A320 RPM

Route Performance Manual Date:101026
A320-231/V2500-A1
A320-212/CFM56-5A3
1 General................................................................................................................................ 5
1.1 Introduction.................................................................................................... 5
1.2 Colour Schemes for Airport Analyses in RPM...................................................5
1.3 Airport Analyses general assumptions............................................................5
2 Take – Off Analysis General Information.............................................................6
2.1 Airport data.................................................................................................... 6
3 Climb-Out Procedure in case of Engine Failure................................................7
3.1 General........................................................................................................... 7
3.2 “VMC PROCEDURE”.......................................................................................... 8
4 Acceleration Altitude..................................................................................................... 8
4.1 Correction to altimeter for non standard temperature ....................................8
5 Take-off Analysis........................................................................................................... 9
5.1 Assumptions Take Off.................................................................................... 9
5.2 Applicable limitations and explanations using the Take off analysis................9
5.3 Take-Off Speeds used in the Take off Analysis..............................................10
5.3.1 General............................................................................................................... 10
5.3.2 Take-Off Speed Presentation..............................................................................10
6 Take-Off Data Presentation Dry & Wet RWY....................................................11
7 Performance Limited Take-Off Mass Calculation (PTOM)..........................13
7.1 Use Of Corrections........................................................................................ 13
7.1.1 QNH Corrections................................................................................................. 13
7.1.2 Anti-ice ON Correction ......................................................................................14
7.1.3 Packs ON Correction .......................................................................................... 15
7.1.4 Take Off - Wet Runway Surface...........................................................................16
7.2 How To Find performance Limited Takeoff Mass (PTOM) ..............................16
8 Flexible Take-off Thrust........................................................................................... 18
8.1 Calculation of the flexible temperature, Tflex................................................18
8.2 Flexible Take-off requirements.....................................................................19
8.3 Procedure to follow in order to find Tflex......................................................19
8.4 Example how to find Tflex ........................................................................... 20
9 Go-Around and Approach Limit ...........................................................................21
9.1 General......................................................................................................... 21
9.2 Approach Climb ........................................................................................... 21
9.3 Assumptions Approach Go-Around Climb Gradient Table.............................22
9.4 Presentation of Approach Climb Table..........................................................22
9.4.1 How to find performance limited go-around mass..............................................22
9.4.2 Example (see § 9.4)............................................................................................ 22
Draft Intro A320-231 Confidential Page 1

© Produced by Flygprestanda AB 2010
A320-231/V2500-A1
A320-212/CFM56-5A3
9.5 Presentation of Approach Climb When more than one gradient required.......23
9.6 How to find performance limited go-around mass when table generates more
than one go-around gradient..............................................................................23
9.7 Example....................................................................................................... 23
10 Landing field length Dry and Wet Runway.....................................................24
10.1 General....................................................................................................... 24
10.2 Determination of Maximum Landing Mass...................................................24
10.3 Assumptions Performance limited Landing Mass.........................................25
10.4 Landing Data Presentation Dry/ Wet Runway...............................................25
10.5 How to find performance limited Landing mass...........................................25
10.6 Example (see § 10.4).................................................................................. 25
11 Take-off Analyses Contaminated Runways...................................................26
11.1 Assumptions Takeoff Standing water, Slush, Wet Snow / Dry Snow..............27
11.2 Presentation Takeoff Standing water, Slush, Wet Snow / Dry Snow..............28
11.3 How to calculate Performance Limited takeoff Mass (PTOM) Takeoff Standing
water, Slush, Wet Snow / Dry Snow.....................................................................29
11.4 Example how to calculate PTOM Takeoff Contaminated Runway .................29
12 Takeoff from slippery runway.............................................................................30
12.1 General....................................................................................................... 30
12.2 Assumptions Takeoff From Slippery Runway...............................................30
12.3 Presentation Takeoff-Slippery Runway .......................................................31
12.4 How to calculate Performance Limited takeoff Mass (PTOM) Slippery Runway
.......................................................................................................................... 32
12.5 Example how to calculate PTOM Takeoff Slippery Runway ..........................32
13 Landing Field Length-Slippery Runway...........................................................33
13.1 General ...................................................................................................... 33
13.2 Assumptions Landing Field Length-Slippery Runway...................................33
13.3 Presentation Landing Field Length – Slippery Runway..................................33
13.4 How to find performance limited Landing mass Slippery Runway.................34
13.4.1 Example how to calculate Performance Limited Landing Mass Slippery Runway . 34
14 Takeoff and Landing Performance.....................................................................34
14.1 Use of Takeoff and Landing data.................................................................34
15 Wind Component Diagram.....................................................................................35
16 Flexible Take-off Definitions...............................................................................36
16.1 Flex............................................................................................................ 36
16.2 TREF........................................................................................................... 36
16.3 TMAX......................................................................................................... 36

A320-231/V2500-A1
A320-212/CFM56-5A3
16.4 TMAXFLEX.................................................................................................. 36
17 Hydroplaning............................................................................................................... 37
17.1 General....................................................................................................... 37
17.2 Viscous....................................................................................................... 37
17.3 Dynamic..................................................................................................... 37
17.4 Reverted Rubber......................................................................................... 37
18 Mass Definitions........................................................................................................ 38
18.1 CATOM....................................................................................................... 38
18.2 CPTOM....................................................................................................... 38
18.3 MLM........................................................................................................... 38
18.4 MTOM........................................................................................................ 38
18.5 PTOM......................................................................................................... 38
18.6 Zero fuel Mass (ZFM)................................................................................... 38
18.7 Take-Off Mass (TOM)..................................................................................38
18.8 Landing Mass.............................................................................................. 38
19 Runway Conditions .................................................................................................. 39
19.1 Contaminated Runway................................................................................ 39
19.2 Damp Runway............................................................................................. 39
19.3 Dry Runway ............................................................................................... 39
19.4 Wet Runway ............................................................................................... 39
20 Declared Distances................................................................................................... 40
20.1 Take-Off Run Available (TORA)...................................................................40
20.2 Accelerate –Stop Distance Available (ASDA) ................................................40
20.3 Take-Off Distance Available (TODA)............................................................40
20.4 Landing Distance Available (LDA)................................................................40
20.5 Stopway...................................................................................................... 40
20.6 Clearway..................................................................................................... 40
21 Speeds............................................................................................................................ 41
21.1 General....................................................................................................... 41
21.2 V1 ............................................................................................................ 41
21.3 VR.............................................................................................................. 41
21.4 V2.............................................................................................................. 41
21.5 VMCG......................................................................................................... 41
21.6 VMCA......................................................................................................... 41
21.7 VMBE.......................................................................................................... 41
21.8 Airbus Speed Definitions............................................................................. 42

A320-231/V2500-A1
A320-212/CFM56-5A3
22 Flight Path..................................................................................................................... 42
22.1 Take-Off Flight Path................................................................................... 42
22.2 Gross Flight Path........................................................................................ 42
22.3 Net Flight Path............................................................................................ 42
22.4 Screen Height............................................................................................. 42
23 Climb Segments.......................................................................................................... 43
23.1 General....................................................................................................... 43
23.2 First Segment............................................................................................. 43
23.3 Second Segment......................................................................................... 43
23.4 Third Segment (level-off height).................................................................44
23.5 Final Take-off Segment...............................................................................44
24 Glossary......................................................................................................................... 45

