The calculation of takeoff distance with all engines operative is performed on the basis of, in particular, rotation speed VR, safety takeoff speed V2 and maximum takeoff weight MTOW. Calculation means 71 therefore use a simplified function for calculation of the takeoff distance TOD 0 with all engines operative. Maximun Takeoff Weight 20,990 kg 46,275 lb 22,000 kg 48,501 lb Maximum Lading Weight 18,700 kg 41,226 lb 19,300 kg 42,549 lb Basic Operating Weight (std) 11,947 kg 26,339 lb 12,114 kg 26,706 lb.
Google gives you the answer without even clicking any links:MTOW is a hard limit regardless of other considerations and is tied upwith the basic aircraft certification basis.RTOW is the limitingtakeoff weight calculated for a particular runway under particularspecified conditionsMaximum Take Off Weight - The maximum weight in which an aircraft can ever take-off, under any circumstances.Regulated Take Off Weight - The maximum weight in which an aircraft can take off from a particular runway under specific conditions (winds, weather, specific aircraft configuration, etc,). For example, runway 29 at KXYZ airport with ambient temp of 20° C. This can get as specific as you wish.Of course $RTOW le MTOW$.
Hello Guys,Can you'll explain the difference between MTOW and RTOW while calculating?For example Airbus A320 has a MTOW of 73500 Kg.If the question asks about the MTOW. Calculating and considering all the QNH, AC and other corrections, if the Max take off weight comes to 78500 kg. What is my RTOW and MTOW here?I was checking an F'COM and the examples to calculate the MTOW, left the answer at 78500 kg. Shouldn't it be 73500 kg cause that's the max we can carry anyway?
Little confused here.Thanks in advance. Just remember, when applying weight penalties for take off due some unserviceability, like anti-skid U/S, for instance, that the penalty comes off the WATlimit for that runway, (Weight, Altitude & Temperature), which can be well in excess of the MTOW and does not come off the MTOW unless otherwise stated in the AFM.Saw a flight cancelled once because the penalty was applied to the MTOW and not the WAT limit, when the WAT limit was well in excess of the MTOW and a max weight take off was possible, subject to landing performance of course, which in this case was an even longer runway! MTOW is a hard limit regardless of other considerations and is tied up with the basic aircraft certification basis.In general true, however for stuff like airway or landing fees the MTOW can be flexible again.
We use around 8 to 10 different MTOWs and select the lowest usable for each flight. That MTOW is then the basis for all kind fees associated with that flight.
The highest usable one is the certified one, which does not necessarily have to be the structural limit, some of our 738 have around 75t, others over 78t. Just a matter of certified max weight which can be changed whenever there is any need. Actually, we are not governed by the UK CAA, just another european CAA.
Funny enough, there are a couple airplanes in our fleet that do not have flex MTOWs, for those we always have to use the actual MTOW, from what i remember those were not build for us and are leased in from external sources.About AFMs, there is none on board anymore, the EFB contains a generic AFM for the 737, but not specific for the airplane in question, the AFM is not part of the normally used documentation anyway. There might be a storage space somewhere in the headquarter for all those original AFMs, but somehow i doubt it.I guess as soon as there can be no money saved by the flex weight thing the company gonna drop it, as the administration of the whole thing costs money too.