U0s2sp0 L

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.................................................................................................................. 13
4. FCOM 3 EXTRACTS.................................................................................................................. 35
5. QRH EXTRACTS........................................................................................................................ 67
6. GUIDED EXAMPLES ................................................................................................................ 71
7. TAKE-OFF PERFORMANCE REMINDER ........................................................................ 103
8. LANDING PERFORMANCE REMINDER........................................................................... 139

DATE: MAY 2005 Page i ZUAD101
FLIGHT CREW PERFORMANCE COURSE CONTENTS
DATE: MAY 2005 Page ii ZUAD101
FLIGHT CREW PERFORMANCE COURSE COURSE CONTENTS
DATE: SEP 2006 Page 1 ZUAD112
1. COURSE CONTENTS
CONTENTS:

1.1. Schedule of the Course.................................................................................................................................................. 2
1.2. Course Objectives.......................................................................................................................................................... 3


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

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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 : 51C
QNH : 1003 hPA

Step 1 - Refer to RTOW
Enter the table Wind 0 / Temperature 51C.
Read 74 200 kg for Conf 1 + F, 74 100 kg for Conf 2, and 74 100 kg for Conf 3.
Step 2 - Corrections Influence of delta pressure
QNH : -10 hPA.
Read (-0.8 T) for Conf 1+F, Conf 2 and Conf 3.
Read (V1 = 0, VR = 0, V2 = 0) for Conf 1+F, Conf 2 and Conf 3.
Step 3 - Correct the weights
Conf 1 + F 74 200 - 800 = 73 400 kg.
Conf 2 74 100 - 800 = 73 300 kg.
Conf 3 72 700 - 800 = 73 300 kg.
Step 4 Find the speeds
Conf 1 + F 73 400 kg.
V1 = 156 - 0 = 156 kt, VR = 156 - 0 = 156 kt, V2 = 157 - 0 = 157 kt.
Answer
MTOW = 73 400 kg in configuration 1 + F.
Speeds: 156 - 156 - 157.

PURPOSE

Runway condition : WET Air conditioning : ON
Temperature : 51C
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 : 3C
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:
take off runway 08,
Caution: runway length reduced to 1500 m due to work in progress.
runway condition WET,
wind calm,
temperature 47 C,
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 : 3C
QNH : 1003 hPA

Enter the table Wind 0 and Weight 68.1 T
Read (59C 153/53/54) for Conf 1+F, (58C 147/47/50 by interpolation) for Conf 2, and (58C 146/46/48) for Conf 3.
QNH : -10 hPA.
Read (-2C) for Conf 1+F, Conf 2 and Conf 3.
Step 3 - Correct the Temperature
Conf 1 + F 59-2 = 57C.
Conf 2 58-2 = 56C.
Conf 3 58-2 = 56C.
Answer:
Tflex: 57C in Conf 1+F
Speeds: 153 - 153 154.

NOTE:
Check that corrected temperature: CT <= T flex max
CT > OAT
CT > T ref
PURPOSE

Temperature : 3C
QNH : 1003 hPA

WET: -1C 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=-3C Conf 2: C =-1-2=-3 Conf 3: C =-1-2=-3
Step 5 Total corrections: speeds
WET: V1 = -6, VR = -2, V2 = -2 for Conf 1+F,
V1 = -3, VR = 0, V2 = 0 for Conf 2,
V1 = -3, VR = 0, V2 = 0 for Conf 3.
NOTE:
When calculating a Flex takeoff, wet runway corrections are the only ones taken into consideration, as they have an
effect on ASD and acceleration.
Answer:
Tflex=56C in Conf 1+F
Speeds = 147 - 151 - 152
NOTE:
As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in
FCOM 2.02.25).
CT > OAT
CT > T ref
PURPOSE

Wind calm Total Anti-ice : ON
Temperature : 3C
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 2C.
WET: -1C 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=-5C 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 : 3C
QNH : 1003 hPA