A320-231/V2500-A1
A320-212/CFM56-5A3
1 General
1.1 Introduction
The graphic material used in this introduction is displaying pictures from the A320-231, but
the logic and use of analyses also apply to the A320-212.
The Airport Analysis charts (AA) contain information regarding take-off and landing
performance limitations for the A320-231/V2500-A1 and the A320-212/CFM56-5A3
operated by XXX. The Airport Analysis charts presented in the Route Performance Manual are
generated from data extracted from the Approved Aircraft Flight Manual.
1. The content of this manual is subject to revision service. Airport Analysis listed in the
table of contents will be revised when any parameter shown on the page is changed.
2. Temporary Airport Analysis will be issued in case of Work In Progress (WIP) or when other
changes to the airport data. In the “Notes Section” of the Airport Analysis, the validation
time of the analysis along with the appropriate “NOTAM” or “AIP supplement Number”
will be stated.
3. Airport Analysis charts are filed alphabetically.
4. Airport Analysis not listed in the Table of Contents are not subject to be updated and
should be taken out and destroyed. Please note that “Temporary” Airport Analysis charts
will not be included in the “Table of Contents”.
5. If taking off or landing on airports not included in the Route Performance Manual (RPM),
the takeoff and landing mass should be determined in one of the following ways:
• Request Airport Analysis from the Operations or Flight Department. Make sure that
the data is up-to-date.
• Calculate from the Airplane Flight Manual (AFM). The information about airfield
characteristics can be obtained from the AIP. Great care must be taken, especially
when considering obstacle information.
1. The Airport Analyses conforms to OPS 1.
1.2 Colour Schemes for Airport Analyses in RPM

White Pages - Takeoff Dry and Wet Runway, Go-Around data, Landing analysis Dry/Wet
Runway
Pink Pages - Temporary Analyses (Notam).
1.3 Airport Analyses general assumptions
The AA charts are based on:
● All Masses in kilogram (kg).

● Max Structural Takeoff Mass 77 000 kg.
● Max Structural Landing Mass 64 500 kg.
Take-off mass higher than structural mass may be presented, this to allow for corrections
(pressure, temperature..).

A320-231/V2500-A1
A320-212/CFM56-5A3
It should be noted that the AA charts do NOT observe the aircraft structural mass limit,
however the structural limit should never be exceeded. Each AA also has a label “Max
structural mass must be observed”.
2 Take – Off Analysis General Information
2.1 Airport data
All airport data used in the calculation is presented on the AA chart.
1. Airport Name and Airport Identifier, ICAO/IATA codes and Runway Designator.
2. The official declared distances is presented as:
TORA Take Off Run Available

ASDA Accelerate Stop Distance Available
TODA Take Off Distance Available
LDA Landing Distance Available
3. The slope is the difference in elevation between the line-up position and the runway
end, divided by the distance. This is the mean slope used for calculation.
4. The presented AD elevation is the official AD elevation as published in the AIP. AD

elevation is used to determine the pressure altitude used in the performance
calculations.
5. Obstacle data is given as distance from start of TORA and height above the runway
end, i.e. the end of TORA. When calculating obstacle clearance, the effect of the slope
when the TOD is shorter than the TODA is considered, i.e., the lift-off point will have
another elevation than the runway end.
6. Runway alignment penalties are included. There are three different line-up methods
considered.
• Line-up from behind the take-off position
This assumes that the nose-wheel is behind the take-off position.
• Line-up with 90 degree entry
This assumes that the aircraft comes from a taxiway - perpendicular to the runway, a
turning area or on a runway with sufficient width to make a 90° turn onto the runway. Note
that the taxiway/Runway marking may take the aircraft too far into the runway.
Line-Up Penalty used in software TORA and TODA 10.9 Meters / ASDA 23.6 Meters.
• Line-up with 180 degree turnaround
This assumes that a back-track has been done and a full 180° turnaround is made and the
runway has no turning area or width to make a 90° line up.
Line-Up Penalty used in software TORA and TODA 16.5 Meters / ASDA 29.1 Meters.

A320-231/V2500-A1
A320-212/CFM56-5A3
3 Climb-Out Procedure in case of Engine Failure
3.1 General
The climb-out procedure following engine failure is published in the “Notes Field” in the
upper part of the Airport Analysis.
Runway Characteristics ACFT Type/Engine Type
Airport Name Configuration Box

Slope Flap setting
Note Field Aerodrome Elevation Other ACFT configurations that the analysis
Runway Designator is based on
● Climb-out following Engine Failure is normally based on runway track. This Procedure is
given as “NO NOTE” and means that cleanup shall be at the standard acceleration
altitude. If in the note field there is only stipulated a certain clean up altitude, then you
are in case of engine failure expected to follow runway track and clean up at the
specified acceleration altitude.
● In some cases the Climb-out on runway track gives a TOM reduction with regard to the
obstacle clearance requirement. In such cases another climb-out procedure has been
used for the calculations in order to get less mass restrictions at Takeoff. This procedure
is given as a “SPECIAL PROCEDURE”.If there is no special procedure published in the
note field, then you are expected to climb on runway track and clean up at standard
acceleration altitude.

A320-231/V2500-A1
A320-212/CFM56-5A3
3.2 “VMC PROCEDURE”
If the procedure is stated as being a “VMC Procedure” it may only be conducted when all
terrain contours and obstacles are clearly visible. It is assumed that visual reference will be
used to maintain the intended track. It should be noted that in some cases the local Aviation
Authority may want to review the “VMC Procedure”.
4 Acceleration Altitude
The Airport Analysis is based on a standard Minimum Engine Failure Flaps Retraction
Altitude (EFFRA) of 800 ft above airfield elevation in case of engine failure.
Observe that minimum all engines operating acceleration altitude is also 800ft above airfield
elevation.
For some runways a “SPECIAL PROCEDURE” with wording “Minimum acceleration altitude
---- ft MSL” is used. This means that acceleration for clean up must NOT be performed
below the given altitude in order to get required terrain clearance. The given acceleration
altitude is valid at engine failure and all engine climb-out. If no flap retraction altitude is
given, the calculation is based on 800 ft AAL.
4.1 Correction to altimeter for non standard temperature
Standard atmosphere is +15°C at sea level.
Minimum altitudes connected with the approach procedure, decision and minimum altitudes,
altimeter bug settings (acceleration altitudes) and minimum climb-out altitudes shall be
corrected for air temperature in non standard atmosphere according to company standard
operating procedures.

A320-231/V2500-A1
A320-212/CFM56-5A3
5 Take-off Analysis
5.1 Assumptions Take Off

Airport Analysis tables are presented for the following conditions:
● V2500-A1 Engines. All engines at take-off power.

