachable cruise altitude is
considered.
Note: To compute the flight plan at the maximum altitude reachable, a fixed 25000
ft altitude can be selected.
- Cruise optimization, to be chosen between:
- Minimum time / Cruise at maximum speed
This is the standard cruise speed on ATR (PLs set in the notch).
The flight plan of the current linked route is computed with a takeoff weight equals to the
landing weight of the previous route +/- payload variation.
C.4.3. Options
Some of the options defined in MAIN \ Options (see A.4.2.1.1. Option panel) are reminded in the
compuation session. Options may be modified directly in the session, they will be saved in the
session only.
Route description with Top Of Climb (TOC) and Top Of Descent (TOD) indications
Aircraft identification
Passengers, baggage & cargo weights*
Aircraft model Climb / descent speeds
Associated
Estimated time Distance, cruise Flight Level and
Alternate estimated fuel
to destination cruise wind component of the route
En-route
reserve
Final
reserve
Additional
fuel
Note: Minimum takeoff fuel is the sum of destination fuel, alternate fuel, en-route reserve, final
reserve and additional fuel.
Minimum block fuel is the addition of minimum takeoff fuel, hotel mode fuel and taxi fuel. Extra
fuel is at Captain’s discretion and need to be added manually to the minimum block fuel.
Resulting time
change to the
flight plan
Note: **** is displayed in the resulting fuel and time when the parameter deviation is not
possible.
Operational Alternate Actual fuel
Empty fuel quantities*
Weight Estimated Actual Weight Final Fuel on board
weight weights* limitations reserve at destination*
Payload
Zero Fuel
Weight
Minimum
takeoff fuel
Total time* Scheduled Flight Delay Fuel Remaining fuel on board Fuel
time* time* code* quantity* before refueling* burnt*
Waypoints name
& frequency Time between
preceding waypoint
and current
Departure / waypoint, and
arrival airports remaining time to go
elevation to destination
Arrival Clearance*
(1)
Minimum Safe Altitude corresponds to the Minimum En-route Altitude (MEA) defined in the
route. (Please refer to B.3.3.6. Legs data modification).
Comments from
the Route
DataBase
(Please refer to
B.4.3.4. Route
creation)
Flight
Phase Aircraft model, identification and version Issue date
Rate of
Altitude Climb Weight Torque
COMPUTATION CASE
RUN
Chart / Graph
Chart / Graph
- Weather parameter
o QNH
o ISA deviation list
Note: Up to 10 deviations can be entered.
o Wind: give the type of wind (head or tail) and the corresponding value.
o Icing conditions: Yes or No
C.5.3. Options
Options defined in MAIN \ Options (see A.4.2.1.1.
Option panel) are reminded in the compuation session.
Options may be modified directly in the session, they
will be saved in the session only.
Current route
Waypoints
Current cruise
altitude
Departure Arrival
airport and its airport and
elevation its elevation
Pressure at
Wind sea level and
component atmospheric
condition
Route definition
with waypoint Maximum
code, distance Takeoff
and MEA Weight
Total distance
of the route Weight at brake release point
for an ISA deviation and the
Performance Aircraft and limiting obstacle or “no
file engine model limitation”
Graph
For another route, the weight limitation graph is shown below:
Analysis result
Example: The weight at brake release point is 18433kg. The fuel on board is 1733kg. There is no limitation
before 8 NM to WASK. After 8 Nm to WASK, the limitation is fuel and the instruction is “C: continue
mandatory”.
Aircraft Departure / Distance and
identification arrival airports cruise altitude Computation date
Graph
For another route, the decision point graph is shown below:
Analysis result
Removable Support
MPC (PCMCIA)
recording
Data
download
Stabilized cruise
ACARS
sending
Cruise
recording
Manual forms Manual
recording entry
The MPC makes one Cruise Report per flight as soon as the following parameters are set and
stabilized during two minutes:
- Pressure altitude: maximum variation 100 feet
- IAS: maximum variation 5 kt
- Torque: maximum variation 1%
- NP: maximum variation 0.5%
- NH: maximum variation 0.5%
- Vertical acceleration: maximum variation 0.2g
COMPUTATION CASE
Monitored parameters:
IAS
Torque (TQ)
Fuel Flow (FF)
RUN
COMPUTED DEVIATIONS
Detailed output
CSV text (exportable to Excel)
Graphical outputs
The theoretical cruise parameters are always computed with the following settings:
- Clean aircraft configuration (landing gear and flaps retracted),
- 25% center of gravity position
- Normal propeller speed NP (82% or 86% depending on ATR version),
- Both engines operating at maximum cruise power setting,
- Normal air conditioning,
- Anti / de-icing off.
