Airbus A320 Family Performance Book

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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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL
FLIGHT CREW PERFORMANCE COURSE CONTENTS
U0S2SP0 TABLE OF CONTENTS Pages
1. COURSE CONTENTS .................................................................................................................. 1
2. OPERATIONS DOCUMENTS .................................................................................................... 5
3. FCOM 2 EXTRACTS.................................................................................................................. 15
4. FCOM 3 EXTRACTS.................................................................................................................. 37
5. QRH EXTRACTS........................................................................................................................ 69
6. GUIDED EXAMPLES ................................................................................................................ 73
7. TAKE-OFF PERFORMANCE REMINDER ........................................................................ 105
8. LANDING PERFORMANCE REMINDER ........................................................................... 141
DATE: SEP 2006 Page i ZUAD102

FLIGHT CREW PERFORMANCE COURSE CONTENTS
DATE: SEP 2006 Page ii ZUAD102

FLIGHT CREW PERFORMANCE COURSE COURSE CONTENTS
1. COURSE CONTENTS
CONTENTS:
1.1. Schedule of the Course..................................................................................................................................................2

1.2. Course Objectives..........................................................................................................................................................3
DATE: SEP 2006 Page 1 ZUAD112

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

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).


FLIGHT CREW PERFORMANCE COURSE 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

2.1. Computerized Flight Planning Paris/Cairo/Louxor

2.2. Take-Off Charts (RTOW)

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A318/A319/A320/A321 PERFOMANCE TRAINING MANUAL
2.3. Paris Orly Airport Chart

A318/A319/A320/A321 PERFOMANCE TRAINING MANUAL
2.4. Cairo Airport Chart

FLIGHT CREW PERFORMANCE COURSE 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

3.1. Loading

3.2. Take Off








3.3. Landing Performance


3.4. Special Operations





3.5. Flight Planning





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

4.1. Operating Limitations










4.2. Supplementary Techniques




4.3. In Flight Performance








4.4. Single Engine Operation









FLIGHT CREW PERFORMANCE COURSE QRH EXTRACTS
5. QRH EXTRACTS
CONTENTS:
5.1. Abnormal Procedures ..................................................................................................................................................70

5.1. Abnormal Procedures



FLIGHT CREW PERFORMANCE COURSE 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
6.9. 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

Use of RTLOW Charts

6.1. Example 1: MTOW
PURPOSE
What is the maximum permissible takeoff weight and associated speeds?
LFPO ATIS AIRCRAFT STATUS: A320-214

Provides the following data: MTOW Structure: 75.5 T
Takeoff runway : 08 Takeoff Configuration: Optimum
Runway condition : DRY Air conditioning : ON
Wind calm Total Anti-ice : OFF
Temperature : 51°C
QNH : 1003 hPA
Step 1 - Refer to RTOW

Enter the table Wind 0 / Temperature 51°C.
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.

PURPOSE

Runway condition : WET Air conditioning : ON
Temperature : 51°C
QNH : 1003 hPa

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.

∆ QNH : -10 hPA.
Step 4 – Total corrections

∆ WET + ∆ QNH
Conf 1+F ∆W=-600-800=-1400 Conf 2: ∆W=-400-800=-1200 Conf 3: ∆W=-200-800=-1000
∆V1= -6-0=-6 ∆V1= -3-0=-3 ∆V1= -3-0=-3
∆VR=-2-0=-2 ∆VR=0 ∆VR=0

∆V2=-2-0=-2 ∆V2=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).

PURPOSE

Wind calm Total Anti-ice : ON
Temperature : 3°C
QNH : 1003 hPA

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 Conf 2: 81.9-0.95=80.95 T Conf 3: 82-0.95=81.05 T
Interpolated Speeds: 158/58/60 Interpolated Speeds: 155/55/60 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.

∆ QNH : -10 hPA.