Read (67C for 62.4 T 143/43/43)
Step 2 - Corrections for V1/VR/V2=1KT/1000KG
62.4-52.4 = 10 T V1= VR= V2=-10 V=133 kt VR=133 kt V2=133 kt
WET: (-1C, V1 = -6, VR = -2, V2 = -2) for Conf 1+F,
QNH : -10 hPA.
Read (-2C) for Conf 1+F
Step 5 Total corrections: temperature and speeds
WET + QNH Conf 1+F C =-1-2=-3C
V1 = -6, VR = -2, V2 = -2 for WET Runway
Answer
Speeds: 127 - 131 - 131.
NOTE:
FCOM 2.02.25).
CT > OAT
CT > T ref
PURPOSE
Takeoff runway : 08 CONF 3
Temperature : 3C
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 (59C 117/17/21).
QNH : -10 hPA. As TFlex is above TVMC, use corrections in gray box.
Read -2C.
QNH
C =-2=-2C.
Answer
Tflex: 57C in Conf 3
Speeds: 117 - 117 - 121.
NOTE:
CT > OAT
CT > T ref
Exercise:
take off runway 08,
runway condition DRY,
wind +10 kt,
temperature 35 C,
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 : 3C
QNH : 1003 hPA

Step 1 Maximum Takeoff Weight on Dry Runway- Refer to RTOW
Enter the table Wind 0 kt / Temperature 3C
Read 81 900 kg for Conf 1 + F, 81 900 kg for Conf 2 and 82 000 kg for Conf 3
Step 2 - Corrections for Total Anti icing and QNH - Refer to 2.02.24 p 1 and RTOW
Corrections = BLEED + QNH
W = - 950 kg - 800 kg = - 1750 kg
Conf 1 + F: 81 900 - 1 750 = 80 150 kg
Conf 2 : 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:

take off runway 08,
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: 46C
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 46C
Step 4
At intersection read the maximum Go Around weight:
- 69 400 kg on CONF 2
- 68 200 kg on CONF 3
in this case., check that it is above your actual Go-Around weight.
Step 5
If applicable, apply corrections for Air conditioning, anti-ice, at bottom of the page.

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 55C 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 : 20C
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 / 20C
Read MTOW = 81 200 kg
Step 4 - Corrections for air conditioning - Refer to 2.02.24 p 1
Air conditioning: - 2 200 kg
MTOW = 81 200 - 2 200 = 79 000 kg
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
THIS
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FLIGHT CREW PERFORMANCE COURSE TAKEOFF PERFORMANCE REMINDER
7. TAKEOFF PERFORMANCE REMINDER
CONTENTS:
7.1. Limiting Speeds: V
MCG
.............................................................................................................................................. 106
7.1.1. Limiting Speeds: V
MCA
.................................................................................................................................... 108
MU
...................................................................................................................................... 110
7.2. Operating Speeds: V
1
, V
R
, V
2
.................................................................................................................................... 111
7.2.1. Operating Speeds: V
1
....................................................................................................................................... 111
R
...................................................................................................................................... 113
2
....................................................................................................................................... 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
MCG

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 pilots action:
recover control of the aircraft
enable safe Take Off continuation
Determination of V
MCG
:
lateral deviation under 30 ft
MCA

Minimum Control speed in the Air at which aircraft can be controlled either:

with a 5
0
maximum bank angle, or:

with zero yaw.

5max

Summary:
Limiting speed: V
MCA

Definition: Minimum Control speed in the Air at which aircraft can be controlled either:
with a 5
0
maximum bank angle, or
with zero yaw.
... in case of failure of one engine, the other engine remaining at TakeOff power.

5 max
MU

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: V
1
, V
R
, V
2

1

Definition:
TakeOff decision speed chosen by the applicant.

V
1
is the speed limit at which the pilot can interrupt TakeOff in case of failure.

V V
1

Speed
If I am aware of a failure before V
1

I can

... safely abort TakeOff

Summary:
Operating speed: V
1

Definition: TakeOff decision speed chosen by the applicant.

