TLR Flashcards
Is Interpolation is allowed between temperatures.
yes
Is Interpolation is allowed between winds?
Yes, Tailwind adjustments are mandatory. Headwind adjustments are optional.
If the surface temperature is colder than the lowest value shown in the applicable table, you should………
You should use the lowest temperature shown.
Shortened Runways - Shortened runways are designated using the following code: “26L-E2000F”, what does this mean?
— 26L Indicates the base runway
— - Indicates that the runway has been shortened
— E Indicates the end of the runway which has been shortened (possible values are N, NE, E, SE, S, SW, W, NW)
— 2000 Indicates the shortened distance
— F Indicates the units for the shortened distance where “F” = feet and “M” = meters
APT
Airport identifier
PRWY
Planned runway. The runway that was used by the dispatcher planning the flight.
— Intersection departure runways are designated by the “/” symbol between the runway and intersecting taxiway or
runway. For example, “26L/A” designates runway “26L” at the intersection of taxiway “ALPHA.”
— Shortened runways are designated using the following code: “26L-E2000F,” where “26L” indicates the runway, “-”
indicates that the runway has been shortened; “E” indicates the east end of the runway was shortened. (Possible values
include N, NE, E, SE, S, SW, W and NW) “2000” indicates the shortened distance, and “F” is the unit in feet.
— For large airports (PIT, CLT, PHL, CVG, etc.), with many intersection takeoff options, the report will reflect only one
departure point.
EXAMPLE: If departing runway 28L in PIT, the Takeoff Report will depict only 28L/F5 since the Maximum
Structural Limit Weight may be used from this intersection.
Takeoff from any intersection on the same runway (providing greater available runway length, up to and including full length)
is authorized, even though it may not be depicted on the Takeoff Report.
POAT
Planned Outside Air Temperature
PWIND
Planned Wind Direction / Speed (typically zero, M denotes magnetic i.e. 000M00)
PQNH
Planned QNH (altimeter setting). The entire Takeoff Report is based on this QNH. The Takeoff Report is valid
when the actual QNH is no less than 0.10” below PQNH. For example, if the dispatcher planned for a PQNH of 29.44, the
report is valid if the actual QNH is no lower than 29.34. If the actual QNH falls below 29.34, then a new Takeoff Report
must be generated or a radio revision may be received and entered in the condition change note section. A new Takeoff
Report is never required when the actual QNH exceeds the planned QNH, but additional payload capacity may be gained
by using an actual QNH that is higher than PQNH.
PMRTW
Planned Maximum Allowable Runway Takeoff Weight
FLP
Takeoff flap setting (8 or 20)
MAXV1
The Max V1 associated with Planned Maximum Runway Takeoff Weight (PMRTW), and is only adjusted for
runway slope
PTOW
Planned Takeoff Weight divided by 100. The Planned Takeoff Weight is the Basic Operating Weight (BOW),
booked passengers, estimated bags/cargo, and fuel requirements.
MFPTW
Maximum Flight Plan Takeoff Weight divided by 100. This is the maximum takeoff weight for which the flight
plan is valid when considering all flight planning limits except Maximum Runway Takeoff Weight (MRTW). These limits
include the structural Maximum Takeoff Weight (MTOW) and the Maximum Landing Weight (MLDW) + planned fuel
burn. MRTW for actual conditions can exceed PMRTW, however the final MTOW can NEVER exceed MFPTW.
Compare MFPTW to MRTW on shorter runways. MFPTW does not include Max Runway Structural Takeoff
Weight as a factor.
RMKS
Uses the aircraft configuration and runway condition selected by the dispatcher to compute the Planned
Maximum Runway Takeoff Weight (PMRTW), MAXV1, and MFPTW
MEL and CDL
Items that degrade performance are included in the remarks section, and are used by the
dispatcher and transferred to the Takeoff Report. Listed configuration changes are applied to the entire
report unless otherwise specified in a Data Header.
Examples of possible remarks are:
• BLEEDS OPEN
• ENGINE ANTI-ICE ON (A/I ON)
• SLUSH LEVEL 2
• NONE
If remarks indicate a wet runway, and a Data Header includes the word “DRY RWY,” that section is based on a dry runway.
