A320 Performance Training Manual

A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL PERFORMANCE PART OF TRANSITION COURSE WITH AIRBUS DOCUMENTATION
Rtr: U0S2SP0
This document must be used for training purpose only.
Under no circumstances should this document be used as a reference.
No part of this manual may be reproduced in any form, by any means, without the prior written permission of Airbus SAS.
1, rond-point Maurice Bellonte 31707 Blagnac Cedex France AIRBUS S.A.S 2005. All rights reserved..
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FLIGHT CREW PERFORMANCE COURSE
A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL CONTENTS
U0S2SP0
TABLE OF CONTENTS
Pages
1. COURSE CONTENTS .................................................................................................................. 1 2. OPERATIONS DOCUMENTS .................................................................................................... 5 3. FCOM 2 EXTRACTS.................................................................................................................. 13 4. FCOM 3 EXTRACTS.................................................................................................................. 35 5. QRH EXTRACTS........................................................................................................................ 67 6. GUIDED EXAMPLES ................................................................................................................ 71 7. TAKE-OFF PERFORMANCE REMINDER ........................................................................ 103 8. LANDING PERFORMANCE REMINDER ........................................................................... 139
DATE: MAY 2005
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL CONTENTS
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL COURSE CONTENTS
1. COURSE CONTENTS
CONTENTS:
1.1. Schedule of the Course..................................................................................................................................................2 1.2. Course Objectives..........................................................................................................................................................3
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1.1. Schedule of the Course

Documentation Overview
FCOM VOL 2 - Flight Preparation FCOM VOL 3 QRH Section 4 Performance Training Manual: Provides documentation for use during this course, Summary of the course and examples used are available for future reference, Extracts of FCOM are provided and these will be used for LOFT and EVAL.
Computer Flight Plan

Description of relevant information on CFP Gross error check of fuel calculation with FMGS
Flight Preparation
RTOW Calculation Flexible Temperature Fluid Contaminated RWY
Flight Operations
Fuel Calculation Cruise Optimization Approach and Landing Go-Around Single Engine Operations
Loading
Load and Trim Sheet
Additional Take Off Performance

Performance Review Quick Reference Calculations
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1.2. Course Objectives

The main objective of this course is to present the AIRBUS performance documentation: Flight Crew Operating Manual, FCOM. To do so, the following will be reviewed: Basic regulations, Aircraft performance. By the end of this course, you will know: What kind of information you can get in the AIRBUS documentation, Where to find this information, How to use the information. More particularly, you will know: How to determine the Max. TOW and the corresponding speeds, How to determine the "Flexible Temperature" (or assumed temperature).
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL OPERATIONS DOCUMENTS
2. OPERATIONS DOCUMENTS
CONTENTS:
2.1. Computerized Flight Planning Paris/Cairo/Louxor.......................................................................................................6 2.2. Take-Off Charts (RTOW) .............................................................................................................................................7 2.3. Paris Orly Airport Chart ..............................................................................................................................................13 2.4. Cairo Airport Chart .....................................................................................................................................................14
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL OPERATIONS DOCUMENTS
2.1. Computerized Flight Planning Paris/Cairo/Louxor
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A318/A319/A320/A321 PERFOMANCE TRAINING MANUAL OPERATIONS DOCUMENTS
2.3. Paris Orly Airport Chart
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2.4. Cairo Airport Chart
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FCOM 2 EXTRACTS
3. FCOM 2 EXTRACTS
CONTENTS:
3.1. Loading........................................................................................................................................................................16 3.2. Take Off ......................................................................................................................................................................17 3.3. Landing Performance ..................................................................................................................................................25 3.4. Special Operations.......................................................................................................................................................27 3.5. Flight Planning ............................................................................................................................................................32
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3.1. Loading
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3.2. Take Off
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3.3. Landing Performance
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3.4. Special Operations
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3.5. Flight Planning
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4. FCOM 3 EXTRACTS
CONTENTS:
4.1. Operating Limitations..................................................................................................................................................38 4.2. Supplementary Techniques .........................................................................................................................................48 4.3. In Flight Performance..................................................................................................................................................52 4.4. Single Engine Operation .............................................................................................................................................60
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4.1. Operating Limitations
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4.2. Supplementary Techniques
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4.3. In Flight Performance
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4.4. Single Engine Operation
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL QRH EXTRACTS
5. QRH EXTRACTS
CONTENTS:
5.1. Abnormal Procedures ..................................................................................................................................................70
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5.1. Abnormal Procedures
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL GUIDED EXAMPLES
6. GUIDED EXAMPLES
CONTENTS:
6.1. Example 1: MTOW .....................................................................................................................................................75 6.2. Example 2: MTOW .....................................................................................................................................................76 6.3. Example 3: MTOW .....................................................................................................................................................78 6.4. Example 4: Determination of Flexible Temperature...................................................................................................81 6.5. Example 5: Determination of Flexible Temperature...................................................................................................82 6.6. Example 6: Determination of Flexible Temperature...................................................................................................84 6.7. Example 7: Determination of Flexible Temperature...................................................................................................86 6.8. Example 8: Determination of Flexible Temperature...................................................................................................88 6.9. Example 9: Contaminated Runway.............................................................................................................................90 6.10. Example 10: Go-Around Weight ..............................................................................................................................92 6.11. Example 11: Go-Around Temperature ......................................................................................................................93 6.12. Example 12: Flight Planning.....................................................................................................................................94 6.13. Example 13: Actual Landing Distance......................................................................................................................96 6.14. Example 14: Determination of Vapp.........................................................................................................................97 6.15. Example 15: Abnormal Procedure ............................................................................................................................98 6.16. Example 16: Single Engine Strategy.......................................................................................................................100 6.17. Example 17: Take-Off: Use of Quick References Tables.......................................................................................101 6.18. Example 18: Load and Trim Sheet..........................................................................................................................103
DATE: SEP 2006
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Use of RTLOW Charts
DATE: SEP 2006
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6.1. Example 1: MTOW

PURPOSE
What is the maximum permissible takeoff weight and associated speeds?
LFPO ATIS
Provides the following data: Takeoff runway Runway condition Wind calm Temperature QNH : 51C : 1003 hPA : 08 : DRY
AIRCRAFT STATUS: A320-214