V
1
is the speed limit at which the pilot can interrupt TakeOff in case of failure.
V
1
V Speed
If I am aware of a failure after V
1

I MUST follow on TakeOff
35 ft
1. From that point,
I am sure to reach
the TO limited height.
If I am aware of a failure after V
1

I MUST follow on TakeOff
2. I am too fast to brake
safely before the end
of the stopway.
R

Definition:
V
R
is the Rotation speed at which the aircraft is rotated for lift off.
2

Definition:
V
2
: TakeOff climb speed.

To be reached before the 35 ft TakeOff height above T.O.D.
Maintained during 1
st
and 2
nd
segment, until the minimum acceleration height is reached (at least 400 ft).
7.2.4. Limiting/Operating Speeds: Relative Positions

V
LOF
V
2
V
1
V
R
1.08 V
MU (AEO)
35 ft
V
MCG
1.1 V
MCA

1.2 V
S
(or 1.13 V
S1G
)
1.05 V
MCA

1.04 V
MU (OEI)
(JAR geometric

limitations)

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

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%
500 ft min
1.25% max

No prominence except threshold lights ( if < 26 in above surface)

7.2.5.4. TakeOff Distance Available

It is the Runway + Clearway lengths.
500 ft min
1.25% max
not ok
ok
(26 in max)
TODA
7.2.5.5. TakeOff Run Available

It is the Runway length only.

7.2.5.6. Acceleration Stop Distance Available

It is the Runway + Stopway lengths.

TORA
ASDA
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

7.3.1.2. All Engines Operating

TOD
OEI

All Engines Operating One Engine Inoperative
V
1 V
R
V
LOF
V
EF
V
2
TOD
OEI
= From BR to 35 ft

35 ft
V
1 V
R V
LOF
All Engines Operating
V
2
35 ft
+ 15%
TOD
AEO

7.3.2. TakeOff Run Distances (TOR)
7.3.2.1. One Engine Inoperative


V
1
V
R
V
LOF
V
2
All Engines Operating
// //
35 ft
+ 15%
TOR
AEO

All Engines Operating One Engine Inoperative
V
EF

V
1
V
R

V
LOF

V
2

TOR
OEI
= From BR to middle point between Vlof and 35 ft

// //
TOR
OEI
35 ft
7.3.3. Accelerate Stop Distance (ASD)
7.3.3.1. One Engine Inoperative at V
EF


Braking means:
Wheel brakes,
Spoilers,
Reversers:
. not on dry runways,
. certified on wet runways,
. mandatory on contaminated runways.
V = 0
V
1
Idle
2s
All engines operating
accelerate stop distance
with all engines operating
Idle
2s
V = 0
V
EF

All engines operating
One Engine Inoperative
V
1
accelerate stop distance
with one engine inoperative
7.3.4. Association of TakeOff Distances and Lengths

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:

A Adjustment to TakeOff distance
B Adjustment to accelerate stop distance
ASD available
TOD available
Runway length
A
B
35 ft
V=0

V
1
V
R
V
LO
V
2
35 ft
RWY
TOR
ASD
TOD
SWY
CWY

90 runway entry
aircraft
model
minimum line up distance correction
TODA (m) ASDA (m)
A320 12 26
T Ta ak ke eO Of ff f
Distance
( (T TO OD D) )
a ad dj ju us st t m me en nt t
A Ac cc ce el le er ra at te e S St to op p
D Di is st ta an nc ce e ( ( A AS SD D) )
a ad dj ju us st t m me en nt t

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

ONE ENGINE OUT
MAXIMUM ACCELERATION HEIGHT
TO dist.
V1
35 ft
MINIMUM ACCELERATION HEIGHT
Green dot:
best lift-to-drag ratio
Green dot:
10 min after TO
End
Segments: 1 2 3 final
Gradient > 1.2%
Gradient > 2.4%
Gradient > 0%
7.6. Runway Condition
7.6.1. LPC List Box

7.6.2. Runways Wet and Contaminated

Runway : Wet Contaminated
Water
Slush
Wet snow
Dry snow
Comp Snow
< 3 mm
< 2 mm
< 4 mm
< 15 mm
3 - 13 mm ()
2 - 13 mm ()
4 - 25 mm (1)
15 - 25 mm (2)
all
7.7. Factors of Influence

7.7.1. Wind and Moisture:
Effect on TO distances (TOD, TOR, ASD):
7.7.1.1. Headwind

Chosen parameters:

Flap setting,
Decision speed V
1
,
V
2
/ V
s
ratio.

