Aircraft Performance Group (APG) is exhibiting at ABACE 2017 in its ongoing effort to educate pilots and aircraft operators about runway analysis and takeoff performance, as well as the importance of considering “dynamic curtailment” in weight-and-balance calculations.
Runway analysis and dynamic curtailment are both features available in APG’s iPreFlight iOS app, and ABACE visitors can view demonstrations of the software at APG’s booth (P135). Runway analysis allows operators to fly with a maximum payload while meeting safety requirements in case of loss of one engine after takeoff. Dynamic curtailment also maximizes payload while calculating the effects of fuel and fluid consumption, passenger movement and other changes in weight-and-balance during flight.
If runway analysis or dynamic curtailment are not taken into account, then the aircraft’s maximum payload will be lower, thus reducing the number of passengers and baggage that can be carried and also lowering maximum range. In many cases, regulators require commercial operators to calculate dynamic curtailment effects.
“We’re continuing to see a lot of blank looks from pilots and training organizations when we bring [dynamic curtailment] up,” said APG CEO Mike Caflisch. “They’ve never heard of it before.”
Likewise runway analysis. “There continues to be unawareness or misinformation or lack of information or understanding in the pilot community, so that we continue to do outreach and education to make sure that everybody understands the regulations and requirements for runway analysis calculations versus all-engine gradient calculations, he said.”
The dynamic curtailment features that are now part of the iPreFlight app are based on the recommendations of FAA Advisory Circular (AC) 120-27E. While many FAA inspectors and not just pilots are unaware of the dynamic curtailment AC, APG is focusing on educating pilots, operators and regulators. “We’re just calling to mind, this is there for a good reason, and here’s what we’re doing to support the customers’ ability to comply with that AC. It reflects how the center of gravity changes when, say, the pilot moves aft to the lavatory or the flight attendant pushes a galley cart aft.”
Typically, Part 135 charter operators with large-cabin airplanes were the first to adopt dynamic curtailment, but Part 91 operators are also using the technique. “The common denominator is those departments and organizations that typically go above and beyond the minimum standards,” Caflisch said. “These are true professional flight departments, [they fly] by the book, and have structured systems and standards and compliance oversight.”
The smallest aircraft using iPreFlight and dynamic curtailment are Cessna Citations, he said. “Any cabin where you would experience passenger or crew movement in flight is one that lends itself to needing to a curtailment.”
APG is also partnering with aircraft manufacturers and simulator training providers to spread the word about dynamic curtailment. Bombardier, for example, is using iPreFlight at its training center in Dallas, Texas, and adding it in Montreal, Canada. Embraer has also been using iPreFlight for many years.