∆ WET + ∆ QNH
Conf 1+F ∆W=-600-800=-1400 Conf 2: ∆W=-400-800=-1200 Conf 3: ∆W=-200-800=-1000
∆V1= -6-0=-6 ∆V1= -3-0=-3 ∆V1= -3-0=-3
∆VR=-2-0=-2 ∆VR=0 ∆VR=0
∆V2=-2-0=-2 ∆V2=0 ∆V2=0
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.
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:
• A 320-214
• MTOW structure 75.5 t
• air conditioning ON,
• anti-icing OFF
• Take off configuration : optimum.
Answer:
MTOW = 74 400 kg
V1 = 133 kt
Vr = 141 kt
V2 = 144 kt
Exercise 2:
• Caution: runway length reduced to 1500 m due to work in progress.
• runway condition WET,
• wind calm,

• QNH 1013 hPA,
Aircraft status:
• A 320-214
• anti-icing OFF
• Take off configuration : optimum.
Answer:
MTOW = 53 400 kg Conf 1+F.
V1 = 115 kt
Vr = 128 kt
V2 = 131 kt

6.4. Example 4: Determination of Flexible Temperature
PURPOSE
What is the maximum permissible flexible temperature and associated speeds?

Provides the following data: Actual TOW: 68.1 T
Temperature : 3°C
QNH : 1003 hPA

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

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

Conf 1 + F 59-2 = 57°C.
Conf 2 58-2 = 56°C.
Conf 3 58-2 = 56°C.
Answer:
Tflex: 57°C in Conf 1+F
Speeds: 153 - 153 – 154.
NOTE:
• Check that corrected temperature: CT <= T flex max
CT > OAT
CT > T ref

PURPOSE

Temperature : 3°C
QNH : 1003 hPA


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

∆ QNH : -10 hPA.
Step 4 – Total corrections: temperature

∆ WET + ∆ QNH
Conf 1+F ∆°C =-1-2=-3°C 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.

Answer:
Tflex=56°C 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).
CT > OAT
CT > T ref

PURPOSE

Wind calm Total Anti-ice : ON
Temperature : 3°C
QNH : 1003 hPA

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

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

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

∆ QNH : -10 hPA.
Step 5 – Total corrections: temperature

∆ Anti-ice + ∆ WET + ∆ QNH
Conf 1+F ∆°C =-2-1-2=-5°C Conf 2: ∆°C =-2-1-2=-5 Conf 3: ∆°C =-2-1-2=-5

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
Speeds: 147 - 151 - 152.
NOTE:
FCOM 2.02.25).
CT > OAT
CT > T ref

PURPOSE

Takeoff runway : 08 CONF 1 + F
Temperature : 3°C
QNH : 1003 hPA

Read (67°C 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: (-1°C, ∆V1 = -6, ∆VR = -2, ∆V2 = -2) for Conf 1+F,

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

∆ WET + ∆ QNH Conf 1+F ∆°C =-1-2=-3°C
∆V1 = -6, ∆VR = -2, ∆V2 = -2 for WET Runway
Answer
Speeds: 127 - 131 - 131.

NOTE:
FCOM 2.02.25).
CT > OAT
CT > T ref

PURPOSE

Takeoff runway : 08 CONF 3
Temperature : 3°C
QNH : 1003 hPA 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 (59°C 117/17/21).

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

∆ QNH
∆°C =-2=-2°C.
Answer
Tflex: 57°C in Conf 3
Speeds: 117 - 117 - 121.
NOTE:
CT > OAT
CT > T ref

Exercise:
• runway condition DRY,
• wind +10 kt,
• QNH 1023 hPA,
Aircraft status:
• A 320-214
• anti-icing OFF
• Take off configuration : Optimum
Answer:
CONF 3
T Flex = 51 C
V1 = 153 kt
Vr = 153 kt
V2 = 156 kt

6.9. Example 9: Contaminated Runway
PURPOSE
Find the MTOW and speeds.
LFPO ATIS BLEEDS STATUS

Provides the following data: Air conditioning : ON
Take-off runway : LFPO 08 Total Anti-ice : ON
Runway condition : Covered by 7mm of Slush
Wind : calm
Temperature : 3°C
QNH : 1003 hPA
Step 1 – Maximum Takeoff Weight on Dry Runway- Refer to RTOW