Sustained parameters:

Temperature,
Pressure Altitude,
Air bleed,
Wind,
Moisture,
Runway condition.
air speed
ground speed
wind
H He ea ad dw wi in nd d s sh ho or rt te en ns s T TO O d di is st ta an nc ce es s

O On nl ly y 5 50 0% % m mu us st t b be e t ta ak ke en n i in nt to o
a ac cc co ou un nt t, , a ac cc co or rd di in ng g t to o r re eg gu ul la at ti io on n. .
Headwind
7.7.1.2. Tailwind

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.

air speed
ground speed
wind
Tailwind
T Ta ai il lw wi in nd d i in nc cr re ea as se es s T TO O d di is st ta an nc ce es s

R Re eg gu ul la at ti io on n p pr re es sc cr ri ib be es s t th ha at t
1 15 50 0% % s sh ho ou ul ld d b be e t ta ak ke en n i in nt to o a ac cc co ou un nt t. .
35 ft
TOD: screen height = 15 ft
TOR: It ends at V
LOF

TOR
OEI

// //
TOR
OEI

15 ft
7.7.1.4. Runway Slope
It mustn't exceed 2%

7.7.1.5. Flap Setting

Flaps increase lift...
TO distances
are reduced.

Flaps increase drag...
TO gradient decreases.

TakeOff configurations on Airbus family:

2%
Positive slope increases TO distances
Negative slope decreases TO distances
C
L

C
L

C
D

C
D

Conf 1+F
Conf 2
Conf 3
TO distances
are reduced
T TO O g gr ra ad di ie en nt t d de ec cr re ea as se es s
7.7.1.6. Decision Speed V
1

The most penalizing conditions are taken into account: the failure ( V
EF
) occurs 1 second before V
1
.

High V
1
means
long acceleration
with All Engines
Operating.
Low V
1
implies
short acceleration
with All Engines
Operating.
35 ft
Long TOD
V
EF
V
R

V
1

V
LOF

Short ASD
V
EF
V
R

V
1
V
LOF

35 ft
Long ASD
Short TOD

7.7.1.7. V
2
/ V
s
Ratio
Being limited by V
S
, V
2
is set through the V
2
/V
S
ratio.
V
2
is the speed required when reaching 35 ft height.
V
2
is determined by V
R
, as no TO parameters can be changed after lift off: high V
2
high V
R

High V
2
/ V
S

V
2
/V
S
influence:
High ratio long TOD high 2
nd
segment slope
Low ratio short TOD low 2
nd
segment slope
V
EF
V
R

V
1

V
LOF

35 ft
High second segment gradient
Long TOD
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,
1
st
segment gradient (> 0%),
2
nd
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:

TOD ASD Climb grad
Flaps increases increases increases
TO Weight decreases decreases increases
V1 decreases increases no change
V2 increases no change
increases
2.4% Gross trajectory
Net trajectory
0.8%
35 ft
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.

2nd
TOD
Obstacle
ASD
V2/Vs = 1.27
Optimum weight
7.9. Engine Performance
7.9.1. Principle

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.

weight
You need less Thrust
Which part of the aircraft is concerned ?

7.9.1.1. Reminder about engines and thrust

Trust levers Thrust variation with OAT

engine
aerodynamics
Thrust
OAT Tref
EGT limit
Trust levers

Five positions on Airbus aircraft:
TOGA: TakeOff - Go Around
Maximum thrust available.
Its use cant exceed 10 min.
MCT: Maximum Continuous Thrust
FLX: Flex TO Thrust...
Maximum thrust for long use.
CL: Climb Thrust.
Idle: No power.
Max reverse.