● Take-off performance calculated with unbalanced field lengths.
● Engine failure recognition is assumed at or prior to V1.
● Dry or Wet Runway conditions as applicable, hard smooth surface.
● Flap setting and configuration for Takeoff as indicated on each AA chart in the
configuration box including CONFIG 1+F, CONFIG 2 and CONFIG 3.
● Airframe: The Airframe is clear of snow and ice.
● Anti Ice – OFF with correction box for Engine and Wing Anti-Ice ON.
● Air Conditioning OFF with correction box for Packs ON.
● Anti Skid Operative.
● CG 25 %.
● Optimised V1/VR to maximise take-off mass for on-runway GO/STOP considerations.
● Optimised V2/VS to maximise take-off mass for obstacle clearance and second segment
climb.
● Reverser Status Takeoff Dry Runway – Effect of reversers not accounted for.
● Reverser Status Takeoff Wet Runway – Effect of reversers not accounted for.
● Standard QNH 1013.2 (29.92 in).
● Take-Off Thrust limitation 10 minutes in the event of engine failure.
● OPS 1 line up corrections.
5.2 Applicable limitations and explanations using the Take off analysis
• The takeoff masses (in kg) on the Airport Analysis are only valid for the indicated flaps
setting (configuration). If the analysis is generated for Fixed Flap setting, then the Flap
setting will be indicated in the Configuration box.
• It is allowed to interpolate in the wind and the temperature column/row as long as all
data is for the same flaps setting.
• Performance data for 20kt headwinds must be used for headwinds greater than 20kts.
• Extrapolation outside the range on the Airport Analysis is NOT allowed.
• The takeoff mass presented is based on the following limitations:
Limit Limiting factor

code
S Takeoff limited by max structural takeoff mass
F Field Length Limitation
O Obstacle limitation followed by a letter identifying the limiting obstacle
Oz 10 minute of T/O thrust
B Brake energy Limitation
T Tires
V Vmcg Limitation
C Climb Limit

A320-231/V2500-A1
A320-212/CFM56-5A3
5.3 Take-Off Speeds used in the Take off Analysis
5.3.1 General
V1, VR and V2 speeds presented on the AA chart are associated with the given take-off Mass
for the respective temperature and wind conditions. The speeds are in Knot Indicated Air
Speed (KIAS). The speeds are given for the Max Structural Mass (MTOM) if the performance
limited take-off Mass is higher than the Max Structural Mass. These speeds are then
presented within brackets [ ].
5.3.2 Take-Off Speed Presentation
The Speeds on the Airport Analysis chart are presented as follows:
V1 Decision Speed
VR Rotation speed
V2 Take-Off Safety Speed

A320-231/V2500-A1
A320-212/CFM56-5A3
6 Take-Off Data Presentation Dry & Wet RWY
Obstacles included
in calculation
The Presentation for WET Runway is the same as for Dry Runway except on WET analysis the
temperature scale is from 0°C to +58°C.

A320-231/V2500-A1
A320-212/CFM56-5A3
PICTURE OF PERFORMANCE BOX

A320-231/V2500-A1
A320-212/CFM56-5A3
7 Performance Limited Take-Off Mass Calculation (PTOM)

The Performance Limited Takeoff Mass (PTOM) is the lower of:
● The corrected PTOM depending on Field length, Obstacle, Brake Energy, Tyre speed,
Minimum Control Speed and Climb Limits.
● The Maximum Structural Take-Off Mass.
7.1 Use Of Corrections
The PTOM found in the analysis for relevant conditions is based on standard QNH 1013 hPa
and for conditions as stipulated in the configuration box.
7.1.1 QNH Corrections
Finding performance Limited Takeoff Mass (PTOM)
After each mass that is presented on the chart, a figure for the QNH correction is presented.
If actual QNH is above 1013 then ADD the corrections to the PTOM per hPa above 1013 hPa.
If actual QNH is below 1013 then Subtract the corrections from the PTOM per hPa below
1013 hPa.
If using the flexible temperature, Tflex method then use the QNH correction in
following way:
If actual QNH is above 1013 then Subtract the corrections to actual takeoff mass per hPa
above 1013 hPa.
If actual QNH is below 1013 then ADD the corrections to actual takeoff mass per hPa below
1013 hPa.

A320-231/V2500-A1
A320-212/CFM56-5A3
7.1.2 Anti-ice ON Correction
Anti-Ice systems shall be operated according to AFM and company procedures.

Anti Ice corrections are based on OAT from 10°C and below.
The Anti-ice ON corrections are tabulated with a column for each flaps setting used in the
Airport Analysis, and with three rows marked F, O and C.
1. Field Limited (F)

2. Obstacle Limited (O)
3. Climb limited (C)
The correction box is presented for:
Engine & Wing Anti Ice ON.
Observe the correction box is calculated for each runway and is only valid for the page and
analysis it is generated for.
The limiting factor at the OAT or Tref and ambient wind decides which correction to apply to
the performance limited mass.
Performance Limit Use correction row

S, F, B, T, V F
O or Oz O
C C
Picture below of correction box from analysis in § 6.
When finding PTOM then use the correction as indicated in the correction box to PTOM.
If using the flexible temperature, Tflex method , then use the correction with the reverse
sign to the Actual Takeoff mass.

A320-231/V2500-A1
A320-212/CFM56-5A3
7.1.3 Packs ON Correction
The PACKS ON corrections are tabulated with a column for each flaps setting used in the
Airport Analysis, and with three rows marked F, O and C.
1. Field Limited (F)

2. Obstacle Limited (O)
3. Climb limited (C)
Observe the correction box is calculated for each runway and is only valid for the page and
analysis it is generated for.
The limiting factor at the OAT or Tref and ambient wind decides which correction to apply to
the performance limited mass.
Performance Limit Use correction row

S, F, B, T, V F
O or Oz O
C C
Picture below of correction box from analysis in § 6.
When finding PTOM then use the correction as indicated in the correction box to PTOM.
If using the flexible temperature, Tflex method , then use the correction with the reverse
sign to the Actual Takeoff mass.

A320-231/V2500-A1
A320-212/CFM56-5A3
7.1.4 Take Off - Wet Runway Surface.
● Definition:
OPS 1.480 (a) (10) A runway is considered wet when the runway surface is covered with
water, or equivalent, less than 3mm depth or when there is sufficient moisture on the
runway surface to make it appear reflective, but without significant areas of standing
water.
● On Damp runways, No performance corrections are necessary.
● Use the Airport Analysis valid for “WET RUNWAY”, which is applicable to a wet
runway, which is not contaminated and not slippery (braking action “GOOD”).
● If Runway is reported “GROOVED”, then some operators can, if not company policy
states otherwise, use DRY data even if runway is reported wet.
● The table is also applicable to runways which are wholely or partially covered with
compacted snow or ice, when the reported braking action is GOOD (friction
coefficient = 0.40 or above).
● For Wet Runways, the calculation is based on an obstacle height of 15ft instead of
35ft (dry runway). In some cases, the Wet Mass could be greater than the Dry Mass, in
this case take the lower of the two masses and keep the Wet runway speeds.
● The necessary correction to the V1 is presented. An engine failure at reduced V1

allows the aircraft to either stop within accelerate-stop distance available or achieve
a height of at least 15ft at end of takeoff distance available.
● Check standard operating procedure manual and/or applicable limitations in the AFM
regarding if reduced takeoff procedure is allowed for takeoff from a WET Runway.
● No allowance is made for the drag resistance of the wheels and for the drag caused
by spray striking the airframe and landing gear.
● The calculation of performance limited takeoff mass for Operations on a Wet Runway
is the same as that presented in the Take-Off Mass Calculation as explained later in
this introduction but use analysis valid for WET Runway.
7.2 How To Find performance Limited Takeoff Mass (PTOM)
If the OAT or ambient wind component is not found in the Airport Analysis use the closest
worse condition. If necessary interpolate between closest OATs and Winds in order to get the
maximum take-off mass.
Extrapolation outside the range of the airport analysis is not allowed.
The maximum takeoff mass is the lowest of:
• The performance limited takeoff mass with all applicable corrections done.
• Max structural takeoff mass.