MTOW Structure: 75.5 T Takeoff Configuration: Optimum Air conditioning : ON Total Anti-ice : OFF
Step 1 - Refer to RTOW

Enter the table Wind 0 / Temperature 51C. Read 74 200 kg for Conf 1 + F, 74 100 kg for Conf 2, and 74 100 kg for Conf 3.
Step 2 - Corrections Influence of delta pressure

QNH : -10 hPA. Read (-0.8 T) for Conf 1+F, Conf 2 and Conf 3. Read (V1 = 0, VR = 0, V2 = 0) for Conf 1+F, Conf 2 and Conf 3.
Step 3 - Correct the weights

Conf 1 + F 74 200 - 800 = 73 400 kg. Conf 2 74 100 - 800 = 73 300 kg. Conf 3 72 700 - 800 = 73 300 kg.
Step 4 Find the speeds

Conf 1 + F 73 400 kg. V1 = 156 - 0 = 156 kt, VR = 156 - 0 = 156 kt, V2 = 157 - 0 = 157 kt.
Answer
MTOW = 73 400 kg in configuration 1 + F. Speeds: 156 - 156 - 157.
DATE: SEP 2006
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PURPOSE
LFPO ATIS
Provides the following data: Takeoff runway Runway condition Wind calm Temperature QNH : 51C : 1003 hPa : 08 : WET

MTOW Structure: 75.5 T Takeoff Configuration: Optimum Air conditioning : ON Total Anti-ice : OFF

Enter the table Wind 0 / Temperature 51C. Read (74.2 156/56/57) for Conf 1+F; (74.1 152/52/56) for Conf 2; and (74.1 152/52/55) for Conf 3.
Step 2 - Corrections Influence of runway condition

WET: (-0.6 T, V1 = -6, VR = -2, V2 = -2) for Conf 1+F, (-0.4 T, V1 = -3, VR = 0, V2 = 0) for Conf 2, (-0.2 T, V1 = -3, VR = 0, V2 = 0) for Conf 3.

Step 4 Total corrections

WET + QNH Conf 1+F W=-600-800=-1400 V1= -6-0=-6
DATE: SEP 2006
Conf 2: W=-400-800=-1200 V1= -3-0=-3

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VR=-2-0=-2 V2=-2-0=-2
VR=0 V2=0
VR=0 V2=0
Answer
MTOW = 73 100 kg in configuration 3 V1 = 149 kt, Vr = 152 kt, V2 = 155 kt NOTE: As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM 2.02.25).
DATE: SEP 2006
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PURPOSE
LFPO ATIS
Provides the following data: Takeoff runway Runway condition Wind calm Temperature QNH : 3C : 1003 hPA : 08 : WET

MTOW Structure: 75.5 T Takeoff Configuration: Optimum Air conditioning : ON Total Anti-ice : ON

Enter the table Wind 0 / Temperature 3C. Read (81.9 161/61/63) for Conf 1+F; (81.9 159/59/64) for Conf 2; and (82.0 159/59/61) for Conf 3.
Step 2 - Corrections for Total Anti-ice- Refer to 2.02.14 p 1

OAT<=ISA+5: subtract 950 kg
Step 3 - Refer to RTOW, find new speeds with the corrected weight.
Conf 1+F: 81.9-0.95=80.95 T Interpolated Speeds: 158/58/60 Conf 2: 81.9-0.95=80.95 T Interpolated Speeds: 155/55/60 Conf 3: 82-0.95=81.05 T Speeds: 156/56/59

WET: (-0.6 T, V1 = -6, VR = -2, V2 = -2) for Conf 1+F, (-0.4 T, V1 = -3, VR = 0, V2 = 0) for Conf 2, (-0.2 T, V1 = -3, VR = 0, V2 = 0) for Conf 3.

DATE: SEP 2006
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WET + QNH Conf 1+F W=-600-800=-1400 V1= -6-0=-6 VR=-2-0=-2 V2=-2-0=-2 MTOW = 80 050 kg in configuration 3 NOTE: This is a theoretical MTOW as the structural MTOW of this aircraft is 75 500 kg. This example is a typical case for a FLEX Takeoff, as explained in the next chapter. Conf 2: W=-400-800=-1200 V1= -3-0=-3 VR=0 V2=0 Conf 3: W=-200-800=-1000 V1= -3-0=-3 VR=0 V2=0
Exercise 1:
LFPO ATIS provides the following data: take off runway 08, runway condition WET, wind -10 kt, temperature 47 C, QNH 1023 hPA,
Aircraft status: Answer: MTOW = 74 400 kg V1 = 133 kt Vr = 141 kt V2 = 144 kt A 320-214 MTOW structure 75.5 t air conditioning ON, anti-icing OFF Take off configuration : optimum.
Exercise 2:
LFPO ATIS provides the following data: take off runway 08, Caution: runway length reduced to 1500 m due to work in progress. runway condition WET, wind calm,
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temperature 47 C, QNH 1013 hPA,
Aircraft status: Answer: MTOW = 53 400 kg Conf 1+F. V1 = 115 kt Vr = 128 kt V2 = 131 kt A 320-214 MTOW structure 75.5 t air conditioning ON, anti-icing OFF Take off configuration : optimum.
DATE: SEP 2006
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6.4. Example 4: Determination of Flexible Temperature

PURPOSE
What is the maximum permissible flexible temperature and associated speeds?
LFPO ATIS

Actual TOW: 68.1 T Takeoff Configuration: Optimum Air conditioning : ON Total Anti-ice : OFF

Enter the table Wind 0 and Weight 68.1 T Read (59C 153/53/54) for Conf 1+F, (58C 147/47/50 by interpolation) for Conf 2, and (58C 146/46/48) for Conf 3.

QNH : -10 hPA. Read (-2C) for Conf 1+F, Conf 2 and Conf 3.
Step 3 - Correct the Temperature

Conf 1 + F Conf 2 Conf 3 59-2 = 57C. 58-2 = 56C. 58-2 = 56C.
Answer:
Tflex: 57C in Conf 1+F Speeds: 153 - 153 154. NOTE: Check that corrected temperature: CT <= T flex max CT > OAT CT > T ref
DATE: SEP 2006
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PURPOSE
LFPO ATIS

Actual TOW: 68.1 T Takeoff Configuration: Optimum Air conditioning : ON Total Anti-ice : OFF


WET: -1C for Conf 1+F, Conf 2 and Conf 3.

