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Egyptian Civilian Pilots Syndicate EGYCPS -- Scientific Committee Saturday, December 22, 2012
Performance
Performance
VMCG TAKE-OFF PERFORMANCE
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.
The pilot’s action:

 recover control of the aircraft,
 enable safe Takeoff continuation.
Performance
VMCA TAKE-OFF PERFORMANCE
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
50 max
Performance
VMU TAKE-OFF PERFORMANCE
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
Performance
VMU
Limiting
Speed
What are these critical conditions?

• Insufficient lateral control may cause engine or
wing to hit the ground.
• The necessary Angle Of Attack is too great cause
the rear of the a/c can hit the ground.
Performance
V1 TAKE-OFF PERFORMANCE
It is not a decision speed, it is the maximum

speed at which brakes should be applied
 Represented by "1" on the airspeed scale (or

the V1 value when it is off the airspeed
scale).
 Inserted manually through the MCDU by the
crew.
Displayed on the MCDU TAKEOFF page.
Performance
If I am aware of a failure after V1

I MUST CONTIUE Take-off
I am too fast to brake

safely before the end
of the stop way
V1 V Speed
Performance
VR TAKE-OFF PERFORMANCE
The speed at which the pilot rotates in order to

reach V2 at an altitude of 35 feet at the latest
after an engine failure.
Inserted manually through the MCDU by the

crew. Displayed on the MCDU TAKEOFF page.
Performance
Take-off climb speed

Take-off safety speed that the aircraft attains
at the latest at an altitude of 35 feet with one
engine failed and maintains during the second
segment of the take-off represented by the
SPEED SELECT symbol on the speed scale
Performance
Minimum value equal to 1.13 VS for the

corresponding configuration
Inserted manually through the MCDU by the
crew or automatically calculated by the
computer and checked by the crew
Displayed on the MCDU TAKE-OFF page and
speed scale of the PFD
Performance
TAKE-OFF PERFORMANCE
Screen height
It is height where V2 must be reached
above T/O surface after an engine failure
at V1, the value of this height is 35 ft on
dry runway and 15 ft on wet
Climb gradient
The net flight path achieved In term of
percent. Height obtained in relation to
ground distance covered
Performance
Performance
Take-off Lengths
Runway
Rigid or flexible rectangular area made of concrete or

asphalt used for Take-off and landing
Performance
Stop way
Rectangular area beyond the Take-off 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 Take-off
Performance
Clear way
Rectangular area beyond the Take-off runway
500 ft min
1.25 % ma
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 %.
Performance
Take-off Distance Available
It is the Runway + clear way lengths
TODA
Take-Off Distance Available

Performance
Take-off Distance
All Engines Operating (TOD)
All Engines Operating +

15%
V2
V1 VR 35 ft
VLOF
TOD
Performance
Take-off Distance
One Engine Inoperative (TOD)
All Engines One Engine Inoperative
Operating
V2
TOD = from BR to 35 ft
VEF V1 VR VLOF 35 ft
TOD
Performance
Take-off Run available
It is the Runway length only
TORA
Performance
Take-off Run Distance
All Engine Operating (TORA)
All Engines Operating + 15%
V2
V1 VR VLOF 35 ft
// //
TORA
Performance
Take-off Run Distance
One Engine Inoperative (TORA)
All Engines One Engine Inoperative
Operating
V2
TOR = from BR to middle point between Vlof and 35 ft
// //
TORA
Performance
Acceleration Stop Distance
It is the Runway + Stop way length
acceleration to V1 plus deceleration to full stop including
any available stop way
ASDA
Performance
Accelerate Stop Distance
All Engine Operating (ASDA)
All engines operating 2s Idle
V1 V= 0
ASDA
Performance
Accelerate Stop Distance
One Engine inoperative (ASDA)
One Engine Inoperative
All engines 2s Idle

operating
VEF V1 V= 0
ASDA
Performance
Balanced field length

Where T/O distance equals accelerate stop distance,
not to exceed the length of the runway
Unbalanced field length

