Increasing CLEARWAY vs MTOW and V1
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Increasing CLEARWAY vs MTOW and V1
Could someone please answer what is probably a very simple question.......how does an increase in CLEARWAY affect
(1) your MTOW and (2) your V1???
I have asked several aviators, with varied levels of experience and have yet to get the same answer twice....they were all very convincing, but sadly no two answers were the same!!!
This makes me think that I am not the only one that does not know the correct answer!!!
Thanks for any help.
(1) your MTOW and (2) your V1???
I have asked several aviators, with varied levels of experience and have yet to get the same answer twice....they were all very convincing, but sadly no two answers were the same!!!
This makes me think that I am not the only one that does not know the correct answer!!!
Thanks for any help.
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At the simplest level presume a baseline of balanced field length with no spare runway .. ie a critical length situation.
Daydreaming a bit .. if we were now to increase the weight a little on a BFL basis, V1 and both ASDR and TODR will increase and will exceed the available distances. However, if we now reduce the BFL V1 at the slightly higher weight, we can reduce the BFL ASDR at the expense of increasing the BFL TODR.
Provided that we address the TORR requirements, by having a clearway declared, we can take advantage of this V1 reduction to unbalance the takeoff (ie ASDR does not equal TODR) so that we can achieve the limiting ASDA while having the increased TODR contained within the clearway extension beyond the end of the runway.
As to whether the exercise is of any significant value will depend on the numbers for the particular runway, ambients, and the aircraft flight manual data... often the results are worth the effort in doing the extra sums.
Daydreaming a bit .. if we were now to increase the weight a little on a BFL basis, V1 and both ASDR and TODR will increase and will exceed the available distances. However, if we now reduce the BFL V1 at the slightly higher weight, we can reduce the BFL ASDR at the expense of increasing the BFL TODR.
Provided that we address the TORR requirements, by having a clearway declared, we can take advantage of this V1 reduction to unbalance the takeoff (ie ASDR does not equal TODR) so that we can achieve the limiting ASDA while having the increased TODR contained within the clearway extension beyond the end of the runway.
As to whether the exercise is of any significant value will depend on the numbers for the particular runway, ambients, and the aircraft flight manual data... often the results are worth the effort in doing the extra sums.
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Put simply, the performance engineers are allowed to include some clearway when calculating the performance figures. As clearway is not necesarily load bearing, it cannot be used for Acelerate Stop distances but it can be used for the go case.
Therefore the V1 can be calculated to allow the aircraft to accelerate on all engines to V1 and then stop by the end of the runway/stopway, or to continue from V1 on 1 engine and achieve 35' screen height by the end of the clearway, which may be further than the end of the stop way. There is a maximum amount of clearway that is allowed. From memory it is up to a maximum of 50% of the stopway. But don't quote me on that.
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The Rev
Therefore the V1 can be calculated to allow the aircraft to accelerate on all engines to V1 and then stop by the end of the runway/stopway, or to continue from V1 on 1 engine and achieve 35' screen height by the end of the clearway, which may be further than the end of the stop way. There is a maximum amount of clearway that is allowed. From memory it is up to a maximum of 50% of the stopway. But don't quote me on that.
Cop u later
The Rev
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Length of clearway ? - not quite.
Main limitation is an aircraft (AFM) one in that the takeoff run must be constrained to ensure that there is a low probability of the aircraft overruning the runway proper. For most rules, the maximum proportion of the airborne phase to screen height permitted over clearway is 50 percent.
The airport design standards give notional lengths for clearways but I am not aware that these are "limits" as such.
Main limitation is an aircraft (AFM) one in that the takeoff run must be constrained to ensure that there is a low probability of the aircraft overruning the runway proper. For most rules, the maximum proportion of the airborne phase to screen height permitted over clearway is 50 percent.
The airport design standards give notional lengths for clearways but I am not aware that these are "limits" as such.
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There are, JT. Both ICAO and JAR limit the maximum clearway to 50% of TORA. Many AFMs have a further limitation on the amount of clearway that can be used to prevent the take-off calculation becoming TORA limited.
I reckon the extra clearway would reduce the minimum speed to go, VGO, this would increase MTOM and reduce V1. The explanation is graphical, I'll try to post the pictures later.
I reckon the extra clearway would reduce the minimum speed to go, VGO, this would increase MTOM and reduce V1. The explanation is graphical, I'll try to post the pictures later.
Last edited by Alex Whittingham; 28th May 2003 at 17:36.
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Alex,
I tend to spend my time in the FARs. Could I trouble you for ICAO and JAR references to the limitation quoted so that I can review it for my familiarisation, please.
Thanks ... John T.
I tend to spend my time in the FARs. Could I trouble you for ICAO and JAR references to the limitation quoted so that I can review it for my familiarisation, please.
Thanks ... John T.