Step 4 Total corrections: temperature

WET + QNH Conf 1+F C =-1-2=-3C Conf 2: C =-1-2=-3 Conf 3: C =-1-2=-3
Step 5 Total corrections: speeds

WET: V1 = -6, VR = -2, V2 = -2 for Conf 1+F, V1 = -3, VR = 0, V2 = 0 for Conf 2, V1 = -3, VR = 0, V2 = 0 for Conf 3. NOTE: When calculating a Flex takeoff, wet runway corrections are the only ones taken into consideration, as they have an effect on ASD and acceleration.
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Answer:
Tflex=56C in Conf 1+F Speeds = 147 - 151 - 152 NOTE: As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM 2.02.25). Check that corrected temperature: CT <= T flex max CT > OAT CT > T ref
DATE: SEP 2006
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PURPOSE
LFPO ATIS

Actual TOW: 68.1 T Takeoff Configuration: Optimum Air conditioning : ON Total Anti-ice : ON

Step 2 - Corrections for Total Anti-ice- Refer to 2.02.14 p 1

Total Anti-ice correction on Flex temp is 2C.

WET: -1C for Conf 1+F, Conf 2 and Conf 3.

Step 5 Total corrections: temperature

Anti-ice + WET + QNH Conf 1+F C =-2-1-2=-5C Conf 2: C =-2-1-2=-5 Conf 3: C =-2-1-2=-5
DATE: SEP 2006
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Step 6 Total corrections: speeds

WET: V1 = -6, VR = -2, V2 = -2 for Conf 1+F, V1 = -3, VR = 0, V2 = 0 for Conf 2, V1 = -3, VR = 0, V2 = 0 for Conf 3. NOTE: When calculating a Flex takeoff, wet runway corrections are the only ones taken into consideration, as they have an effect on ASD and acceleration.
Answer
Tflex: 54C in Conf 1+F Speeds: 147 - 151 - 152. NOTE: As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM 2.02.25). Check that corrected temperature: CT <= T flex max CT > OAT CT > T ref
DATE: SEP 2006
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PURPOSE
LFPO ATIS

Actual TOW: 52.4 T CONF 1 + F Air conditioning : ON Total Anti-ice : OFF

Enter the table Wind 0 and Weight 52.4 T Read (67C for 62.4 T 143/43/43)
Step 2 - Corrections for V1/VR/V2=1KT/1000KG

62.4-52.4 = 10 T V1= VR= V2=-10 V=133 kt VR=133 kt V2=133 kt

WET: (-1C, V1 = -6, VR = -2, V2 = -2) for Conf 1+F,

QNH : -10 hPA. Read (-2C) for Conf 1+F
Step 5 Total corrections: temperature and speeds

WET + QNH Conf 1+F C =-1-2=-3C V1 = -6, VR = -2, V2 = -2 for WET Runway
Answer
Tflex: 64C in Conf 1+F Speeds: 127 - 131 - 131.
DATE: SEP 2006
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NOTE: As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM 2.02.25). Check that corrected temperature: CT <= T flex max CT > OAT CT > T ref
DATE: SEP 2006
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PURPOSE
LFPO ATIS

Actual TOW: 57.4 T CONF 3 Air conditioning : ON Total Anti-ice : OFF
CAUTION: runway length reduced to 1500 m due to work in progress

Enter the table Wind 0 and Weight 57.4 T with CONF 3 Read (59C 117/17/21).

QNH : -10 hPA. As TFlex is above TVMC, use corrections in gray box. Read -2C.

QNH C =-2=-2C.
Answer
Tflex: 57C in Conf 3 Speeds: 117 - 117 - 121. NOTE: Check that corrected temperature: CT <= T flex max CT > OAT CT > T ref
DATE: SEP 2006
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Exercise:
LFPO ATIS provides the following data: take off runway 08, runway condition DRY, wind +10 kt, temperature 35 C, QNH 1023 hPA,
Aircraft status: Answer: CONF 3 T Flex = 51 C V1 = 153 kt Vr = 153 kt V2 = 156 kt A 320-214 MTOW structure 75.5 t air conditioning ON, anti-icing OFF Take off configuration : Optimum
DATE: SEP 2006
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6.9. Example 9: Contaminated Runway

PURPOSE
Find the MTOW and speeds.
LFPO ATIS
Provides the following data: Take-off runway Runway condition Wind Temperature QNH : LFPO 08 : Covered by 7mm of Slush : calm : 3C : 1003 hPA
BLEEDS STATUS
Air conditioning : ON Total Anti-ice : ON
Step 1 Maximum Takeoff Weight on Dry Runway- Refer to RTOW

Enter the table Wind 0 kt / Temperature 3C Read 81 900 kg for Conf 1 + F, 81 900 kg for Conf 2 and 82 000 kg for Conf 3
Step 2 - Corrections for Total Anti icing and QNH - Refer to 2.02.24 p 1 and RTOW
Corrections = BLEED + QNH W = - 950 kg - 800 kg = - 1750 kg

Conf 1 + F: 81 900 - 1 750 = 80 150 kg Conf 2 Conf 3 : 81 900 - 1 750 = 80 150 kg : 82 000 1 750 = 80 250 kg
Step 4 - Corrections for Contaminant - Refer to 2.04.10 p 8

Enter the table : Runway length = 3 000 m for Conf 1 + F, Runway length = 3 000 m for Conf 2 , Runway length = 2 500 m for Conf 3 Read decrements: - 17.3 t for Conf 1 + F, - 16.9 for Conf 2, - 17.0 for Conf 3
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Conf 1 + F: 80 150 - 17 300 = 62 850 kg Conf 2 Conf 3 : 80 150 16 900 = 63 250 kg : 80 250 17 000 = 63 250 kg
Step 6 - Check that MTOW remains equal to corrected weight

Conf 1 + F = 62 850 kg Conf 2 Conf 3 = 63 250 kg = 63 250 kg
Step 7 - Speeds determination 2.04.10 p 8