Enter the table Wind 0 kt / Temperature 3°C
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 : 81 900 - 1 750 = 80 150 kg
Conf 3 : 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


Conf 1 + F: 80 150 - 17 300 = 62 850 kg
Conf 2 : 80 150 – 16 900 = 63 250 kg
Conf 3 : 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 = 63 250 kg
Conf 3 = 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:

• runway condition 5 mm water,
• MTOW DRY: Conf 1+F - 72000 kg, Conf 2 – 71100 kg, Conf 3 – 71200 kg
Answer:
CONF 1, 61900 kg
V1 = 122 kt
Vr = 140 kt
V2 = 143 kt

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: 1300 ft

Temperature: 46°C
QNH : 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 46°C
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.

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: 300 ft

Estimated landing weight: 64 500 kg Conf 3
QNH : 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: -300 ft
Airport elevation: +300 ft
Pressure Altitude: = 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 55°C is also T MAX.
Step 5
No Go around climb gradient limitation.

6.12. Example 12: Flight Planning
Trip
Trip route : Paris - Cairo
Distance : 1800 NM
Wind component : + 30 kts
Cruise : FL 350
: M.78
Alternate
Alternate route : Cairo - Luxor
Distance : 296 NM ( ISA ), FL 390
Wind component : + 30 kts
Holding : FL 15 ( ISA ) Green Dot Speed
EZFW : 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

Taxi = 140 kg (cf FCOM)
Step 5 - Total fuel

Total fuel: Holding + 1140
+ Alternate + 2 023
+ Trip fuel + 10 146
+ Reserves + 505
+ Taxi + 140
----------------------- ------------------------
= Total fuel = 13 954 kg

6.13. Example 13: Actual Landing Distance
PURPOSE
Find the Actual Landing Distance.
Landing
GW : 62 000 kg
Elevation : 1000 ft
Wind calm
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

6.14. Example 14: Determination of Vapp
PURPOSE
Find the Vapp.
Landing
GW : 62 000 kg
Elevation : 1 000 ft
Wind calm
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

6.15. Example 15: Abnormal Procedure
PURPOSE
Find the Actual Landing Distance and Vapp.
Landing
GW : 62 000 kg
Elevation : 1 000 ft
Wind calm
Green + Yellow Hyd out
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

6.16. Example 16: Single Engine Strategy
PURPOSE
Find the strategy to adopt.
SAT : - 36° C ( ISA = + 15)

GW : 64 000 kg
FL : 330
MORA : 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 = 25 100 ft
Initial speed = 226 kt

6.17. Example 17: Take-Off: Use of Quick References Tables
PURPOSE
Find the MTOW, and speeds.
LFPO Data:
Airport elevation : 276 ft Take off conditions
Runway length : 3 320 m Air conditioning ON, Total Anti-ice OFF
Runway slope : 0.07% Obstacle: From BR 3 764 m
QNH : 989 hPA 62 ft
OAT : 20°C
Conf :1+F
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 / 20°C
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

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

6.18. Example 18: Load and Trim Sheet
Dry operating weight : 43 100 kg

CG : 24%
Pantry adjustment : + 100 kg Zone E
Cargo 1 : 1 000 kg
Cargo 3 : 1 000 kg
Cargo 4 : 2 000 kg
Cargo 5 : 457 kg
Cabin OA : 10
Cabin OB : 60
Cabin OC : 40
Total fuel : 13 500 kg

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FLIGHT CREW PERFORMANCE COURSE 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

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

The pilot’s action:

recover control of the aircraft
enable safe Take Off continuation
Determination of VMCG:
lateral deviation under 30 ft

7.1.2. Limiting Speeds: VMCA
Minimum Control speed in the Air at which aircraft can be controlled either:
5ºmax
• with a 50 maximum bank angle, or:
• with zero yaw.

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.
5º max

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

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
1
V V Speed

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 V 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.

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
1.2 VS (or 1.13 VS1G)

V2
1.05 VMCA
VR
VMCG ≤ V1
35 ft
(JAR geometric 1.08 VMU (AEO)

limitations) 1.04 VMU (OEI)
VLOF

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%

• 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.