Generally, inoperative components (MELs/CDLs) apply to the entire report, while pilot selectable options (BLDS OPEN,
ENGINE ANTI-ICE ON (A/I AS RQRD)) are overridden by the Data Header.
ACARS RUNWAYS
Each Takeoff Report will include an ACARS RUNWAYS section that gives an overview of the ACARS selectable runways,
PMTOW and Engine Failure Procedures (EFP).
MTOW
The Maximum Takeoff Weight for which the data is applicable. 492 represents 49200 lbs
MT
The Maximum Temperature (Assumed or ambient) for which the data is applicable.
CONFIG
The aircraft thrust setting
N1
N1 setting to achieve takeoff performance.
FL
Flap setting
V1
V1 Speed
VR
VR Speed
V2
V2 Speed
VT
VT Speed
FLEX
Reduced thrust takeoff. FLEX Takeoff is the preferred takeoff at PSA Airlines when conditions allow.
If a FLEX takeoff is to be performed, enter the assumed temperature retrieved from the ACARS performance into the FMS.
Limit codes are as follows: C B T F A (For the Landing Data Section Next to the Runways ex. 551A/ 551A)
- C - Climb
- B - Brakes
- T - Tires
- F - Field
- A - Maximum AFM Chart Weight
Following the base landing data is adjustment data. Adjustments are used to modify base landing data for non-standard
configurations or conditions. Adjustment data may contain adjustments to N1 and MRLW, as required. Wind adjustments are
in terms of weight x 100 per 10 knots of wind. Adjustments are cumulative.
Adjustment abbreviations are: • TW - • HW - • EAI - • EWAI - • ICE - • BL CL - • BL OP - • N1 - • HW/10KT - • TW/10KT - • EAI - • EWAI • ICE
Following the base landing data is adjustment data. Adjustments are used to modify base landing data for non-standard
configurations or conditions. Adjustment data may contain adjustments to N1 and MRLW, as required. Wind adjustments are
in terms of weight x 100 per 10 knots of wind. Adjustments are cumulative.
Adjustment abbreviations are:
- TW - Tailwind
- HW - Headwind
- EAI - Engine Anti-Ice
- EWAI - Engine and Wing Anti-Ice
- ICE - Ice Accumulation
- BL CL - Bleeds Closed
- BL OP - Bleeds Open
N1 - Go Around N1 thrust setting.
Max runway landing weight dry runway (left column)
Max runway landing weight wet runway (right column)
HW/10KT - Headwind correction - Increase MRLW by the value listed x 100 per 10 knots of headwind.
• Note •
Adjusted landing weight will never exceed max structural landing weight.
TW/10KT - Tailwind Correction - Reduce MRLW by the penalty value listed x 100 per 10 knots of tailwind up to a
maximum of 10 knots.
EAI - Engine Anti-Ice - Reduce GA N1 setting by value listed. Reduce MRLW by the value listed multiplied by 100 if
engine anti-ice is used on landing.
EWAI - Engine and Wing Anti-Ice - Reduce GA N1 setting by value listed. Reduce MRLW by the value listed multiplied
by 100 if engine and wing anti-ice are used on landing.
ICE - Reduce MRLW by the value listed multiplied by 100 if residual ice has accumulated on the unprotected surfaces of
the aircraft.
MIN LDG DIST
This is the minimum landing distance when calculated using SAFO performance calculations. This is the
actual landing distance x 1.15 +500 feet.
NO THR REV CREDIT
This section will be used if landing without thrust reverse is anticipated
THR REV CREDIT
This section will be used when the use of thrust reverser(s) is needed. If a thrust reverser is deferred the
data will be for the use of one thrust reverser.
NORMAL VIS
The visibility is ¾ SM / 4000 RVR or greater.
LOW VIS
The visibility is less than ¾ SM / 4000 RVR.
CS
Wet/Compacted Snow
SN
Dry/Loose Snow
SL
Slush
SW
Standing Water
ICE
Ice