A320-231/V2500-A1
A320-212/CFM56-5A3
Procedure
1. Select the appropriate airport analysis for Runway in use. Use the DRY or WET runway
table as required.
2. Find actual OAT.
3. Find ambient head or tailwind component.
4. Enter the Airport Analysis at the ambient wind and OAT where you will find the
Uncorrected performance limited Takeoff mass (PTOM). Get the QNH correction and
note the limit code and Flap setting.
5. Add the QNH correction in kg/hPa to PTOM if the actual QNH >1013. Subtract the QNH
correction in kg/hPa from the PTOM if the actual QNH<1013.
6. Apply corrections for Anti-ice and use of Packs if applicable. Use limit code and Flap
setting found in 4.
7. You now have the Corrected Performance Limited Takeoff Mass (CPTOM).
8. Check that the Actual Takeoff Mass is lower or equal to the corrected Performance
limited Mass.
9. Check that the Actual Takeoff Mass is lower or equal to the Max Structural Limiting Mass.
10. Select speeds valid for OAT.
11. Select thrust for OAT.
12. End of procedure.
NOTE: If the ACTUAL takeoff mass is lower than PERFORMANCE LIMITED TAKEOFF MASS,
you can use the ASSUMED TEMPERATURE method in order to achieve correct speeds but:
● Use ACTUAL OAT for Thrust Setting.

● Use CONFIG for Tflex.
Example: See analysis in § 6
Dry Runway.
CONFIG 1+F.
Actual OAT +8°C.
ENGINE and WING Anti Ice ON.
PACKS ON.
Wind 0 (Calm).
Actual QNH 1003.
Performance Limited Take-off Mass = PTOM

Corrected Performance Limited Take-off Mass = CPTOM
Performance Limited Take-off Mass (PTOM)

Obstacle Limit: Oa 76 969 kg
QNH 10 X 47 -470 kg
Correction for Engine and Wing Anti-ice ON, O-limit -2045 kg
Correction for Packs ON, O-limit -1429 kg
CPTOM 73025 kg
Max Structural Mass Observe

A320-231/V2500-A1
A320-212/CFM56-5A3
8 Flexible Take-off Thrust
8.1 Calculation of the flexible temperature, Tflex.
Flexible take-off can be used when the actual take-off mass is lower than the maximum
performance limited take-off mass for the actual temperature. Since the Performance limited
take-off mass decreases when temperature increases, it is possible to determine a
temperature at which actual mass would be limiting (flexible temperature).When this
temperature is corrected for non-standard pressure and use of Packs and Anti-ice
configuration it becomes the FLEX TEMP.
The temperature is then entered into the FADEC via the MCDU perf page in order to get the
decreased thrust.
Thrust
Available Flat Rated Thrust

Thrust
MTOM
Required
Thrust
Actual 25 %
TOM Reduction Max
OAT
Flex
OAT T REF Temp TMAXFLEX

A320-231/V2500-A1
A320-212/CFM56-5A3
8.2 Flexible Take-off requirements
Take-off at reduced thrust is permissible only if the airplane meets all applicable
performance requirements at the planned take-off mass with the operating engine at the
thrust level available for the assumed temperature.
● Thrust may not be reduced by more than 25 % of the full rated thrust, this is achieved
by limiting flexible temperature to TMAXFLEX
● The take-off EPR cannot be lower than Max climb EPR at the same condition.
● The flexible temperature cannot be lower than the flat rating temperature, T REF or the
actual temperature (OAT).
Do not use flex T/O:
• When runway is contaminated.

• When Reported friction is below 0.40.
• With any retarding devices inoperative.
• With lift spoilers inoperative.
In case of engine failure, consider the use of TOGA thrust on the remaining engine, but all
requirements will be met with the set FLEX THRUST.
8.3 Procedure to follow in order to find Tflex
1. Find actual takeoff mass.

2. Find ambient head or tailwind component
3. Enter the Airport Analysis at the ambient wind and find the highest OAT where the
performance limited mass is higher than the actual takeoff Mass. Get the QNH
correction and note the limit code.
4. Add the QNH correction in kg/hPa to the Actual Takeoff Mass if actual QNH < 1013.
Subtract the QNH correction in kg/hPa to the Actual Takeoff Mass if actual QNH >
1013.
5. Apply corrections for use of Anti-ice and Packs with opposite sign to the corrected
actual take-off Mass. Use limit code found in 3.
6. You now have corrected actual takeoff mass.
7. Enter the Airport Analysis at the ambient wind and find the highest OAT where the
performance limited mass is higher than the corrected actual takeoff mass.
8. This is the Tflex.
9. Select V1, VR and V2 valid for Tflex.
10. Select CONFIG valid for Tflex.
11. Select thrust for Tflex.
12. End of procedure.

A320-231/V2500-A1
A320-212/CFM56-5A3
8.4 Example how to find Tflex

See analysis in § 6.
CONFIG 1+F.
Actual Take-off Mass 65 000 kg.
Actual QNH 1020.
Tailwind (T) 5 kt.
Anti-Ice OFF.
PACKS ON.

Corrected Actual Take-off Mass = CATOM
Actual takeoff mass= 65 000 kg

Enter analysis at 5 kt Tailwind and find the highest OAT where the PTOM
is higher than the Actual Takeoff Mass. This occurs at +48°C and has
QNH correction (46) and limit code Obstacle (O).
Apply the QNH correction to the ACTUAL takeoff mass
If actual QNH >1013 subtract , If actual QNH < 1013 ADD
QNH correction7 x 46 = 322 kg→ CATOM 65000-322 64 678 kg
When there is a negative correction for PACKS ON, then ADD the
correction to the CATOM
PACKS ON corr for O limit = -1429 Kg → CATOM 64678+1429 66 107 kg
Enter analysis at 5 kt Tailwind and find the highest OAT where the PTOM
is higher than the CATOM. This occurs at +48°C .Note this temperature
➊
The temperature ➊ is called Tass +44°C
Select Flaps for Tass CONFIG 1+F
Select V1, VR and V2 For Tass 147 147 148
Select Thrust For Tass

A320-231/V2500-A1
A320-212/CFM56-5A3
9 Go-Around and Approach Limit
9.1 General
The airplane on final approach must be able to retain the ability to perform a missed
approach if one engine fails. The airplane must be able to meet specific gross climb
gradients in case of a go-around.
The approach climb limit mass is the maximum mass that will allow the airplane to perform
in accordance with these requirements.
The mass for determining the go-around mass is based on the airport pressure altitude and
temperature at the airfield.
9.2 Approach Climb
The airplane must be able to meet specific gross climb gradients in case of a go-around;
2.1% for 2 engine aircraft

2.4% for 3 engine aircraft
2.7 % for 4 engine aircraft
Climb gradient in the approach configuration, with:
● One (1) engine inoperative.

● Remaining engine at take-off thrust.
● Gear up.
● This gradient applies to a decision height equal/greater than 200ft.
2.5% climb gradient in the approach configuration, with:
● One (1) engine inoperative.

● Remaining engine at take-off thrust.
● Gear up.
● This gradient applies to Cat II / III conditions and is an OPS requirement.
3.2% climb gradient in the landing configuration:
● CONF, landing configuration.

● All engines operative.
● Gear down.
The 3.2% climb gradient that is required in the landing configuration is never limiting when
all engines are operating.
Approach climb limit is always more limiting than the landing climb limit. The missed
approach procedures are based on 2.5% climb gradient, according to OPS 1.510.

A320-231/V2500-A1
A320-212/CFM56-5A3
9.3 Assumptions Approach Go-Around Climb Gradient Table
The table with “Approach 2.4% Go-around 2.5% ” header covers both approach and landing
climb limitations.
The Approach Climb limit is presented in a separate table on the Airport Analysis.
• Config 3.
• Analysis based on 2.5 % or higher when required.
• Temperature reference is the OAT at the airfield.
• Analysis based on Aerodrome Elevation.
• One engine inoperative.
• --- means not applicable.
• Air Condition – ON.
• Anti Ice (A/I) : OFF (-) Engine Anti-ice ON (E) Engine & Wing Anti-ice ON (W)
9.4 Presentation of Approach Climb Table
Configuration OAT
Performance limited
Anti-ice Go-around Mass
Configuration
9.4.1 How to find performance limited go-around mass
1. Find relevant configuration.