Where T/O distance and acceleration stop are not equal
(where clear way or stop way is used)
Performance
Take-off Segments
 First segment
from end of T/O distance(35ft), to point where the landing
gear fully retracted using T/O thrust & T/O flaps at constant
V2 (positive climb)
 Second segment
extends from the gear up point to height of 400 ft using T/O
thrust & T/O flaps at constant V2 (2.4% climb gradient)
Performance
Take-off Segments
 Third segment
the horizontal distance required to accelerate, at constant attitude
using T/O thrust, to final climb speed while retracting flaps and
slats ( 1.2% climb gradient )
 Fourth segment
extends from end of 3rd segment to height 1500 ft (more if required
by obstacle clearance) with flaps up, MCT & best angle climb
speed (1.2% climb gradient )
Performance
TAKE-OFF Trajectory
Green dot (Min. Clean)
10 min after Take-off
ONE ENGINE OUT
Take-off MAXIMUM ACCELERATION HEIGHT

Distance
End
MINIMUM ACCELERATION HEIGHT
Green dot (Min. Clean)

35 ft best lift-to-drag ratio
V1
Segments: 1 2 3 final
Performance
TAKE-OFF Factors of Influence
Wind and Moisture

Effect on Take-off distances (TODA, TORA, ASDA)
air speed
wind
Headwind
Headwind shortens TO distances

ground speed
Only 50% must be taken into account,

according to regulation.
Performance
TAKE-OFF Factors of Influence
air speed wind
Tailwind
Tailwind increases TO distances

ground speed
Regulation prescribes that

150% should be taken into account.
Performance
Runway wet or contaminated
Regulation changes
TOD: screen height = 15 ft

TOR: it ends at VLOF
35 ft 15 ft
TOR // // TOR
Performance
TAKE-OFF and RUNWAY slope

Positive slope increases TO
distances
Runway slope
It must not exceed ± 2 %
±2%
Negative slope decreases TO distances

Performance
TAKE-OFF FLAPS
CL
Flaps increase lift
- Reduces take-off distance
Flaps increase drag CD

C’L
- Decrease take-off gradient
C’D
Performance
Take-off Configurations
Higher Flaps
- Decreases Take-off Conf 1+F – Flaps
distance 5
Conf 2 – Flaps
- Decreases Tale-off 10
Gradient
Conf 3 – Flaps
15
TO distances
are reduced. TO gradient decreases.
Performance
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
Performance
V2/Vs ratio High V2/VS
Long TOD
V2/VS influence:
High ratio: long TOD high 2nd segment slope
Low ratio: short TOD low 2nd segment slope
High second segment gradient

Performance
Low V1 implies short

acceleration
Action speed V1 with all engines operating.
The most penalizing conditions are taken into account the

failure VEF occurs 1 second before V1
Long TOD
Short ASD
Performance
High V1 means long

acceleration
Action speed V1 with all engines operating.
The most penalizing conditions are taken into account the

failure (VEF) occurs 1 second before V1.
Short TOD
Long ASD
Performance
Factors affecting maximum T/O weight

 A/C structure weight :
max takeoff weight an A/C structure can sustain, set
in A/C limitation
 Runway limit weight :

- 115% all engine T/O distance
- take distance with an engine failure
- accelerate stop distance
Performance

 Tire speed limit T/O weight :
maximum allowable T/O weight limited by AFM
maximum tire speed
 Brake energy limited T/O weight:

maximum allowable T/O weight based on AFM
maximum speed which produce maximum allowable
brake energy for ambient condition in case of
rejected T/O before V1
Performance

 Climb limited T/O weight :
maximum allowable T/O weight which fulfill minimum
climb gradient requirement in the second segment,
these requirements are based on the assumption of an
engine failure at V1
 Obstacle limit T/O weight :

- gross gradient
- net gradient
Performance

 Gross gradient
gross flight path actually flown as demonstrated by
manufacturer, provided that the minimum gross
gradient requirements by regulation are fulfilled
 Net gradient
net flight path or net gradient are used to calculate
maximum allowable T/O weight, satisfy minimum
obstacle clearance required by regulations which equals
(gross gradient – 0.8%)
Takeoff optimization
Performance
Obstacles
To avoid an obstacle, you have different
possibilities
35 ft
TOD ASD Climb grad

Flaps increases increases increases
TO Weight decreases decreases increases
V1 decreases increases no change
V2 increases no change increases
Performance
Methods to calculate maximum T/O

weight
Improved climb
The higher the take-off speeds, the better the climb

gradient
The improved climb weight is obtained by utilizing excess

runway available to accelerate higher takeoff speeds
thereby achieving higher gradient capability, which
means higher T/O weights.
Performance
Methods to calculate maximum T/O weight
 Takeoff optimization is calculated for a given runway

and its obstacles and for given conditions of flap
setting, temperature, wind and QNH.
 The calculation produces a maximum permissible

takeoff weight (or a maximum takeoff temperature
for an actual weight).
Performance
Methods to calculate maximum T/O weight
 All the penalties and corrections due to different