Retain Conf 3 as takeoff configuration (lower takeoff speeds) MTOW = 63 250 kg Enter the table Conf 3 with actual weight = 63 250 kg Read speeds: 125 kt - 138 kt - 142 kt NOTE: On contaminated runways, use only TOGA, whatever your take off weight.
Exercise:
LFPO ATIS provides the following data: Answer: CONF 1, 61900 kg V1 = 122 kt Vr = 140 kt V2 = 143 kt take off runway 08, runway condition 5 mm water, MTOW DRY: Conf 1+F - 72000 kg, Conf 2 71100 kg, Conf 3 71200 kg
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6.10. Example 10: Go-Around Weight

Determine maximum go-around weight. Refer to: 3.05.05 p 3 and 3.05.35 p2/3 Airport elevation: Temperature: QNH : 1300 ft 46C 990 hPA
Step 1
Determine Airport pressure altitude - table 3.05.05 p 3 corresponding to FLAPS configuration Table 3.05.05 p 3 : QNH correction = 700 ft Airport elevation = 1 300 ft Airport pressure altitude = 700 + 1 300 = 2 000 ft
Step 2
Enter column for airport pressure altitude, here 2 000 ft
Step 3
Enter line for OAT, here 46C
Step 4
At intersection read the maximum Go Around weight: 69 400 kg on CONF 2 68 200 kg on CONF 3
in this case., check that it is above your actual Go-Around weight.
Step 5
If applicable, apply corrections for Air conditioning, anti-ice, at bottom of the page.
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6.11. Example 11: Go-Around Temperature

Determine maximum go-around weight. Refer to: 3.05.05 p 3 and 3.05.35 p2/3 Airport elevation: Estimated landing weight: QNH : 300 ft 64 500 kg Conf 3 1023 hPA
Determination of maximum Go-Around temperature in CONF 3 - Refer to 3.05.35 P2/3
Step 1
Determination of the Pressure Altitude: Altitude correction: Airport elevation: Pressure Altitude: -300 ft +300 ft = 0 ft
Step 2
Enter column for airport pressure altitude, here 0 ft
Step 3
Try to find estimated landing weight value. In this case, last line reads 66 700 kg
Step 4
Read corresponding maximum Go-Around temperature in LH column. Check it is above the OAT. Here 55C is also T MAX.
Step 5
No Go around climb gradient limitation.
DATE: SEP 2006
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6.12. Example 12: Flight Planning

Trip
Trip route Distance Wind component Cruise : Paris - Cairo : 1800 NM : + 30 kts : FL 350 : M.78
Alternate
Alternate route Distance Wind component Holding EZFW : Cairo - Luxor : 296 NM ( ISA ), FL 390 : + 30 kts : FL 15 ( ISA ) Green Dot Speed : 60700 kg
Step 1 - Determination of fuel for holding - Refer to 3.05.25 p 2

Enter the table with FL 15 and GW = 60 700 kg Read the fuel flow: 1140 kg ( 1140 kg/ is the fuel flow for one engine during one hour )
Step 2 - Determination of fuel for alternate- Refer to 2.05.60 p 4 / 2.05.50 p 3

Determination of the air distance: use of table 2.05.60 p 4 (enter with 300 NM and 30 kt of tailwind ) Read NAM = 280 NM) Enter table 2.05.50 p 3 with 280 NM and FL 390, read fuel = 1 915 kg Correct for reference weight deviation: (61 - 55) x 18 = 108 kg Alternate fuel = (1 915 + 108) = 2023 kg
Step 3 - Determination of fuel to destination - Refer to 2.05.60 p 2 Refer to 2.05.40 p 10

Determination of the air distance: use of table 2.05.60 p 2 (enter with 1 800 NM and 30 kt of tailwind Read NAM = 1 692 NM) Enter table 2.05.40 p 10 with 1 692 NM and FL 350, read fuel = 9 210 kg Correct for reference weight deviation: (64 - 55) x 104 = 936 kg Trip fuel = (9 210 + 936) = 10 146 kg
Step 4 - Reserves and taxi fuel

Reserves = 5% of the trip fuel. Reserves = 5% of 10 146 kg = 505 kg
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Taxi = 140 kg (cf FCOM)
Step 5 - Total fuel

Total fuel: + + + + = Holding Alternate Trip fuel Reserves Taxi Total fuel + + + + + = 1140 2 023 10 146 505 140 13 954 kg
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DATE: SEP 2006
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6.13. Example 13: Actual Landing Distance

PURPOSE
Find the Actual Landing Distance.
Landing
GW Elevation Wind calm : 62 000 kg : 1000 ft
Step 1 - Refer to 2.03.10 p 3

Enter the table: Weight 62 t / Dry Rwy Read Actual Landing Distance = 840 m
Step 2 - Correction for airport elevation - Refer to 2.03.10 p 3

Correction = 3%
Step 3 - Correct the Landing Distance

Landing Distance = 840 * 1.03 = 865 m
Answer
Actual Landing Distance = 865 m
DATE: SEP 2006
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6.14. Example 14: Determination of Vapp

PURPOSE
Find the Vapp.
Landing
GW Elevation Wind calm : 62 000 kg : 1 000 ft
Step 1 - Refer to QRH 2.31
Enter the table Weight 60-64 / Conf full Read VLS = 132 kt (with interpolation)
Step 2 - Correction
Wind calm, Add 5 kt
Step 3 - Determine the Vapp

Vapp = 132 + 5 = 137 kt
Answer
Vapp = 137 kt
DATE: SEP 2006
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6.15. Example 15: Abnormal Procedure

PURPOSE
Find the Actual Landing Distance and Vapp.
Landing
GW Elevation Wind calm Green + Yellow Hyd out : 62 000 kg : 1 000 ft
Step 1 - Refer to QRH 2.32