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.

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 VLOF
VR
35 ft
TODOEI
7.3.1.2. All Engines Operating
All Engines Operating + 15%
V2
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
TOROEI = From BR to middle point between Vlof and 35 ft V2
VEF V1 VR VLOF
35 ft
// //
TOROEI
All Engines Operating + 15%
V2
V1 VR VLOF
35 ft
// //
TORAEO

7.3.3. Accelerate Stop Distance (ASD)
7.3.3.1. One Engine Inoperative at VEF
One Engine Inoperative
All engines operating Idle
2s
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.

7.3.4. Association of TakeOff Distances and Lengths
V2
35 ft
V=0 V1 VR VLO
RWY CWY
SWY
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 ASD available
A
TOD available
Runway length
A Adjustment to TakeOff distance

B Adjustment to accelerate stop distance

90° runway entry

minimum line up distance correction
aircraft
model
TODA (m) ASDA (m)
A320 12 26
T akeOff
Distance
(TOD)
adjust ment
Accelerate Stop
Distance ( AS D)
adjust ment

180° turnaround
aircraft minimum line up distance correction
model
TODA (m) ASDA (m)
A320 18 32
TakeOff
Distance
(TOD)
adjustment
Accelerate
Stop Distance
(ASD)
adjustment

7.5. TakeOff Trajectory
Green dot:
10 min after TO
ONE ENGINE OUT
MAXIMUM ACCELERATION HEIGHT

TO dist.
End
Gradient > 1.2%
MINIMUM ACCELERATION HEIGHT
Gradient > 2.4%
Green dot:
35 ft
best lift-to-drag ratio
Gradient > 0%
V1
Segments: 1 2 3 final

7.6. Runway Condition
7.6.1. LPC List Box
7.6.2. Runways Wet and Contaminated
Runway : Wet Contaminated
Water < 3 mm 3 - 13 mm (½’)

Slush < 2 mm 2 - 13 mm (½’)
Wet snow < 4 mm 4 - 25 mm (1’)
Dry snow < 15 mm 15 - 25 mm (2’)
Comp Snow all

7.7. Factors of Influence
Sustained parameters: Chosen parameters:
• Temperature, • Flap setting,

• Pressure Altitude, • Decision speed V1,
• Air bleed, • V2 / Vs ratio.
• Wind,
• Moisture,
• Runway condition.
7.7.1. Wind and Moisture:

Effect on TO distances (TOD, TOR, ASD):
7.7.1.1. Headwind
air speed Headwind
wind
Headwind shortens TO distances
Only 50 % must be taken into

account, according to regulation.
ground speed

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
15 ft
35 ft
// // TOROEI
TOROEI

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 CL
are reduced.
Flaps increase drag...

• TO gradient decreases.
CD C’L
C’D
TakeOff configurations on Airbus family:
Conf 1+F
Conf 2
TO gradient decreases
TO distances
are reduced
Conf 3

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
VR VLOF 35 ft
VEF V1
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 long TOD high 2nd segment slope
Low ratio short TOD low 2nd segment slope
Long TOD
35 ft
VEF V1 VR VLOF
High second segment gradient

7.8. TakeOff Optimization
7.8.1. Runway Length:

• ASD
− ASD 1 E/O ≤ ASDA, and
− ASD all engines ≤ ASDA
• TOD
− TOD 1 E/O ≤ TODA, and
− TOD all engines ≤ TODA
• TOR
− TOR 1 E/O ≤ TORA, and
− TOR all engines ≤ TORA
7.8.2. Other Limitations:

• speeds,
• 1st segment gradient (> 0%),
• 2nd segment gradient (> 2.4%),
• brake energy,
• obstacle,
• tire speed,
• final TakeOff (> 1.2%).

7.8.3. Obstacles:
To avoid an obstacle, you have different possibilities:
35 ft
2.4% Gross trajectory 0.8%
Net trajectory
TOD ASD Climb grad
Flaps increases increases increases
TO Weight decreases decreases increases
V1 decreases increases no change
V2 increases no change increases

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
TOD
Obstacle
Optimum weight
ASD

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.