T/O conditions, runway condition forward CG, anti
ice, are subtracted from the maximum permissible
weight.
Note
It could be higher than the maximum structure
weight in this case T/O is limited to maximum
structure weight .
Performance
Charts to calculate maximum T/O weight

QUICK REFERANCE TABLES
RTOW CHARTS (located in A/C library)

- Temperature entry
- Weight entry
OCTOPUS CHARTS
These tables enable the crew to quickly determine the
takeoff performance , at an airport for which no
takeoff chart has been established. They are
conservative
Performance
QUICK REFERANCE TABLES
Disadvantages of these tables

1.Not covering for obstacles
2.Do not use quick reference tables in case of tailwind
3.Do not use quick reference tables in case of
pressure altitudes above 2000 feet
Performance

A first table gives the corrections to be applied to the
runway length for wind and runway slope.
Nine other tables give, for three different pressure

altitudes (0, 1000 and 2000 feet) and three
configurations,
The maximum takeoff weight, limitation codes
and associated speeds as a function of
temperature and corrected runway length.
TREF and TMAX are given on the top of each

table
Performance
Note
Quick reference tables are established at V1 mean
with air conditioning OFF and anti ice OFF
HOW TO PROCEED
Enter the first table with runway length, slope and
wind data. Determine the corrected runway
length by applying the corrections due to slope
and wind
Performance
Corrections For Wind and Runway Slope
Runway length (m) 1500 1750 2000 2250 2500 2750 3000 3250 3500
Effect per knot of

of wind head 6.5 7 8 8.5 9.5 10 11 11.5 12.5
wind add
(meter)
per
percent
Effect uphill 160 215 270 325 380 435 490 545 600
of slope
runway subtract
slope (meters)
per
percent
downhill 17 23 29 36 42 48 55 61 67
slope
add
(meters)
Performance
 Select the configuration as a function of this

corrected runway length.
 Enter the table(s) corresponding to the configuration

and airport pressure altitude.
 As far as airport pressure altitude is concerned, two

methods may be applied
Performance
• Interpolate the takeoff performance by using the two

tables enclosing the airport pressure altitude
• For a more conservative figure , use the table
corresponding to the pressure altitude immediately
above the airport pressure altitude
 Enter the appropriate column of the table(s) with the

corrected runway length
Performance
• Once again, two methods may be applied:

• Interpolate the takeoff performance between the two columns
enclosing the corrected runway length
• For more conservative figure, use the column corresponding to the
shorter corrected runway length
• Determination of maximum takeoff weight.
• Enter the table(s) and column(s) with the actual OAT and read
maximum takeoff weight, limitation codes, V1, VR and V2. If
necessary interpolate weight and speeds
Performance

Limitation codes
 2 : second segment
 3 : runway
 5 : tire speed
 6 : brake energy
 8 : final take-off
 Note
Limitation codes 1 (structural weight) and 4 (obstacles) do not
appear in quick reference tables
RTOW today is
71300 kg
Speed s
152 – 154 - 155
Performance
 The determination of flexible temperature is possible

only when there is no obstacle on the flight path
 Enter the table(s) and column(s) with the actual

takeoff weight and read the corresponding
temperature as flexible temperature
Performance

How to determine reduction for obstacle
Enter graphs to quickly determine the take-off

performance out of an airport by positioning
obstacles
They must be used with the corresponding quick

reference table so as to determine weight decrement
and required gradient
The net takeoff flight path and the associated weight

decrement are conservative
Performance
NET TAKE-OFF FLIGHT PATH
Airbus chart
Example
Performance
RTOW Charts
 Takeoff charts are required to provide performance
at take-off
 It is possible to present the charts in two different
ways of entry
 Temperature entry
Temperature provided in the left column
 Weight entry
Weight provided in the left column
Temperature Entry
Performance
Weight Entry
 The takeoff chart (RTOW : Regulatory Takeoff

Weight) is calculated for a specific aircraft version
and for a particular runway specified at the top of
the chart.
 The top of the chart also gives some information

about the runway and lists the calculation
assumptions.
Performance
Weight Entry
 This allows the crew to select the configuration that

gives either
1. The highest permissible take-off weight
2. For a given weight, the highest flexible
temperature
If different configurations give equivalent performance, the

crew should select the configuration associated with the
lowest take-off speeds
Performance
The available limitation codes are
1.First segment
2.Second segment
3.Runway length
4.Obstacles
5.Tire speed
6.Brake energy
7.Maximum computation weight
8.Final takeoff
9.VMU
Performance
TAKE-OFF CONDITIONS CORRECTIONS
• Each takeoff chart is computed for a given set of conditions