Enter the table HYD Green + Yellow Read corrections: Flaps pos 3, Increment to VREF = 25 kt, Landing distance is multiplied by 2.6
Step 2 Corrections
Vapp = 132 + 25 = 157 kt Landing Distance = 865 * 2.6 = 2 249 m
Answer
Vapp = 157 kt Actual Landing Distance = 2 249 m
Exercise 1:
Questions: 1- Determine Vapp, ALD, landing configuration. 2 - Is it possible to land the aircraft?
KEWR conditions:
Runway 011 Airport elevation 16 ft LDA 2072 m Runway condition DRY, Wind + 30 kt,
Aircraft status:
A 320-214 Landing weight 64 t Landing configuration 1 FLAPS < 2, SLATS 1
Answer:
1 - Vapp = 154 kt ALD = 1050 m Conf 3 2 - JAA : ALD LDA 1050 m 2072 m: Yes FAA : ALD x 1.15 LDA 1050 x 1.15 = 1208 m 2072 m: Yes
DATE: SEP 2006
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6.16. Example 16: Single Engine Strategy

PURPOSE
Find the strategy to adopt. SAT GW FL MORA : - 36 C ( ISA = + 15) : 64 000 kg : 330 : 24 000 ft
Step 1 - LRC Ceiling - Refer to 3.06.20 p 1

Enter the table Weight 64 000 / ISA + 15 Read LRC ceiling = 23 700 ft
Step 2 - Drift Down Ceiling - Refer to 3.06.40 p 5

Enter the table Weight 64 000 / FL 330 Read Drift Down ceiling = 25 100 ft Initial speed = 226 kt
Answer
The drift down strategy has to be adopted. Drift down ceiling Initial speed = 25 100 ft = 226 kt
DATE: SEP 2006
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6.17. Example 17: Take-Off: Use of Quick References Tables

PURPOSE
Find the MTOW, and speeds.
LFPO Data:
Airport elevation : 276 ft Runway length Runway slope QNH OAT Conf : 3 320 m : 0.07% : 989 hPA : 20C :1+F Take off conditions Air conditioning ON, Total Anti-ice OFF Obstacle: From BR 3 764 m 62 ft
Step 1 - Detemination of pressure Altitude - Refer to 3.05.05 p 3

Enter the table with QNH = 989 Read correction of + 700 ft Add this correction to the airport elevation: 700 + 276 = 976 ft
Step 2 - Determination of corrected Runway - Refer to 2.02.40 p 2

Enter the table with Runway length = 3 500 m and read correction for the slope: 600 m per percent Corrected Runway length = 3 320 - 600 * 0.1 = 3 260 m
Step 3 - Find MTOW- Refer to 2.02.40 p 5

Enter table with 3250 / 20C Read MTOW = 81 200 kg
Step 4 - Corrections for air conditioning - Refer to 2.02.24 p 1

Air conditioning: - 2 200 kg MTOW = 81 200 - 2 200 = 79 000 kg
DATE: SEP 2006
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Step 5 - Corrections for Obstacle - Refer to 2.02.50 p 2

Obstacle height = 62 + ( 0.07 * 50 ) = 66 ft (correction due to the slope) Obstacle distance from end of runway = 3 764 - 3 320 = 444 m Weight decrement = 9.0 t Gradient = 3.6% MTOW = 79 000 - 9 000 = 70 000 kg Speeds V1 = 147 kt, Vr = 151 kt, V2 = 152 kt
Answer
MTOW = 70 000 kg Speeds V1 = 147 kt, Vr = 151 kt, V2 = 152 kt
DATE: SEP 2006
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6.18. Example 18: Load and Trim Sheet

Dry operating weight CG Pantry adjustment Cargo 1 Cargo 3 Cargo 4 Cargo 5 Cabin OA Cabin OB Cabin OC Total fuel : 43 100 kg : 24% : + 100 kg Zone E : 1 000 kg : 1 000 kg : 2 000 kg : 457 kg : 10 : 60 : 40 : 13 500 kg
DATE: SEP 2006
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DATE: SEP 2006
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL TAKEOFF PERFORMANCE REMINDER
7. TAKEOFF PERFORMANCE REMINDER

CONTENTS:
7.1. Limiting Speeds: VMCG ..............................................................................................................................................106 7.1.1. Limiting Speeds: VMCA ....................................................................................................................................108 7.1.2. Limiting Speeds: VMU ......................................................................................................................................110 7.2. Operating Speeds: V1, VR, V2....................................................................................................................................111 7.2.1. Operating Speeds: V1 .......................................................................................................................................111 7.2.2. Operating Speeds: VR ......................................................................................................................................113 7.2.3. Operating Speeds: V2 .......................................................................................................................................113 7.2.4. Limiting/Operating Speeds: Relative Positions...............................................................................................113 7.2.5. TakeOff Lengths ..............................................................................................................................................114 7.3. TakeOff Distances .....................................................................................................................................................117 7.3.1. TakeOff Distances (TOD) ...............................................................................................................................117 7.3.2. TakeOff Run Distances (TOR) ........................................................................................................................118 7.3.3. Accelerate Stop Distance (ASD) .....................................................................................................................119 7.3.4. Association of TakeOff Distances and Lengths ..............................................................................................120 7.4. Line Up Allowances..................................................................................................................................................120 7.5. TakeOff Trajectory....................................................................................................................................................123 7.6. Runway Condition.....................................................................................................................................................124 7.6.1. LPC List Box ...................................................................................................................................................124 7.6.2. Runways Wet and Contaminated.....................................................................................................................124 7.7. Factors of Influence ...................................................................................................................................................125 7.7.1. Wind and Moisture: .........................................................................................................................................125 7.8. TakeOff Optimization ...............................................................................................................................................130 7.8.1. Runway Length:...............................................................................................................................................130 7.8.2. Other Limitations:............................................................................................................................................130 7.8.3. Obstacles:.........................................................................................................................................................131 7.8.4. Result ...............................................................................................................................................................132 7.9. Engine Performance ..................................................................................................................................................133 7.9.1. Principle...........................................................................................................................................................133 7.9.2. Flexible TakeOff..............................................................................................................................................136 7.9.3. Derated Takeoff`..............................................................................................................................................137
DATE: SEP 2006
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7.1. Limiting Speeds