2. Find relevant Anti-Ice Configuration.
3. Find Actual OAT.
4. Read Performance Limited Go-around Mass.
9.4.2 Example (see § 9.4)

Go-around Gradient 2.5% (as indicated in the table).
Config 3.
Engine Anti-ice ON (E)
OAT +5°C.
Performance Limited Go-around Mass = 79944 kg.

A320-231/V2500-A1
A320-212/CFM56-5A3
9.5 Presentation of Approach Climb When more than one gradient

required.
This table presents performance limited gradients for various Go-around gradients when
this is required according to the procedure.
The assumptions for this table are the same as in § 9.3
Performance limited
Go-Around Gradients
Go-around Mass
9.6 How to find performance limited go-around mass when table

generates more than one go-around gradient.
1. Find Relevant Go-Around Gradient.

3. Find relevantAnti-Ice Configuration.
4. Find Actual OAT.
5. Read Performance Limited Go-around Mass.
9.7 Example
Go-around Gradient 4.8 % (as indicated in the table).

CONFIG 3.
Anti-Ice OFF (-).
OAT +10°C.
Performance Limited Go-around Mass = 65949 kg.

A320-231/V2500-A1
A320-212/CFM56-5A3
10 Landing field length Dry and Wet Runway
10.1 General
The landing data is published at the bottom of the AA table. The maximum landing mass
limited by runway length is presented and does not observe the MLM, however the structural
limit should never be exceeded, except in the case of an emergency.
Any items affecting the landing distance that are inoperative (e.g. spoilers, Anti-skid
inoperative) should be noted and corrective action taken on penalties/ co-efficient that may
be applied.
Actual runway conditions for ETA should be considered. Slippery runway is the most
common reason for overrun at landing. The combination of slippery runway and factors such
as tailwind and high approach speed should be avoided.
Avoid combination of any failures that may affect breaking capability when landing on
contaminated runways.
10.2 Determination of Maximum Landing Mass
The maximum landing mass is the lower mass allowed by the following requirements.
• Landing distance requirements.

• Approach and Landing climb limits.
• Structural limit.
The mass given is the maximum mass advised to bring the aircraft to a complete stop, if the
threshold is crossed at 50 ft and at Vref.
• Actual Landing Distances:
From 50ft above the threshold to the point were the aircraft comes to a complete stop.
• Required Landing Distance:
The required landing distance is the actual landing distance divided by 0.6, assuming the
surface is dry. If the surface is Wet, the required landing distance must be at least 115% of
that for a dry runway.
• Damp runway, No performance correction required.
Landing should be avoided:
• During tailwind conditions.

• On Contaminated Runways, whenever possible.

A320-231/V2500-A1
A320-212/CFM56-5A3
10.3 Assumptions Performance limited Landing Mass
● Calculations According to OPS 1.515 and OPS 1.520.

● Landing Flap configuration – CONF FULL.
● Dry / Wet Runway surface.
● The landing field length limit (dry) is based on the aircraft stopping within 60% of the
LDA and apply to all turbo-jet powered aeroplanes. For wet runways the required
landing distance is factored by 115%.
● Damp runway, No performance correction required.
● The along runway wind component is in knots. Wind components are provided for
both tailwind and headwinds, steps of 5kts for tailwind up to a max of 10kts, steps
of 5 kts for headwinds up to a max of 20kt. T = Tailwind, H = Headwind.
● Landing Dry Runway-Effect of reversers not accounted for.
● Landing Wet Runway-Effect of reversers not accounted for.
● Anti skid (A/S) – Operative (O) Inoperative (I).
● Ground Spoilers – Operative.
● Calculation based on standard ISA temperature at aerodrome elevation.
● The Landing mass does not respect the landing Structural Limit.
10.4 Landing Data Presentation Dry/ Wet Runway
Wind Component
Flap Configuration
T-Tailwind H-Headwind
Anti Skid Performance limited Landing Mass

O-Operative I-Inoperative First Number in BOLD is valid for DRY Runway
Second Number is valid for WET Runway
10.5 How to find performance limited Landing mass

2. Find relevant Anti-Skid Configuration.
3. Find Actual Wind Component.
4. Read Performance Limited Landing Mass for DRY or WET Runway.
10.6 Example (see § 10.4)
Configuration FULL.
Anti-skid Inoperative (I).
Wind Component T (Tailwind) 10 kt.
Wet Runway.
Performance Limited Landing Mass =62156 kg.

A320-231/V2500-A1
A320-212/CFM56-5A3
11 Take-off Analyses Contaminated Runways

Experience on Contaminated Runways shows that snow, slush or standing water can have
significant adverse effects on take-off performance. The level of safety is decreased when
operating on a contaminated or slippery runway.
A layer of contaminant will increase the wheel drag during the take-off ground roll,
particularly at high speeds. Consequently the distance required to accelerate the aircraft will
be increased.
4 separate tables are presented for Contaminated Runways:
Standing Water 6 mm - 12 mm (specific gravity 1.00).

Slush 6 mm - 12 mm (specific gravity 0.85).
Wet Snow 12 mm – 25 mm.
Dry Snow 50 mm – 100 mm.
They are based on the worst case scenario of an engine failure during take-off (at V 1). Where
by, during take-off (with engine failure), the aircraft can be brought to a complete stop
before the end of the Stopway, or can take-off, reach V 2 at or before 15ft, and complete the
take-off avoiding all limiting obstacles.
The maximum take-off masses in the airport analysis are valid only for the indicated flap
setting in the configuration box and as indicated on top of each table.
It is allowable to interpolate between closest OAT:s to maximize take-off mass.
Extrapolation outside the range of the airport analysis is not permitted. Where actual takeoff
mass is lower than that presented in the airport analysis, take-off speeds may be obtained
from the QRH.
V1, VR and V2 are presented for each take-off mass, and are valid for that mass and
configuration only. The speeds are in indicated Air speed (KIAS).
Where both reduced braking action and contaminant is reported, use the Takeoff with
contaminant AA data.
CAUTION 1: Clearway must not be used at takeoff when any correction is applicable which
increases TOD or ASD (i.e. braking action less than good, slush, snow and water covered
runway, any wheel brake(s) u/s, etc.).
CAUTION 2: The operating rules for contaminated runways permit that following an engine
failure the airplane may clear close-in obstacles by only 15 feet. Therefore, when taking off
on contaminated runways, special care should be taken regarding obstacle clearance,
especially if the takeoff is obstacle limited and the number of obstacles in the area
surrounding the airport is high.

A320-231/V2500-A1
A320-212/CFM56-5A3
11.1 Assumptions Takeoff Standing water, Slush, Wet Snow / Dry Snow
The data presented in the Standing Water, Slush, Wet snow and Dry Snow airport analysis, is
based on reasonable estimates of the runway surface condition, effects on the accelerating
and braking phases. The presented analysis is based on:
● Screen height of 15 feet.

● Maximum take-off thrust is used; flexible take-off is NOT permitted.
● Configuration as indicated in each table and Configuration Box.
● Air Condition (A/C) Configuration as indicated in Configuration Box.
● Anti-ice (A/I) Configuration as indicated in Configuration Box.
● OAT as indicated in table.
● Wind from Tailwind (T) 5 kt – Headwind (H) 10 kt.
● All Reversers Operative.

