For large transport aircraft, for example B737, B777 and so on, expand the calculation for commonly used flap settings of 30 and 40 degrees, as well as autobrakes settings from 1 to max auto. Include this overview in the OFP briefing, etc. so that I can get a comprehensive overview of landing conditions. At the same time, leave the option for alternative settings, for example flaps 15, brake settings max manual, etc. Thanks a lot.
From a dispatcher perspective, that’s not how we do stuff. I derive a performance configuration that provides me the maximum allowable performance landing weight given these forecast conditions - like the sample below. I could be limited by landing field length, AFM limit, engine-out go around etc.
If a crew wants to, or needs to, do something different, say in response to a non-normal checklist (NNC), they have the QRH or some other onboard calculation (Boeing QRHs provide landing data for all of the TALPA ARC landing conditions with all of the NNCs a crew could have to fly - right engine out, partial flaps, hydraulic failure etc), and a part of their briefing is they will determine how they want to fly this approach today, but we don’t cowboy stuff - we dont fly an approach with 1/2 flaps for giggles, and that is not how I will dispatch it. If I have to plan say partial flaps for a specific airport, the section below will define that as that is how that flight will be dispatched, say SLLP, La Paz Bolivia, field elevation 13,314’. They might have an AeroData TLR that might provide some alternative numbers for other landing configurations (say partial flaps), but those numbers do not belong on an OFP.
