Why would you need that information at all?

I was thinking the same thing. Once the plane is in the air, the remaining runway is irrelevant.

if you're flying to SAS destinations, you can use this http://todc.sas.dk/todc/index.htm

 

Good post 'kenz'. So I presume we also need to do a search for aircraft rego?

Regards

RRW is 738 aircraft, its very nice tool.

 

EDIT:

 

Here is the same tool for vorgin atlantic (747, A330, A340).

 

http://todc.sas.dk/t...irgin/index.htm

Good post 'kenz'. So I presume we also need to do a search for aircraft rego?

Regards

 

here you have the list

NG http://www.airfleets...tive-b737ng.htm

CL http://www.airfleets...active-b737.htm

Why would you need that information at all?

 

The issue is if you don't make it in to the air. More important is how much runway after V1, but the concenpt is making sure you have enough room to stop on the runway if you perform an RTO at V1.

I was thinking the same thing. Once the plane is in the air, the remaining runway is irrelevant.

 

They didn't say remaining runway once airbourne, they said runway remaining after V1.

 

It's important to know as although you may be airbourne with plenty of runway available after V1 with two engines, it might not be sufficient if you're left with one following a failure.

They didn't say remaining runway once airbourne, they said runway remaining after V1.

 

It's important to know as although you may be airbourne with plenty of runway available after V1 with two engines, it might not be sufficient if you're left with one following a failure.

 

No they said "after Vr".

 

 

No they said "after Vr".

 

Apologies you're absolutely right. However as v1 and vr can be very close the point still remains valid.

In pursuit of reality, anyone know how this part of planning is typically handled by real world commercial jet pilots? Are they doing it themselves, or is dispatch responsible for this?

Yes but only problem PFPX : Navigraph is not supporting PFPX only works with Aerosoft !!!!

 

http://www.topcatsim...php?topic=976.0

 

Robert

 

That has now changed: https://www.facebook.com/topcatsim.flightsimsoft?ref=ts&fref=ts

As expected

In pursuit of reality, anyone know how this part of planning is typically handled by real world commercial jet pilots? Are they doing it themselves, or is dispatch responsible for this?

 

On the 777 pilots can do it themselves using the electronic flight bag.

Apologies you're absolutely right. However as v1 and vr can be very close the point still remains valid.

 

I'm not sure how valid. On the NGX they are often close, but on heavier aircraft they can be quite far apart. However, runway remaining after Vr is important in terms of obstacle clearance. The more runway you have after lifting off (Vr is the closest guess for when that will be), the more time you have to climb over the flat runway before encountering obstacles. TOPCAT does take obstacle avoidance in to consideration for takeoff calculations.

 

Eric Szczesniak

Well, every sid has its own climb gradient, standard or nonstandard one, point of rotation should not be a problem as that gradient is to be applied for whole rwy.

Well, every sid has its own climb gradient, standard or nonstandard one, point of rotation should not be a problem as that gradient is to be applied for whole rwy.

 

But not every runway has a SID. And even with a SID, the climb gradient doesn't necessarily account for fences, etc., that need to be cleared by the end of a runway. It applies for needed crossing restrictions to avoid traffic, mountains, etc.