7.1.1. Limiting Speeds: VMCG
Minimum Control speed on Ground from which a sudden failure of the critical engine can be controlled by use of primary flight controls only, the other engine remaining at TakeOff power.
Engine Failure: torque due to remaining engine
DATE: SEP 2006
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The pilots action: recover control of the aircraft enable safe Take Off continuation
Determination of VMCG: lateral deviation under 30 ft
DATE: SEP 2006
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7.1.2. Limiting Speeds: VMCA
Minimum Control speed in the Air at which aircraft can be controlled either:
5max
with a 50 maximum bank angle, or:
with zero yaw.
DATE: SEP 2006
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Summary: Limiting speed: VMCA Definition: Minimum Control speed in the Air at which aircraft can be controlled either: with a 50 maximum bank angle, or with zero yaw. ... in case of failure of one engine, the other engine remaining at TakeOff power.
5 max
DATE: SEP 2006
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7.1.3. Limiting Speeds: VMU

Minimum Unstick speed is the lowest calibrated airspeed at and above which the aircraft can safely lift off the ground and continue the TakeOff without encountering critical conditions. What are these critical conditions ? the necessary angle of attack is too great: the rear of the A/C can hit the ground.
Insufficient lateral control, may cause engine or wing to hit the ground.
Limiting speeds : V MU
DATE: SEP 2006
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7.2. Operating Speeds: V1, VR, V2

7.2.1. Operating Speeds: V1
Definition: TakeOff decision speed chosen by the applicant. V1 is the speed limit at which the pilot can interrupt TakeOff in case of failure.
If I am aware of a failure before V1 I can
... safely abort TakeOff
Speed
DATE: SEP 2006
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If I am aware of a failure after V1 I MUST follow on TakeOff 1. From that point, 35 ft I am sure to reach the TO limited height.
V1
Speed
If I am aware of a failure after V1 I MUST follow on TakeOff 2. I am too fast to brake safely before the end of the stopway.
Summary: Operating speed: V1 Definition: TakeOff decision speed chosen by the applicant. V1 is the speed limit at which the pilot can interrupt TakeOff in case of failure.
DATE: SEP 2006
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7.2.2. Operating Speeds: VR

Definition: VR is the Rotation speed at which the aircraft is rotated for lift off.
7.2.3. Operating Speeds: V2

Definition: V2: TakeOff climb speed. To be reached before the 35 ft TakeOff height above T.O.D. Maintained during 1st and 2nd segment, until the minimum acceleration height is reached (at least 400 ft).
7.2.4. Limiting/Operating Speeds: Relative Positions 1.1 VMCA 1.05 VMCA 1.2 VS (or 1.13 VS1G)
V2
VMCG
V1
VR
35 ft
(JAR geometric limitations)
1.08 VMU (AEO) 1.04 VMU (OEI) VLOF
DATE: SEP 2006
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7.2.5. TakeOff Lengths

7.2.5.1. Runway:
Rigid or flexible rectangular area made of concrete or asphalt used for TakeOff and landing
7.2.5.2. Stopway
Rectangular area beyond the TakeOff runway: Centered on the same (center)line, at least as wide as the runway, designated by the airport authorities for use in decelerating the aircraft in case of aborted TakeOff.
7.2.5.3. Clearway
500 ft min
1.25% max
Rectangular area beyond the runway, located on the same centerline, and under control of the airport authorities, featuring: Minimum width: 500 ft
Slope < 1.25%
DATE: SEP 2006
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No prominence except threshold lights ( if < 26 in above surface)
not ok ok (26 in max)
500 ft min
1.25% max
7.2.5.4. TakeOff Distance Available
TODA
It is the Runway + Clearway lengths.
DATE: SEP 2006
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7.2.5.5. TakeOff Run Available
TORA
It is the Runway length only.
7.2.5.6. Acceleration Stop Distance Available
ASDA
It is the Runway + Stopway lengths.
DATE: SEP 2006
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7.3. TakeOff Distances

7.3.1. TakeOff Distances (TOD)
TakeOff Distance (TOD) TakeOff Run (TOR) Acceleration Stop Distance (ASD)
7.3.1.1. One Engine Inoperative
All Engines Operating
One Engine Inoperative V2
TODOEI = From BR to 35 ft
VEF
V1
VR
VLOF 35 ft
TODOEI
7.3.1.2. All Engines Operating

All Engines Operating V2 + 15%
V1
VR
VLOF
35 ft
TODAEO
7.3.2. TakeOff Run Distances (TOR) 7.3.2.1. One Engine Inoperative
All Engines Operating
One Engine Inoperative V2
TOROEI = From BR to middle point between Vlof and 35 ft
VEF
V1
VR
VLOF 35 ft
TOROEI
//
//

All Engines Operating + 15%
V2 V1 VR VLOF
35 ft
//
TORAEO
//
DATE: SEP 2006
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7.3.3. Accelerate Stop Distance (ASD)

7.3.3.1. One Engine Inoperative at VEF
One Engine Inoperative All engines operating 2s Idle
VEF
V1
V=0
accelerate stop distance with one engine inoperative

All engines operating Idle
2s
V1
V=0
accelerate stop distance with all engines operating Braking means:

Wheel brakes, Spoilers, Reversers: . not on dry runways, . certified on wet runways, . mandatory on contaminated runways.
Page 119 ZUAD172
DATE: SEP 2006
7.3.4. Association of TakeOff Distances and Lengths
V2
V=0
V1
VR
VLO
RWY SWY
35 ft CWY
TOR ASD TOD
7.4. Line Up Allowances

It is necessary to take into account the runway length decrease due to the line up. The calculation of TODA, ASDA and TORA do not take into account the aircraft line up on the runway considered for Take Off. This line up distance depends on aircraft design and the access possibility on the runway. Two cases are studied, and in both cases, two distances are considered:
35 ft
B A
ASD available TOD available Runway length
A Adjustment to TakeOff distance B Adjustment to accelerate stop distance
DATE: SEP 2006
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90 runway entry
aircraft model A320 minimum line up distance correction TODA (m) 12 ASDA (m) 26
T akeOff Distance (TOD) adjust ment Accelerate Stop Distance ( AS D) adjust ment
DATE: SEP 2006
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180 turnaround
aircraft model A320 minimum line up distance correction TODA (m) 18 ASDA (m) 32
TakeOff Distance (TOD) adjustment Accelerate Stop Distance (ASD) adjustment
DATE: SEP 2006
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7.5. TakeOff Trajectory
Green dot: 10 min after TO

