EASA aims for take-off performance monitoring system implementation from 2033
Proposal envisions functions to carry out parameter and position checks, and conduct real-time supervision.
European safety authorities would require take-off performance monitoring systems to be fitted in new-build aircraft from 2033, according to a draft regulation.
The proposed regulation – expected to enter force late this year or in early 2027 – would grant a six-year grace period to take into account difficulties that some manufacturers have experienced in implementing runway-overrun awareness systems.
Take-off performance monitoring has long been sought as a means of mitigating the risk of incorrect data – such as the wrong weight or runway distance – being used for take-off speed and thrust calculations.
The European Union Aviation Safety Agency has given a formal opinion on the implementation after inviting comments on the proposal last year.
It envisions that the system would have up to three functions – F1, F2 and F3 – to detect problems and alert the crew.
The F1 function would check entry of performance parameters, while F2 would alert to errors in aircraft position before take-off. The most complex function, F3, would monitor the take-off in real time.
Both F1 and F2 would be required on new large aircraft designs, and F3 would be mandated on some large models – but not regional turboprops or small business jets.
During the consultation process a number of manufacturers and other organisations stressed that there was no industry standard – such as minimum operational performance requirements – for such a system.
“This creates a risk for industry when beginning to develop a system that may not meet the future standard once it becomes available,” EASA acknowledges.
Although EASA agrees that a standard “could be beneficial” – adding that it is co-operating with relevant working groups – it points out that a draft standard drawn up is “not fully aligned” with EASA expectations, and that a previous attempt to develop one “was unsuccessful”.
“While continuing the co-operation [with the working groups], EASA decided not to delay the rulemaking process,” it says, pointing out that a take-off performance monitoring system can still be certified without minimum standards.
EASA says Airbus, Boeing and Embraer, as well as avionics suppliers, have been “positive” about the inclusion of the three functions during workshops.
“Airbus has already begun developing and certifying these functions,” it states. “Boeing and Embraer are developing such functions with the intention of introducing them on newly produced [aircraft].”
Other manufactures, among them ATR and De Havilland, have argued that their aircraft models are less exposed to certain take-off errors – notably insufficient thrust – owing to limited, or no, options for selecting derated power.
Retrofit is not supported owing to technical constraints and prohibitive cost.
Some manufacturers disagreed with the idea of considering the possibility of engine failure in the system design, concerned that nuisance alerts might be generated.
But EASA believes the system should protect not only all-engine take-off distances but also accelerate-stop and one-engine-inoperative distances.
“Not protecting [these] distances means not protecting everything that can and should be protected,” its opinion states.
EASA rejected a Dassault Aviation proposal to exempt from real-time performance monitoring business jets within a certain take-off weight range that had been converted to cargo or combo configurations.
It also disagreed with a recommendation from the General Aviation Manufacturers Association to exempt business jets fully from any mandate for in-production aircraft, on the basis that there were insufficient occurrences to justify their inclusion.
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