Thrust variation with OAT

Power
OAT Tref
EGT limit
Weight Thrust
N1
7.9.2. Flexible TakeOff
7.9.2.1. Flex Temperature

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.

Actual
TOW
Max
TOW
Weight
Thrust
Available
Thrust
Needed
Thrust
Flat rated Thrust
EGT
Limit
OAT Tref
Flex
Temp
OAT
25%
reduction max
Thrust reduction must not exceed
25%, to quickly recover full
available TOGA thrust if necessary.
T Flex
max
7.9.3. Derated Takeoff`

This is due to excess of thrust
TOGA is used & V1 min is high Short runway:
The present take off weight is V
MCG
limited, because of a short ASD and a high V
1
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.
ACC STOP
35ft
V2
VR V1=VMCG
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
ACC STOP
35ft
VR V1=VMCG
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.

engine
engine
engine
engine
engine
Certified Certified Certified Certified
Certified
engine
Certified
-4% -8% -12% -16% -20% -24%
Each derate level is certified and is associated to a new set of performance data
Principle

Flexible thrust Derated thrust

Thrust level is less than TOGA
Performance for a flex Take-Off is computed by
adjusting the max Take-Off thrust performance.
At any moment it is possible to recover TOGA.
Thrust setting parameters for flex Take-Off are not
considered as Take-Off operating limits.
Flex Take-Off cannot be performed on contaminated
runways.

Thrust level is less than TOGA
A new set of performance data is provided in the
Flight Manual for each derate level.
TOGA selection is not possible during Take-Off.
Thrust setting parameters are considered as an
operating limit for Take-Off.
Derated Take-Off is allowed on contaminated
runways.

Advantages of derated take off :
significant reduction of engine stress (like Flex TO),
decreasing TOGA will also decrease V
MCG
, and
the available value of V
1
, which enables short TO,
allowed on contaminated Runways.
! The original TOGA will never be available during TO.
6 level of derate available: 4%,8%,12%,16%,20%,24%.
TOGA Thrust
-10 -5 0 5 10 15 20 25 30 35 40
Max. thrust
available
OAT (C)

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

8.1.2. Actual landing distance

LDA = Landing Distance Available
LDA
LDA TORA (shifted threshold)
GS = 0 kt
ALD
Braking means :
- Brakes
- Spoilers
- Antiskid
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

Actual Landing Distance: factors of influence

Landing distance calculation is made for :

V
APP
= 1.23 Vs1g
Maximum braking is
assumed from the
touchdown
Actual Landing Distances are
demonstrated during flight tests
GS = 0 kt
ALD
50 ft
- ISA temperature
- slope = 0%
- standard QNH
- landing weight (LW)
- wind
- airport elevation

8.1.3. Required Landing Distance

GS = 0 kt 50 ft
ALD
Dry Runway (No reversers):

RLD
DRY
=
6 . 0
DRY ALD
= 1.667 x ALD
DRY

GS = 0 kt 50 ft
ALD
Wet Runway (No reversers):
RLD
WET
= 1.15 x RLD
DRY
RLD
WET
= 1.15 x 1.667 x ALD
DRY

RLD
WET
= 1.917 x ALD
DRY

GS = 0 kt 50 ft
ALD
Contaminated Runway (With or without reversers):
RLD
CONTA
= MAX (1.15 x ALD
CONTA
;

RLD
WET
) 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:
On Wet Runways:
On Contaminated Runways (JAR-OPS operators only):
RLD dry = ALD / 0.6 LDA
RLD wet = 1.15 RLD dry LDA
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 Captains discretion.

FAR ALD x coefficient (system failure) x 1.15 LDA

The 1.15 factor is not requested in case of emergency (to be evaluated by the flight
crew).
NEW RULE ( Safety Alert For operators from 31st Aug 2006 )

ALD must account for:
- Pressure altitude
- Wind
- Surface condition (dry, wet or contaminated)
- Approach speed
- Landing weight & configuration
- Planned use of airplane ground deceleration devices (brakes, spoilers, antiskid, reversers)


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PERFORMANCE TRAINING MANUAL

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