A320-231/V2500-A1
A320-212/CFM56-5A3
11.2 Presentation Takeoff Standing water, Slush, Wet Snow / Dry Snow

A320-231/V2500-A1
A320-212/CFM56-5A3
11.3 How to calculate Performance Limited takeoff Mass (PTOM) Takeoff

Standing water, Slush, Wet Snow / Dry Snow
• Enter the appropriate AA at the reported Contaminant Type and Depth.
• Find appropriate wind and OAT.
• Get the Performance Limited Takeoff Mass and QNH correction.

Subtract the QNH correction in kg/hPa from the PTOM if actual QNH < 1013.
Add the QNH correction in kg/hPa to the PTOM if actual QNH >1013.
This is the Corrected Performance Limited Takeoff Mass.

● The Corrected Performance Limited Takeoff Mass.
● Max structural takeoff mass.
11.4 Example how to calculate PTOM Takeoff Contaminated Runway .
Example refer to analysis in § 11.2
Contamination 6 mm Standing Water

Actual OAT +10°C.
Anti-Ice OFF.
Air Condition OFF.
Actual QNH 1003.
Wind (0) Calm.

Obstacle Limit: (Od) 73 221 kg
QNH 10 X 56 -560 kg
PTOM 72 661 kg
Max Structural Mass Must be observed

A320-231/V2500-A1
A320-212/CFM56-5A3
12 Takeoff from slippery runway
12.1 General
Takeoff – Slippery runway data is to be used where the reported braking coefficient is less
than 0.40, and the runway is not considered contaminated per the definition. Where reduced
braking action is evident, crews will be notified via SNOWTAMS.
The Accelerate-Stop Distance is adjusted for reduced braking action. This will yield an
unbalanced takeoff, with an unbalanced V 1. The calculation covers both continued takeoff
and abandoned takeoff and stop when engine failure is recognised at V 1.
1 separate table is presented for Takeoff Slippery Runway based on the worst case scenario
of an engine failure during take-off (at V 1). Where by, during take-off (with engine failure),
the aircraft can be brought to a complete stop before the end of the Stopway, or can take-
off, reach V2 at or before 15ft, and complete the take-off avoiding all limiting obstacles.
The maximum take-off masses in the airport analysis are valid only for the indicated flap
setting in the configuration box and as indicated on top of the table.
It is allowable to interpolate between closest winds and temperatures, however extrapolation
outside the range of the airport analysis is not permitted.
Extrapolation outside the range of the airport analysis is not permitted. Where actual takeoff
mass is lower than that presented in the airport analysis, take-off speeds may be obtained
from the QRH.
V1, VR and V2 are presented for each take-off mass, and are valid for that mass and
configuration only. The speeds are in indicated Air speed (KIAS).
Where both reduced braking action and contamination is reported, use the Takeoff with
contaminant AA data.
12.2 Assumptions Takeoff From Slippery Runway
Use table valid for “TAKEOFF – Slippery runway”.

The data presented in the “TAKEOFF – Slippery runway” is Advisory Information Only.
The data presented is based on reasonable estimates of the runway surface condition,
effects on the accelerating and braking phases. The presented analysis is based on:
● Screen height of 15 feet.
● Maximum take-off thrust is used; flexible take-off is NOT permitted.
● Configuration as indicated in each table and Configuration Box.
● Air Condition (A/C) Configuration as indicated in Configuration Box.
● Anti-ice (A/I) Configuration as indicated in Configuration Box.
● OAT as indicated in table.
● Wind from Tailwind (T) 5 kt – Headwind (H) 10 kt.
● Braking action Poor (FC 0.20) – Good (FC 0.39)
● All Reversers Operative.

A320-231/V2500-A1
A320-212/CFM56-5A3
12.3 Presentation Takeoff-Slippery Runway

A320-231/V2500-A1
A320-212/CFM56-5A3
12.4 How to calculate Performance Limited takeoff Mass (PTOM) Slippery

Runway
• Enter the appropriate AA at the reported Braking Action.
• Find appropriate wind and OAT.
• Get the Performance Limited Takeoff Mass and QNH correction.
Subtract the QNH correction in kg/hPa from the PTOM if actual QNH < 1013.
Add the QNH correction in kg/hPa to the PTOM if actual QNH >1013.
This is the Corrected Performance Limited Takeoff Mass.

● The Corrected Performance Limited Takeoff Mass.
● Max structural takeoff mass.
12.5 Example how to calculate PTOM Takeoff Slippery Runway .
Example refer to analysis in § 12.3
Braking Action Medium.

Anti-Ice OFF.
Air Condition OFF.
Actual OAT +0°C.
Actual QNH 1003.
Wind (H10) Headwind 10.

Obstacle Limit: (Od) 76 272 kg
QNH 10 X 61 -610 kg
PTOM 75 552 kg
Max Structural Mass Must be observed

A320-231/V2500-A1
A320-212/CFM56-5A3
13 Landing Field Length-Slippery Runway
13.1 General
The data presented in the “Landing – Slippery runway” is based on reasonable estimates of
the runway surface condition, effects on the braking phases.
This graph displays Landing Field length for reduced braking action
13.2 Assumptions Landing Field Length-Slippery Runway
• Configuration FULL.
• 75 % Runway Factor.
• Braking Action from Good (Friction Coefficient 0.40) to Poor (Friction Coefficient 0.20).
• Reversers Inoperational.
• Anti-Skid (A/S) Operating.
• Wind from Tailwind (T) 5 kt – Headwind (H) 5 kt.
13.3 Presentation Landing Field Length – Slippery Runway
Wind Component
Reported braking action
T-Tailwind H-Headwind
Performance limited
Landing Mass
v/s Braking Action

A320-231/V2500-A1
A320-212/CFM56-5A3
13.4 How to find performance limited Landing mass Slippery Runway

2. Find relevant Anti-Skid Configuration.
3. Find Actual Wind Component.
4. Read Performance Limited Landing Mass for relevant Braking action.
13.4.1 Example how to calculate Performance Limited Landing Mass Slippery

Runway
See § 13.3
Configuration FULL.
Anti-skid Operative (oper).
Wind Component Tailwind (T) 5 kt.
Reported Braking Action Medium (Friction Coefficient 0.30).
Performance Limited Landing Mass =58 724 kg.
14 Takeoff and Landing Performance
14.1 Use of Takeoff and Landing data
Use Dry runway data at:
● Dry runway
● Damp runway
Use Wet runway data when:
● Shining wet less than 3 mm standing water

● Friction coefficient higher than 0.40 (Braking action GOOD).
Use Reduced braking action data when:
● Reported friction coefficient is at or below 0.40
Use Precipitation covered runway data when:
● 25% or more of the runway is contaminated with more than 3 mm of equivalent water
depth.

A320-231/V2500-A1
A320-212/CFM56-5A3
15 Wind Component Diagram
EXAMPLE: Runway Heading 360°M

Wind 25 kts from 050°M
⇒ Wind 050° off runway heading
⇒ Wind component parallel to runway: 16 kts
⇒ Cross-wind component: 19 kts
Note: Observe Cross Wind limitations according to AFM and standard operating procedures.