ONE ENGINE OUT
TO dist.
MAXIMUM ACCELERATION HEIGHT
End
Gradient > 1.2%
MINIMUM ACCELERATION HEIGHT
Gradient > 2.4%
Green dot: 35 ft
Gradient > 0%
best lift-to-drag ratio
V1 Segments: 1 2 3 final
DATE: SEP 2006
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7.6. Runway Condition

7.6.1. LPC List Box
7.6.2. Runways Wet and Contaminated
Runway : Water Slush Wet snow Dry snow Comp Snow
Wet < 3 mm < 2 mm < 4 mm < 15 mm
Contaminated 3 - 13 mm () 2 - 13 mm () 4 - 25 mm (1) 15 - 25 mm (2) all
DATE: SEP 2006
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7.7. Factors of Influence

Sustained parameters: Chosen parameters: Flap setting, Decision speed V1, V2 / Vs ratio.
Temperature, Pressure Altitude, Air bleed, Wind, Moisture, Runway condition.
7.7.1. Wind and Moisture:

Effect on TO distances (TOD, TOR, ASD):
7.7.1.1. Headwind
air speed wind
Headwind
Headwind shortens TO distances Only 50 % must be taken into account, according to regulation.
ground speed
DATE: SEP 2006
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7.7.1.2. Tailwind
Tailwind
air speed
wind
Tailwind increases TO distances Regulation prescribes that 150 % should be taken into account.
ground speed
7.7.1.3. Regulation Changes on Wet and Contaminated Runways

Performance depends on the depth of the contaminant. Wet and contaminated runways. All Engines Operating TOD, TOR, and ASD, are the same, whatever the runway condition. One Engine Inoperative: TOD, TOR are different.
TOD: screen height = 15 ft TOR: It ends at VLOF
35 ft
15 ft
TOROEI
DATE: SEP 2006
//
//
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TOROEI
ZUAD172
7.7.1.4. Runway Slope

It mustn't exceed 2%
Positive slope increases TO distances
2%
Negative slope decreases TO distances
7.7.1.5. Flap Setting
Flaps increase lift... TO distances are reduced. Flaps increase drag... TO gradient decreases.
CL
CD
CL CD
TakeOff configurations on Airbus family:
Conf 1+F TO gradient decreases Conf 2 Conf 3
TO distances are reduced
DATE: SEP 2006
Page 127
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7.7.1.6. Decision Speed V1

The most penalizing conditions are taken into account: the failure ( VEF ) occurs 1 second before V1.
Long TOD
VEF
V1
VR
VLOF
35 ft
Short ASD
Low V1 implies short acceleration with All Engines Operating.
Short TOD
VEF
V1
VR
VLOF
35 ft
Long ASD High V1 means long acceleration with All Engines Operating.
7.7.1.7. V2 / Vs Ratio
Being limited by VS, V2 is set through the V2/VS ratio. V2 is the speed required when reaching 35 ft height. V2 is determined by VR, as no TO parameters can be changed after lift off: high V2
high VR
High V2 / VS V2/VS influence: High ratio Low ratio long TOD short TOD high 2nd segment slope low 2nd segment slope
Long TOD
VEF
V1
VR
VLOF
35 ft
High second segment gradient
DATE: SEP 2006
Page 129
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7.8. TakeOff Optimization

7.8.1. Runway Length:
ASD ASD 1 E/O ASD all engines TOD TOD 1 E/O TOD all engines TOR TOR 1 E/O TOR all engines TORA, and TORA TODA, and TODA ASDA, and ASDA
7.8.2. Other Limitations:

speeds, 1st segment gradient (> 0%), 2nd segment gradient (> 2.4%), brake energy, obstacle, tire speed, final TakeOff (> 1.2%).
DATE: SEP 2006
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7.8.3. Obstacles:
To avoid an obstacle, you have different possibilities:
2.4% Gross trajectory
0.8%
35 ft
Net trajectory
TOD Flaps TO Weight V1 V2 increases decreases decreases increases
ASD increases decreases increases no change
Climb grad increases increases no change increases
DATE: SEP 2006
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7.8.4. Result
Optimization Limitations for given: runway, wind, temperature, pressure, flaps setting, V2/Vs ratio. At a given V2/Vs ratio, we have an optimum weight. Just explore all the range of V2/Vs to have the MTOW.
V2/Vs = 1.27
2nd
Optimum weight
TOD Obstacle ASD
DATE: SEP 2006
Page 132
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7.9. Engine Performance

7.9.1. Principle
weight
You need less Thrust
When your Actual TakeOff Weight is lower than the Maximum TakeOff Weight, you can perform a TakeOff with less than the max TakeOff thrust. This thrust reduction improves engine life and reduces maintenance costs.
DATE: SEP 2006
Page 133
ZUAD172
Which part of the aircraft is concerned ?
engine
aerodynamics
7.9.1.1. Reminder about engines and thrust

Trust levers Thrust variation with OAT
Thrust
EGT limit
Tref
OAT
DATE: SEP 2006
Page 134
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Trust levers Five positions on Airbus aircraft: TOGA: TakeOff - Go Around Maximum thrust available. Its use cant exceed 10 min. MCT: Maximum Continuous Thrust FLX: Flex TO Thrust... Maximum thrust for long use. CL: Climb Thrust. Idle: No power. Max reverse.
Power
Thrust variation with OAT
Weight
Thrust
N1
EGT limit
Tref
OAT
DATE: SEP 2006
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7.9.2. Flexible TakeOff

7.9.2.1. Flex Temperature
Weight Thrust Available Thrust
Thrust reduction must not exceed 25%, to quickly recover full available TOGA thrust if necessary.
Flat rated Thrust EGT Limit
Max TOW
Actual TOW
Needed Thrust
25%
reduction max
T Flex max OAT Flex TakeOff: what for ? TakeOff without using full thrust reduces: the probability of a failure (safety aspect), the engine deterioration rate and associated maintenance costs (economic aspect). Flex TakeOff: The pilot types the Flex. Temp. in the MCDU: Setting thrust levers on FLX will provide the necessary thrust for TakeOff. Tref Flex Temp OAT
DATE: SEP 2006
Page 136
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7.9.3. Derated Takeoff`
Short runway: TOGA is used & V1 min is high