The CPM may find important deviations if the former settings are different during the parameters
recording in cruise; for instance, if the NP setting is different.
The CPM module can compile a large number of Cruise Reports (up to 1000) in one session.
However it is not designed to store the performance of an aircraft within a unique session, this
monitoring can be done with external datasheet or database applications (like Microsoft Excel or
Access). The graph output cannot manage more than 1 000 cases.
Computation case
Right click on ‘Cases’ in the tree view and select ‘Import MPC cruise reports’ or ‘Import ACARS
cruise reports’ to create an automatic computation case.
Import all the cruise report files of the folder or only the selected file.
The ‘Aircraft’ field is automatically filled with the ‘Identification’ of the aircraft
selected from the Fleet database. This field can be changed if the session is
computed for different aircraft.
After clicking on ‘OK’, Cruise Report files are read and one case is created for
each file. They appear in the tree view.
Note: All parameters are filled except the TAS that it is not recorded in the
Cruise Report. The TAS is calculated from the recorded IAS.
C.6.3. Options
Options defined in MAIN \ Options (see A.4.2.1.1. Option panel) are reminded in the compuation
session. Options may be modified directly in the session, they will be saved in the session only.
Results format
Choose the type of results. See details in C.6.4. Description of computation results.
Note: It is advised to select this option, to get rid of the irrelevant cases that may come from a
wrong setting of the power management for instance.
Theoretical parameters
Deviations
Where:
- Parameter deviation: DXX = Measured Parameter – Theoretical Parameter
- Relative Parameter deviation: DXX / XX = DXX / Theoretical Parameter
C.6.4.2. CSV
Please refer to E.3.3. CSV text output.
By sliding the pointer on a computation case name, following information are displayed:
Note: It is useless to select TAS plot and trend curve as the TAS is calculated from the IAS
recording. The monitoring of the IAS parameter is enough.
Note: For -500 and -600 series, it is recommended to deselect the NP plot and trend curve as it
is always set to 82% in cruise.
Tolerance
Cases for which TQ tolerance are exceeded are highlighted in pink and the cruise parameters
deviations are not displayed. Those parameters are normally reliable, as they are automatically
set by the EEC (Engine Electronic Control) and PEC (Propeller Electronic Control) when power
levers are in the notch. High deviations of these parameters are most probably due to an error in
recording.
Note: The cases out of the tolerance are not considered in the graph. However those cases are
not removed from the CSV and detailed outputs. The sorting has to be made manually in the CSV
and detailed outputs.
Given TQ
CD Fuel Flow
∆CD ∆FF
Given IAS
Airframe IAS
degradation
The above graph represents relations between IAS, CD, Torque and Fuel Flow.
For a given IAS, a given TAT, a given altitude and a given weight, dash black arrows represent
configuration of an aircraft with no degradation. Dash orange arrows represent configuration of
an aircraft with airframe and engine degradations.
Indeed, airframe’s degradations generate more drag for the same lift, and engine’s degradations
generate an increase of fuel consumption for the same torque value.
As far as drag and FF are concerned, a negative mean deviation means the aircraft performance
are better than the theoretical ones; while a positive mean deviation means the aircraft
performance are degraded in comparison with the model.
Note: Performance models are defined for new aircraft.
Performance degradations are due to two main factors:
- Airframe degradation, highlighted by an increase in CD.
In case of high degradation, refer to the Aircraft Maintenance Manual (AMM) or contact the
Maintenance staff to inspect the aircraft and make the appropriate corrective actions.
- Engine degradation, highlighted by an increase in FF.
In case of an important fuel consumption increase is noticed, refer to the Engine Condition
Trend Monitoring (ECTM) or contact the Maintenance staff to inspect the engine and make
the appropriate corrective actions.
C.6.5.2. Methodology
In order to assume a correct deviation for performance degradation factors, checks should be
done every three months on the last three months data. The CPM module is run quarterly with
the latest three months data for a given aircraft.