A320-231/V2500-A1
A320-212/CFM56-5A3
16 Flexible Take-off Definitions
16.1 Flex
Flexible take-off can be used when the actual take-off weight is lower than the Performance
Take-off Mass.
The aircraft can meet the required performance with a reduced take-off thrust.
This is referred to as FLEXIBLE TAKE-OFF and the reduced thrust is called FLEXIBLE TAKE-OFF
THRUST.
The concept of using flexible take-off thrust is to increase engine life.
16.2 TREF
This is the maximum temperature at which certified power output of the engine can be
produced.
TREF is a function of pressure altitude. TOGA must be used if the calculated or actual
temperature is below TREF. If a flex is entered that is lower than T REF or actual temperature,
the ENG FLEX TEMP NOT SET ECAM message will be generated as the thrust levers are
moved to the FLEX/MCT detent.
If this happens, select TOGA thrust.
16.3 TMAX
Maximum Outside Air Temperature (OAT) certified for take-off. Take-off with an OAT above
the TMAX is not allowed. This is to ensure that the MCT limit is not exceeded. The value
reduces as pressure altitude increases.
16.4 TMAXFLEX
This is the maximum usable flex temperature, when actual thrust is 75% of the rated take-
off thrust.
The value reduces as pressure altitude increases.

A320-231/V2500-A1
A320-212/CFM56-5A3
17 Hydroplaning
17.1 General
As a tire rolls along a WET runway, it is constantly squeezing the water from the tread. The
squeezing action generates water pressure, which can lift portions of the tire off the runway
and reduce the amount of friction the tire can develop. This action is called hydroplaning.
The loss of friction can be partial or complete. There are three types of hydroplaning:
Viscous, Dynamic and Reverted Rubber.
17.2 Viscous
Viscous Hydroplaning is the loss of friction due to a thin film lubrication. It is mostly caused
by a very thin film of water over the rubber deposits in the touchdown area of the runway.
Although friction loss does occur, there is normally enough to cause wheel spin up in order
to initiate the anti-skid system.
17.3 Dynamic
Dynamic Hydroplaning occurs when the surface of the tire loses contact with a Wet runway
and rides up on the layer of water covering the runway. This effect is exactly the same as
when water skiing. When it occurs, tire friction is lost and wheel spin up may occur. High
speeds, standing water, tire condition, tread depth and runway surface texture and
conditions are all factors contributing to dynamic hydroplaning.
17.4 Reverted Rubber
Reverted Rubber Hydroplaning is the loss of friction due to a tire skidding on a smooth wet
or icy surface. The heat due to friction generates steam, which lifts the tire off the runway.
The heat generated by the steam reverts the rubber to a black gummy substance. It can be
initiated at any speed above roughly 20Kts and results in tire friction levels equivalent to an
icy runway.

A320-231/V2500-A1
A320-212/CFM56-5A3
18 Mass Definitions
18.1 CATOM
Corrected Actual Takeoff Mass
18.2 CPTOM
Corrected Performance Limited Takeoff Mass
18.3 MLM
Maximum Landing Mass
18.4 MTOM
Maximum Takeoff Mass
18.5 PTOM
Performance Limited Take-Off Mass
18.6 Zero fuel Mass (ZFM)

Dry Operating mass (DOM) plus total traffic load.
18.7 Take-Off Mass (TOM)

Zero fuel mass plus take-off fuel.
18.8 Landing Mass

The Take-Off mass minus trip fuel.

A320-231/V2500-A1
A320-212/CFM56-5A3
19 Runway Conditions
19.1 Contaminated Runway

OPS 1.480 (a) (2)
A runway is considered to be contaminated when more than 25% of the runway surface area
(whether in isolated areas or not) within the required length and width being used is covered
by the following:
● Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent
to more than 3 mm (0.125 in) of water.
● Snow which has been compressed into a solid mass which resists further
compression and will hold together or break into lumps if picked up (compacted
snow).
● Ice, including wet ice.
19.2 Damp Runway
OPS 1.480 (a) (3)
A runway is considered damp when the surface is not dry, but when the moisture on it does
not give it a shiny appearance. There are NO performance degradation considered for
operation on a damp runway.
19.3 Dry Runway
OPS 1.480 (a) (4)
A dry runway is one that is neither wet nor contaminated.
19.4 Wet Runway
OPS 1.480 (a) (10)

A runway is considered wet when the runway surface is covered with water, or equivalent,
less than specified in subparagraph (a) (2) above or when there is sufficient moisture on the
runway surface to cause it to appear reflective, but without significant areas of standing
water.
Note: Airbus recommended NOT to take-off from a runway covered with more than 2 inches
of Dry snow or 1 inch of Wet snow.

A320-231/V2500-A1
A320-212/CFM56-5A3
20 Declared Distances
20.1 Take-Off Run Available (TORA)

The length of runway, which is declared available by the appropriate authority and suitable
for the ground run of an aircraft taking off.
20.2 Accelerate –Stop Distance Available (ASDA)

The length of the take-off run available plus the length of Stop way, if such stop way is
declared available by the appropriate Authority and is capable of bearing the mass of the
aeroplane under the prevailing operating conditions.
20.3 Take-Off Distance Available (TODA)

The length of the take-off run available plus the length of the Clearway available.
20.4 Landing Distance Available (LDA)

The length of runway, which is declared available by the appropriate authority and suitable
for the ground roll of an aircraft.
20.5 Stopway
An area at the end of the runway in the direction of take-off, not narrower than the runway
and centered along its existing centerline. It is able to support the aircraft during an aborted
take-off, without causing structural damage to the aircraft.
20.6 Clearway
An area at the end of the runway in the direction of take-off, not less than 500ft wide,
centered along the extended centerline, and under the control of the airport authorities. It
must not exceed an upslope of 1.25%, above which no object or terrain may protrude.
Threshold lights may protrude but have height restrictions.

A320-231/V2500-A1
A320-212/CFM56-5A3
21 Speeds
21.1 General
The airplane is assumed to accelerate with all engines operating from a standing start point
to the point where the critical engine fails (Vef). The airplane continues to accelerate, with
one engine inoperative to the point where the engine failure is recognized (V1). If the take-
off is continued, using only aerodynamic control and average pilot skills, the airplane
accelerates with one engine inoperative, to the point at which V2 is achieved at 35ft above
the end of runway.
If take-off is to be rejected, Maximum braking is applied at V1, throttles retarded, spoilers
extended. A short time delay is included after V1 to account for thrust reduction to idle and
spoiler deployment. It is assumed that maximum braking is used to bring the airplane to a
stop at the end of the runway. No credit is taken for the use of reverse thrust during the
certification process (dry runway).
The speeds presented below are a general explanation for various speeds used, other speeds
may be applicable for this ACFT type. Refer to respective AFM for further explanation
regarding speeds not included in this introduction.
21.2 V1
At and below V1 the takeoff can be rejected and the aircraft will stop within the accelerate
stop distance available at and above V1 the takeoff can be continued in case of an engine
failure. V1 must not be less than Vmcg.
21.3 VR
The speed at which rotation to a normal take-off altitude must begin in order to reach V2 by
35ft (Dry) or 15ft (Wet).VR must not be less than V1 and must be at least 1.05 times Vmca.
21.4 V2
V2, take-off safety speed, which must be reached by 35ft (Dry) or (15ft Wet) with one (1)
engine inoperative. V2 must not be less than 1.10 Vmca or 1.20 Vs.
21.5 VMCG
Minimum Control speed on the ground, from which directional control of the airplane can be
maintained on the ground after an engine failure without the use of brakes or nose-wheel
steering. In other words, it’s the minimum speed at which the control surfaces are effective
on the ground.
21.6 VMCA
The lowest speed, at which control of the airplane can be maintained in the air after an
engine failure. Banking slightly into the good engine usually enhances engine out capability.
Vmca is determined for the airplane with a 5° maximum bank angle during certification
process.
21.7 VMBE
This is the maximum speed at which the brakes can absorb all the energy required to stop
the airplane at a given mass. V1 must always be less than Vmbe.