V2 V1=VMCG VR
35ft
ACC STOP
This is due to excess of thrust
The present take off weight is VMCG limited, because of a short ASD and a high V1 min. We can observe a large excess of thrust after lift off. This excess of performance (thrust) is penalizing on ground and not necessary after lift off.
V1=VMCG
VR
35ft
ACC STOP
If, for the same TO weight, the maximum TO thrust is reduced or derated by a given percentage of X%, the associated VMCG is decreased. Consequently: V1 may be reduced, ACC/STOP distance is decreased accordingly, climb out performance may still be met.
Thus derated take off may allow to increase TO weight
DATE: SEP 2006
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The Derated TO thrust is therefore to be considered as the maximum TO thrust rating available for a given take off. It determines the new VMCG and the new VMCA applicable during that take off. The use of Derated take off thrust: increases payloads when operating on: - short runways, - contaminated runways. also saves engine life.
Each derate level is certified and is associated to a new set of performance data
Certified -4%
Certified -8%
Certified -12%
Certified -16%
Certified -20%
Certified -24%
engine
engine
engine
engine
engine
engine
DATE: SEP 2006
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Principle Advantages of derated take off :
TOGA Thrust
significant reduction of engine stress (like Flex TO), decreasing TOGA will also decrease VMCG, and the available value of V1, which enables short TO, allowed on contaminated Runways.
Max. thrust available
OAT (C) -10 -5 0 5 10 15 20 25 30 35 40
!
Flexible thrust
Thrust level is less than TOGA
6 level of derate available: 4%,8%,12%,16%,20%,24%. The original TOGA will never be available during TO.
Derated thrust
Thrust level is less than TOGA A new set of performance data is provided in the Flight Manual for each derate level. TOGA selection is not possible during Take-Off. Thrust setting parameters are considered as an operating limit for Take-Off. Derated Take-Off is allowed on contaminated runways.
Performance for a flex Take-Off is computed by adjusting the max Take-Off thrust performance. At any moment it is possible to recover TOGA. Thrust setting parameters for flex Take-Off are not considered as Take-Off operating limits. Flex Take-Off cannot be performed on contaminated runways.
DATE: SEP 2006
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DATE: SEP 2006
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL LANDING PERFORMANCE REMINDER
8. LANDING PERFORMANCE REMINDER

CONTENTS:
8.1. Definitions ................................................................................................................................................................. 142 8.1.1. Landing Distance Available ............................................................................................................................ 142 8.1.2. Actual landing distance ................................................................................................................................... 142 8.1.3. Required Landing Distance ............................................................................................................................. 144 8.2. Dispach Requirements .............................................................................................................................................. 146 8.2.1. Required Landing Distance ............................................................................................................................. 146 8.3. In Flight Requirements.............................................................................................................................................. 147 8.3.1. Actual Landing Distance ................................................................................................................................. 147
DATE: SEP 2006
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8.1. Definitions
8.1.1. Landing Distance Available
LDA = Landing Distance Available LDA TORA (shifted threshold)
LDA
8.1.2. Actual landing distance
Braking means : - Brakes - Spoilers - Antiskid
GS = 0 kt ALD The Actual Landing Distance (ALD) is the distance required to land and bring the aircraft to a complete stop from a height of 50 ft above the runway
VAPP = 1.23 Vs1g
50 ft
GS = 0 kt
ALD Maximum braking is assumed from the touchdown
Actual Landing Distances are demonstrated during flight tests
Actual Landing Distance: factors of influence Landing distance calculation is made for :
- ISA temperature - slope = 0% - standard QNH
- landing weight (LW) - wind - airport elevation
DATE: SEP 2006
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8.1.3. Required Landing Distance
50 ft
GS = 0 kt ALD
Dry Runway (No reversers): RLDDRY =
ALDDRY 0.6
= 1.667 x ALDDRY
50 ft
GS = 0 kt ALD
Wet Runway (No reversers): RLDWET = 1.15 x RLDDRY RLDWET = 1.15 x 1.667 x ALDDRY RLDWET = 1.917 x ALDDRY
DATE: SEP 2006
Page 144
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50 ft
GS = 0 kt ALD
Contaminated Runway (With or without reversers): RLDCONTA = MAX (1.15 x ALDCONTA ; RLDWET ) JAR-OPS only
DATE: SEP 2006
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8.2. Dispach Requirements

8.2.1. Required Landing Distance
In all cases, and for both regulations ( JAR and FAR ), the requirement is:
RLD LDA
On Dry Runways:
RLD dry = ALD / 0.6 LDA
On Wet Runways:
RLD wet = 1.15 RLD dry LDA
On Contaminated Runways (JAR-OPS operators only):
ALD contaminated x 1.15 RLD contaminated = the greatest of RLD LDA
For contaminated runways, the manufacturer must provide landing performance data and detailed instructions about the use of antiskid, reverse, airbrake or spoilers.
DATE: SEP 2006
Page 146
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8.3. In Flight Requirements

8.3.1. Actual Landing Distance
JAR
ALD x coefficient (system failure) LDA

The safety margin remains at the Captains discretion.
FAR
ALD x coefficient (system failure) x 1.15 LDA
The 1.15 factor is not requested in case of emergency (to be evaluated by the flight crew). NEW RULE ( Safety Alert For operators from 31st Aug 2006 ) ALD must account for: - Pressure altitude - Wind - Surface condition (dry, wet or contaminated) - Approach speed - Landing weight & configuration - Planned use of airplane ground deceleration devices (brakes, spoilers, antiskid, reversers)
DATE: SEP 2006
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DATE: SEP 2006
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL PERFORMANCE PART OF TRANSITION COURSE WITH AIRBUS DOCUMENTATION

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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL COURSE CONTENTS

1.1. Schedule of the Course

Computer Flight Plan

Additional Take Off Performance

DATE: SEP 2006

FLIGHT CREW PERFORMANCE COURSE

A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL COURSE CONTENTS

1.2. Course Objectives

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2.1. Computerized Flight Planning Paris/Cairo/Louxor

DATE: SEP 2006

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2.3. Paris Orly Airport Chart

DATE: SEP 2006

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2.4. Cairo Airport Chart

DATE: SEP 2006

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3.2. Take Off

DATE: SEP 2006

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