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

Trust levers
Power
Five positions on Airbus aircraft:

• TOGA: TakeOff - Go Around
Maximum thrust available.
Its use can’t exceed 10 min.
• MCT: Maximum Continuous Thrust
FLX: Flex TO Thrust...
Maximum thrust for long use.
• CL: Climb Thrust.
• Idle: No power.
• Max reverse.
Thrust variation with OAT
Weight Thrust
N1
EGT limit
Tref OAT

7.9.2. Flexible TakeOff
7.9.2.1. Flex Temperature

Thrust reduction must not exceed
25%, to quickly recover full
Weight Thrust available TOGA thrust if necessary.
Available Flat rated Thrust

Max Thrust
TOW
EGT
Needed Limit 25%
Actual Thrust reduction max
TOW
T Flex
max
OAT Tref Flex OAT

Temp
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.

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

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 Certified Certified Certified Certified Certified

-4% -8% -12% -16% -20% -24%
engine
engine engine
engine
engine engine

Principle
Advantages of derated take off :

• significant reduction of engine stress (like Flex TO),
TOGA Thrust • 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
6 level of derate available: 4%,8%,12%,16%,20%,24%.

! The original TOGA will never be available during TO.
Flexible thrust Derated thrust
• Thrust level is less than TOGA • Thrust level is less than TOGA
• Performance for a flex Take-Off is computed by • A new set of performance data is provided in the
adjusting the max Take-Off thrust performance. Flight Manual for each derate level.
• At any moment it is possible to recover TOGA. • TOGA selection is not possible during Take-Off.
• Thrust setting parameters for flex Take-Off are not • Thrust setting parameters are considered as an
considered as Take-Off operating limits. operating limit for Take-Off.
• Flex Take-Off cannot be performed on contaminated • Derated Take-Off is allowed on contaminated

runways. runways.


FLIGHT CREW PERFORMANCE COURSE 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

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
Actual Landing Distances are touchdown
demonstrated during flight tests
Actual Landing Distance: factors of influence
Landing distance calculation is made for :
- ISA temperature - landing weight (LW)

- slope = 0% - wind
- standard QNH - airport elevation

8.1.3. Required Landing Distance
50 ft GS = 0 kt
ALD
Dry Runway (No reversers):
ALDDRY
RLDDRY = = 1.667 x ALDDRY
0.6
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

50 ft GS = 0 kt
ALD
Contaminated Runway (With or without reversers):

RLDCONTA = MAX (1.15 x ALDCONTA ; RLDWET ) JAR-OPS only

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 ≤ LDA

RLD
For contaminated runways, the manufacturer must provide landing performance data and
detailed instructions about the use of antiskid, reverse, airbrake or spoilers.

8.3. In Flight Requirements
8.3.1. Actual Landing Distance
JAR ALD x coefficient (system failure) ≤ LDA

The safety margin remains at the Captain’s 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)


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A318/A319/A320/A321

PERFORMANCE TRAINING MANUAL

PERFORMANCE PART OF TRANSITION

No part of this manual may be reproduced in any form,

1, rond-point Maurice Bellonte

U0S2SP0 TABLE OF CONTENTS Pages

1. COURSE CONTENTS .................................................................................................................. 1

2. OPERATIONS DOCUMENTS .................................................................................................... 5

6. GUIDED EXAMPLES ................................................................................................................ 73

7. TAKE-OFF PERFORMANCE REMINDER ........................................................................ 105

8. LANDING PERFORMANCE REMINDER ........................................................................... 141

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1.1. Schedule of the Course..................................................................................................................................................2

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1.1. Schedule of the Course

Computer Flight Plan

Additional Take Off Performance

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1.2. Course Objectives

− To do so, the following will be reviewed:

− By the end of this course, you will know:

− More particularly, you will know:

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2.1. Computerized Flight Planning Paris/Cairo/Louxor.......................................................................................................6

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2.1. Computerized Flight Planning Paris/Cairo/Louxor

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2.2. Take-Off Charts (RTOW)

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2.3. Paris Orly Airport Chart

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2.4. Cairo Airport Chart

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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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