A320-231/V2500-A1
A320-212/CFM56-5A3
21.8 Airbus Speed Definitions
F - Minimum speed, at which flaps may be retracted during take-off. In approach, used as a
target speed when the aircraft is in CONF 2 or CONF 3. Represented by “F” on the PFD speed
scale.
S - Minimum speed, at which slats may be retracted during take-off. In approach used as a
target speed when the aircraft is in CONF 1. Represented by “S” on the PFD speed scale.
O - Green Dot speed. Engine out operating speed in clean configuration, corresponds to the
Best lift to drag ratio. The speed is selected during final take-off segment and during a drift
down procedure, both in cases of engine failure. Represented by a green dot on the PFD
scale.
22 Flight Path
22.1 Take-Off Flight Path

From end of the take-off distance (TOD) to the point at which the aircraft passes through the
screen height up to 1500ft above the take-off surface to a point which the aircraft
configuration turns to the en-route configuration. Two kinds of take-off flight path have to
be distinguished, Gross and Net flight path.
22.2 Gross Flight Path

Gross flight path demonstrated performance is the performance the operator can expect to
achieve, when the aircraft is flown according to the manufacturers recommended
procedures.
22.3 Net Flight Path

Net flight path performance represents the gross flight path performance degraded by a
legally specific amount. This is a function of the number of engines:
0.8 % for a 2 engine aircraft.

Obstacle clearance calculations are based on the NET flight path.
22.4 Screen Height

This is the reference height that you must obtain V2 by. The screen height value depends on
the runway condition.
Dry 35ft
Wet & Contaminated 15ft

A320-231/V2500-A1
A320-212/CFM56-5A3
23 Climb Segments
23.1 General
Please refer to AFM and Company operating procedures for specific climb segments and
technique that apply to this specific acft type.
The climb segments below are described in general.
23.2 First Segment
Required Still Air Climb:
2 Engine aircraft POSITIVE.

3 Engine aircraft 0.3 %.
4 Engine aircraft 0.5%.
Conditions:
● 1 Engine Inoperative, remaining at Takeoff Thrust.
● Landing Gear in max drag position.
● Takeoff Flaps.
● Speed=Lift off speed to V2.

From lift-off up to point at which the gear is fully retracted. The climb gradient is positive
which allows the airplane to reach V2 and 35ft (Dry) or 15ft (Wet) no later than the end of
take-off distance (TOD)
23.3 Second Segment
From gear retraction to the point at which the flaps and slats are being retracted. The
minimum required still Air climb gradient during this segment is:

Conditions:
● 1 Engine Inoperative, remaining at Takeoff Thrust.
● Landing Gear Retracted.
● Takeoff Flaps.
● Speed=V2.

A320-231/V2500-A1
A320-212/CFM56-5A3
23.4 Third Segment (level-off height)

Conditions:
● Takeoff power (thrust) to Max Continuous power (thrust).
● Retracting Flaps and Slats.
● Acceleration to at least 1.25 VS.
This is the acceleration height, which must be at least 400ft AFE (critical engine inoperative).
This segment is used for acceleration in order to retract the flaps and slats and to accelerate
to the optimum climb speed. This segment is assumed to be in level flight, so that excess
thrust can be applied for acceleration. The segment ends when maximum time (Oz) allowed
for use of take-off power expires, which depends on the AFM performance data and
regulation being used.
23.5 Final Take-off Segment

Conditions:
● Max Continuous power (thrust).
● Clean Configuration.
● Speed Minimum 1.25 VS.
From end of third segment until the aircraft reaches 1500ft above the take-off surface or
more if required for obstacle clearance. This segment will only exist if thrust must be
reduced to MCT before the aircraft reaches 1500ft according to regulations.

A320-231/V2500-A1
A320-212/CFM56-5A3
24 Glossary
AA Airport Analysis
AAE Above Airfield Elevation
AFM Airplane Flight Manual
AIP Aeronautical Information Publication
ATC Air Traffic Control
CDL Configuration Deviation List
CPTOM Corrected Performance limited Takeoff Mass
COT Climb on track
FCOM Flight Crew Operating Manual
lbs Pounds
kg Kilogram
MCT Max Continuous Thrust
MEL Minimum Equipment List
MSA Minimum Safe Altitude
NA Not Authorized
NOTAM Notice to Airmen
PTOM Performance Limited takeoff Mass
QRH Quick Reference Handbook
SOP Standard Operating Procedures
WED Water Equivalent Depth
WIP Work in Progress

A320-231/V2500-A1
A320-212/CFM56-5A3
INTENTIONALLY
LEFT
BLANK


A320 RPM

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Route Performance Manual Date:101026

Draft Intro A320-231 Confidential Page 1

Draft Intro A320-231 Confidential Page 2

Draft Intro A320-231 Confidential Page 3

Draft Intro A320-231 Confidential Page 4

3. Airport Analysis charts are filed alphabetically.

1. The Airport Analyses conforms to OPS 1.

1.2 Colour Schemes for Airport Analyses in RPM

Pink Pages - Temporary Analyses (Notam).

1.3 Airport Analyses general assumptions

The AA charts are based on:

● All Masses in kilogram (kg).

Draft Intro A320-231 Confidential Page 5

2 Take – Off Analysis General Information

2.1 Airport data

All airport data used in the calculation is presented on the AA chart.

2. The official declared distances is presented as:

TORA Take Off Run Available

4. The presented AD elevation is the official AD elevation as published in the AIP. AD

• Line-up from behind the take-off position

This assumes that the nose-wheel is behind the take-off position.

• Line-up with 90 degree entry

• Line-up with 180 degree turnaround

Draft Intro A320-231 Confidential Page 6

3 Climb-Out Procedure in case of Engine Failure

Runway Characteristics ACFT Type/Engine Type

Airport Name Configuration Box

Draft Intro A320-231 Confidential Page 7

4.1 Correction to altimeter for non standard temperature

Standard atmosphere is +15°C at sea level.

Draft Intro A320-231 Confidential Page 8

5.1 Assumptions Take Off

● V2500-A1 Engines. All engines at take-off power.

• Extrapolation outside the range on the Airport Analysis is NOT allowed.

• The takeoff mass presented is based on the following limitations:

Limit Limiting factor

Draft Intro A320-231 Confidential Page 9

5.3.2 Take-Off Speed Presentation

The Speeds on the Airport Analysis chart are presented as follows:

Draft Intro A320-231 Confidential Page 10

6 Take-Off Data Presentation Dry & Wet RWY

Draft Intro A320-231 Confidential Page 11

Draft Intro A320-231 Confidential Page 12

7 Performance Limited Take-Off Mass Calculation (PTOM)

7.1 Use Of Corrections

7.1.1 QNH Corrections

Finding performance Limited Takeoff Mass (PTOM)

Draft Intro A320-231 Confidential Page 13

7.1.2 Anti-ice ON Correction

Anti-Ice systems shall be operated according to AFM and company procedures.

1. Field Limited (F)

The correction box is presented for:

Engine & Wing Anti Ice ON.

Performance Limit Use correction row

Picture below of correction box from analysis in § 6.

Draft Intro A320-231 Confidential Page 14

7.1.3 Packs ON Correction

1. Field Limited (F)

Performance Limit Use correction row

Picture below of correction box from analysis in § 6.

Draft Intro A320-231 Confidential Page 15

7.1.4 Take Off - Wet Runway Surface.

● On Damp runways, No performance corrections are necessary.

● The necessary correction to the V1 is presented. An engine failure at reduced V1