In the options, select ‘Measured IAS and Torque’ (please refer to C.6.3.1. Theoretical reference). And
run the computation (please refer to C.6.2. Computation session).
- Drag factor: Change this parameter if the latest result gives a mean deviation increased
(or decreased) by more than 2% in comparison to the former one.
For example, if the former drag factor is 104% (+4% deviation) and:
- The new mean deviation is 5.5%, keep 104% (+4% deviation).
- The new mean deviation is 6.3%, change to 106% (+6% deviation).
- Fuel consumption factor: Change this parameter if the latest result gives a mean
deviation increased (or decreased) by more than 1.5 % in comparison to the former one.
For example, if the former fuel consumption factor is 100% (0% deviation) and:
- The new mean deviation is 1%, keep 100% (0% deviation).
- The new mean deviation is 2%, change fuel consumption factor to 102% (+2%
deviation).
Note: If the user does not import the latest three months data, but imports data from a longer
period, the performance mean deviations would not be significant and calculations would not be
representative of the current aircraft condition.
Note: The above recommended margins (2% for IAS and 1.5% for FF) have been defined for a
significant change of fuel consumption (±10kg) for a 280Nm route. The margins are at
company’s discretion.
- Month 2: average mean deviations of month 2 (F2 and D2) and month 1 (F1 and D1) are
considered. Leading to the following fuel consumption and drag factors:
( F 1 F 2) ( D1 D 2)
Fuel factor 100 and Drag factor 100
2 2
- Month 3: perform the average over the past three months. Leading to the following fuel
consumption and drag factors:
- Month 4: perform the average over the past three months. Leading to the following fuel
consumption and drag factors:
( F 2 F 3 F 4) ( D 2 D 3 D 4)
Fuel factor 100 and Drag factor 100
3 3
Example:
In January, fuel flow mean deviation (F1) is 0.56% and drag mean deviation (D1) is 1.8%. Performance
factors are:
Fuel factor= 100.6%
Drag factor= 101.8%
Note: The user must verify that the mean deviations are consistent with the aircraft’s condition.
Indeed, if the option ‘Measured IAS and Torque’ is chosen, torque mean deviation must be low
(less than 0.5% because FOS uses measured torque as reference) and NP mean deviation must
be (almost) equal to 0 (NP is set by the PEC). If not, check Cruise Reports as they could not
observe the recording assumptions (please refer to C.6.1. Introduction).
Note: If the user wants to use drag correction, mean CD deviation, DCD, instead of relative drag
correction DCD/CD must be studied.
- Module 1 - Takeoff and Landing Charts module is independent toward others modules.
- Module 5 - Cruise Performance Monitoring module allows the user calculating fuel
consumption deviation and drag deviation. These parameters can be taken into account
in Module 2, please refer to C.3.2.2. Inputs for aerodynamic & engine and also in Module 3,
please refer to C.4.2.2. General inputs for the flight plan.
- Module 4 - En-Route Net Flight Path module gives complementary results toward Module
3 - Flight Planning, for the single-engine route study.
MODULE 1
Takeoff and Landing Independent
Performance
MODULE 5
Cruise Performance Monitoring
Landing
∆ FF
∆ Drag
MODULE 2 MODULE 3
In-Flight Performance Flight Planning
MODULE 4
En-Route Net Flight Path
To do the conversion, the user has to click on “Convert to UTF-8” and save the file.
This action should help the correct import of the data in the APS.NET.
Note: To import this kind of format the extension should be changed to .ascii to be read by the software.
1 11 21 31 41 51 61 71
NAME ZG ASDA
CODE: Airport ICAO code TORA: In meters
NAME: Airport name ASDA: In meters
QFU: Runway identification TODA: In meters
ZG: Airport elevation
1 11 21 31 41 51 61 71
WIDTH KOBS
1 11 21 31 41 51 61 71
DIST (i): Distance in meters of the obstacle (i) regarding to obstacle reference (KOBS)
HEIGHT (i): Height in feet of the obstacle (i) regarding to obstacle reference (KOBS)
Note: Add several lines of this type to define all obstacles (maximum 5 lines).
Third mandatory line
COMLINE (1)
1 11 21 31 41 51 61 71
LDA
1 11 21 31 41 51 61 71
1 11 21 31 41 51 61 71
1 11 21 31 41 51 61 71
If the user exports this file and opens it with Microsoft Excel: