JEPPESEN RZO TrainingPresentation

Jeppesen Runway Analysis
OpsData Training Including JRA User Transition Training
Document Id: DATD_Jepp_PointCalcCom_TrainingPresentation
Mark D. McCabe, P.E.

Aeronautical Engineer
Flight Optimization Product Development
Distribution limited to Jeppesen Personnel

Jeppesen Proprietary - Copyright © 2016 Jeppesen. All rights reserved.
Introduction
Jeppesen’s Runway Analysis department (OpsData) develops one-engine
inoperative Special Departure Procedures (SDPs) and calculates maximum
allowable takeoff weights based on an up-to-date database of airport and
runway information, and natural and man-made obstructions.
2
Introduction
Maximum Allowable Takeoff Weight (MTOW) is based on aircraft performance
with an engine failure one second before the takeoff decision speed (V1).
3
Briefing Outline
 Introduction to Jeppesen Runway Analysis

 Airport Analysis
– Jeppesen business rules for SDP procedure design
 Source Data
– Airport and obstacle data sources, revision control, and
temporary changes (NOTAMS)
 Aircraft Performance
– Aircraft takeoff weight optimization programs
 JRA ePerformance web service

– Introduction and benefits from improved interface
4
Briefing Outline

 Source Data

5
Introduction
Regulations require that in the event of a critical engine failure during
takeoff that the crew can safely bring the airplane to a stop in the remaining
portion of the runway, or...
6
Introduction
... If the crew elects to continue the takeoff that any obstructions in the
engine-out departure flight path will be cleared by regulatory minimums.
7
Introduction
Jeppesen runway analysis services
provide flight crews and dispatchers
with the best engine-out departure
procedures and maximum takeoff
weights for each runway.
8
Introduction
 Runway analysis problems can be divided fairly neatly into

two parts that are solved separately:
– The Geometry Problem
– The Physics Problem
 The Geometry Problem – Airport Analysis

– Maintain airport, runway, and obstruction databases
– Develop optimal engine-out departure procedures
 The Physics Problem – Performance Analysis

– Apply aircraft performance data to determine maximum allowable
takeoff weights that meet engine-out regulatory and safety
requirements
9
Introduction
 Jeppesen Runway Analysis Staffing
– Production Group
 28 Airport Analysts developing and maintaining airport and obstruction
databases and engine-out departure procedures
Licensed FAA dispatchers, ATPs and instrument-rated pilots
– Development Group
 10 engineering and software professionals developing and maintaining tools
and methods for runway analysis
Aeronautical, software, and systems engineers, software testers
10
Briefing Outline

 Source Data

11
Airport Analysis
For the continued takeoff at maximum allowable takeoff weight the engine-
out flight path clears all obstructions by at least the minimum clearance
margin throughout all segments.
12
Airport Analysis – Horizontal Obstacle Accountability
The obstacles that an airport analysis will consider for each runway lie
within a specific distance of the intended flight path. This graphic shows the
obstacle consideration area for straight-out departures (defined as less than
15 degrees of heading change).
13
Airport Analysis – Vertical Obstacle Accountability
Jeppesen airport analysis considers obstructions a fraction of the height of
those considered by TERPS and PANS OPS. Since we search for much
lower obstructions, our engine-out departure procedures allow takeoff at
much higher weights.
14
Airport Analysis – FAQ #1
 FREQUENTLY ASKED QUESTION #1
 So what gradient do you use to calculate obstacle clearance? Can we

pick the gradient that you use?
 These questions are based on misunderstandings of how Jeppesen

calculates vertical flight paths with an engine failure. Jeppesen runway
analysis methods calculate the optimal lift-off point and engine-out climb
profile for each condition, constructing that path from flight manual
performance data. That optimized engine-out flight path allows aircraft at
MTOW to clear the most critical obstacle in the SDP path by the required
margin. Our methods do not use a single gradient value for all
conditions, or assume that the airplane flies on a straight line path from
lift-off to the critical obstruction.
15
Airport Analysis – Screen Height
Screen Height is a phantom obstacle requirement that must be cleared at
the end of the runway. At the maximum allowable takeoff weight, calculated
by the JRA system, the airplane flight path will clear the departure end of
the runway by at least the minimum screen height.
16
 FREQUENTLY ASKED QUESTION #2
 Does your analysis assume that the airplane will always cross the
departure end of the runway (DER) at the selected screen height? Can
we get better weights when we have excess runway by accelerating to
a higher airspeed as long as we cross the DER at the screen height?
 No to both! Engine-out flight paths will never cross DER below the
screen height, but tall or close-in obstructions may force the flight path
to be above the screen height at the DER. Jeppesen’s calculated
MTOWs, and the corresponding flight paths, are based on flying the
airplane per the procedures specified in the performance flight manual.
17
Airport Analysis – Special Departure Procedure Design
When Jeppesen airport analysts build an engine-out Special Departure
Procedure (SDP), they first consider a straight out flight path along the
extended runway centerline out to approximately 30 nautical miles, or clear
of all obstacles.
18
Airport Analysis – Special Departure Procedure Design
If the obstructions identified during the straight-out analysis are too limiting,
a turning SDP is then drafted by the airport analysts.
19
Airport Analysis – Pegasus II GIS Tool
The PEGASUS II GIS tool allows rapid development and evaluation of engine-
out special departure procedures.
20
Airport Analysis – Pegasus II GIS Tool
For this example, turning the SDP flight path away from high terrain allows
the operator to plan takeoffs at higher weights.
21
Airport Analysis – SDP vs. Standard Departure Example
When developing an SDP, the analysts will also consider the published
Departure Procedures (DP).
Standard departures are developed based on many considerations and

often they do not provide the best terrain or obstruction avoidance.
22
The following example is based on the EUGEN FIVE standard instrument
departure from RWY 1L KSFO. The procedure specifies a climbing left turn
beginning at 4 DME from SFO VOR to a magnetic course of 200 then
intercept and proceed on R-168 radial from SAU VOR.
23
The graphic on the right is a model of the EUGEN FIVE departure from our
GIS procedure design tool, Pegasus II. The resulting maximum allowable
takeoff weights for a DC-9-32 are shown in the table on the left. The
obstructions in this flight path restrict the takeoff weights below the climb
limit weight.
24
When the DC-9 analysis uses an SDP that is routed away from obstacles
weights go up until the limitation for runway length becomes critical (blue
circle).
25
Airport Analysis – OpsData Business Rules
 OpsData Business Rules guide SDP design

• The previous example depicted a very simple SDP design, and all
SDP designs follow the OpsData Business Rules
• Developed and refined over many years to meet regulatory
requirements and maximize allowable takeoff weights
• Because the rules are complex, and often difficult to apply, many of
them are built into the PEGASUS II GIS tool
• The full business rules are available for review by customers, but
are beyond the scope of this training
 Business Rules also specify performance adjustments

• Climb performance loss in turns, applied for heading changes
greater than 15 degrees
• Performance penalty for early turns, initiated prior to DER + 900’
• Additional climb performance penalties for steep turns, greater than
standard 15 degree bank angle
26
FREQUENTLY ASKED QUESTION #3
 So on a runway like 18 at KHRT where we

have your takeoff weights but there is no
SDP, are the weights just advisory? Can
we takeoff at any weight we want up to
the structural limit? Can we fly any path
we want?
 No, no, and NO! There is ALWAYS an

SDP. If there is no textual or graphical
procedure listed, then the engine-out
procedure is to climb on the extended
runway centerline. Even on the straight
out path there may be obstructions that
must be cleared, and there could be field
length limitations or other performance
restrictions that may limit the maximum
allowable takeoff weight.
27
Briefing Outline

 Source Data

28
Data Sources
 Analysis Overview – Typical Data Sources

SOURCE REGION
NOS Airport Obstruction Chart (OC) United States and Territories
FAA 5010 United States
Topographical Chart (as required) Worldwide
Jeppesen Departure and Approach Charts Worldwide
National Flight Data Digest (FAA) United States
IFR Supplement (DOD) Worldwide
Low Altitude Instrument Approach Charts (DOD) Worldwide
Aeronautical Information Publication (AIP) Worldwide, except United States
ICAO Type A/B/C Charts Worldwide, except United States
ICAO Visual Navigation Charts Worldwide, except United States
Tactical Pilotage Charts (1:500,000) Worldwide
Digital Obstacle File United States, with border overlap in Mexico and Canada
Digital Terrain (3 arc seconds) United States
Sectional Charts (1:250,000) United States, Canada
Flight Supplement Canada
Air Pilot Canada
Visual Terminal Chart Australia
Australian ERSA Australia
29
Source Data Processing
30
Source Data Processing
31
Source Data Validation
Airport/Obstruction update process

• All incoming data is reviewed through an ISO certified process
• Updates are compared to previously reported source data
• No data is entered into our systems until it passes all checks
32
Briefing Outline

 Source Data

33
Aircraft Performance – MTOW Calculation
Maximum allowable takeoff weights are based on stopping before the end
of the runway or continuing the takeoff and clearing all obstructions. Other
systems and performance limiting conditions are also evaluated.
34
Aircraft Performance – MTOW Calculation
 Limiting takeoff weights routinely calculated in takeoff performance
modules include:
 Field length limited takeoff weight
 Obstacle clearance limit weight
 Climb limited weight
 Maximum brake energy limit weight
 Tire placard speed limit weight
 Vmca limited weight
 Vmcg limited weight
 The final takeoff weight presented by Jeppesen runway analysis

products is the heaviest weight that satisfies all applicable limits.
35
Aircraft Performance – Data Source
 Performance calculations are

unique to each type, and are
based on engine-out charts
and graphs contained within
the performance flight
manual. (T.O., ODM,
NAVAIR manual, AFM, etc.)
36
Aircraft Performance – Source Processing
 Performance module
development and testing
validate that calculated
performance matches flight
manual values to within
±1%.
 Jeppesen performance
methods are compliant with
the IATA Standard
Computerized Airplane
Performance (SCAP)
interface.
37
Briefing Outline

 Source Data

38
JRA ePerformance User Interface replaces DRA
 Enhanced functionality compared to DRA interface (introduced 2010)

– Multiple runway processing now available
– More flexibility in size of Mini-Table output
 Maximum array size of 5 winds and 5 temperatures, up from 3 x 3
– Full-Table options with 25 temperatures and 5 winds or 5 runways
 Improved convenience for long-range planning
 Similar to e-paper outputs previously available in Jeppesen.com
– Job Queue added for convenient processing of large data sets
 Small jobs still return output directly to the web browser
 Large jobs run in the background and notify the user when complete
– Library function permits searches and viewing of prior analyses
39

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Jeppesen Runway Analysis

OpsData Training Including JRA User Transition Training

Document Id: DATD_Jepp_PointCalcCom_TrainingPresentation

Mark D. McCabe, P.E.

Distribution limited to Jeppesen Personnel

 Introduction to Jeppesen Runway Analysis

 JRA ePerformance web service

 Introduction to Jeppesen Runway Analysis

 JRA ePerformance web service

 Runway analysis problems can be divided fairly neatly into

 The Geometry Problem – Airport Analysis

 The Physics Problem – Performance Analysis

 Jeppesen Runway Analysis Staffing

 Introduction to Jeppesen Runway Analysis

 JRA ePerformance web service

 So what gradient do you use to calculate obstacle clearance? Can we

 These questions are based on misunderstandings of how Jeppesen

Standard departures are developed based on many considerations and

 OpsData Business Rules guide SDP design

 Business Rules also specify performance adjustments

 So on a runway like 18 at KHRT where we

 No, no, and NO! There is ALWAYS an

 Introduction to Jeppesen Runway Analysis

 JRA ePerformance web service

 Analysis Overview – Typical Data Sources

Airport/Obstruction update process

 Introduction to Jeppesen Runway Analysis

 JRA ePerformance web service

 Field length limited takeoff weight

 Obstacle clearance limit weight

 Climb limited weight

 Maximum brake energy limit weight

 Tire placard speed limit weight

 Vmca limited weight

 Vmcg limited weight

 The final takeoff weight presented by Jeppesen runway analysis

 Performance calculations are

 Introduction to Jeppesen Runway Analysis

 JRA ePerformance web service

 Enhanced functionality compared to DRA interface (introduced 2010)

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