(Air conditioning, QNH, anti ice...) specified at the top of the chart
• If the actual take-off conditions are different, the crew must apply
corrections
• Conservative corrections on aircraft FCOW

(to be used when not provided on the chart)
Performance
MTOW Determination
 Enter the chart with the first configuration and actual wind column
reading the temperature value
 This temperature value stands for the OAT
 Read the maximum takeoff weight corresponding to the actual OAT
Note
That it is allowed to interpolate between two consecutive lines to
obtain the maximum takeoff weight
Performance
MTOW Determination
 Take-off weight is the sum of the weight entry and
the delta weight
 The takeoff speeds are the associated with the
maximum takeoff weight
 In some cases, it may happen that the first
temperature value (displayed for the highest weight
entry) is higher than OAT
 In this case, it is allowed to extrapolate the weight
value to avoid unnecessary penalty
Performance
MTOW Determination
 Grad 1/Grad 2 are gradients provided for both sides of
the flat rating temperature (TREF). Grad 1 applies to
temperatures below TREF and Grad 2 applies above TREF
 Read the lowest temperature of the column
(corresponding to the highest weight entry)
 If the lowest temperature and OAT are above TREF
 Obtain weight increment by multiplying Grad 2 by the
difference in temperature between OAT and lowest
temperature, add this weight increment to the maximum
takeoff weight calculated for the lowest temperature
Performance
MTOW Determination
 If the lowest temperature and OAT are below TREF
 Obtain weight increment by multiplying Grad 1 by the
difference in temperature between OAT and lowest
temperature
 Add this weight increment to the maximum takeoff
weight calculated for the lowest temperature
 If OAT is below TREF and lowest temperature is above
TREF
 The weight increment is calculated in two steps. Step
one is multiplying Grad 2 by temperature difference
between lowest temperature and TREF
Performance
MTOW Determination
 Step two is multiplying Grad 1 by temperature
difference between TREF and OAT
 Add results from step one and two to maximum takeoff
weight calculated for lowest temperature
Performance
FLEXIBLE TAKE-OFF THRUST

FLEX TAKE-OFF
Performance

FLEX TAKE-OFF
You need less thrust

Performance
RECOMMENDATION
 Move towards the left side of the takeoff chart
(tailwind) while remaining with the same configuration
and looking for the same actual takeoff weight
 This produces a lower flexible temperature and, in

general, lower takeoff speeds (V1/VR/V2)
 Check that the selected temperature is greater than the

actual temperature (OAT) and greater than the flat
rating temperature (TREF)
Performance
HOW TO PROCEED
 Before determining the flexible temperature,
calculate the maximum permissible takeoff weight
and ensure that the actual takeoff weight is lower
than the determined maximum takeoff weight
 For a given configuration and wind value, enter the

RTOW chart with the actual takeoff weight to read
the flexible temperature and associated speeds
Performance
TAKEOFF PROCEDURE
CONDITIONS PROCEDURE REASON
Use the
configuration giving
the maximum flex
Dry or Wet temperature
Extend
Well paved
Runway If equivalent flex is engine life
obtained, choose the
configuration giving
the lowest speeds
High Altitude Use Higher Flap

Improve comfort
Takeoff setting
Performance
Badly paved Use Higher Flap

runway or setting Improve comfort
Accelerate stop Move towards Improve stopping
distance limited left side of the distance
runway takeoff chart
Wind-shear Maintain
Use maximum
expected along acceleration
thrust
takeoff path capability
Improve stopping
Use maximum distance Decrease
Contaminated thrust time on runway
runway Required by
(flex forbidden)
regulations
Performance

FLEX TAKE-OFF
 Aircraft takes off with a weight lower than the
maximum permissible takeoff weight
 When this happens, it can meet the required

performance (runway, second segment, obstacle,...)
with a decreased thrust
 Determine the maximum permissible takeoff weight

Performance

FLEX TAKE-OFF
 Enter the RTOW chart with the wind condition and
selected configuration
 Read the flexible temperature in the temperature

column corresponding to the actual weight
 Move towards the left side (tailwind) of the takeoff

chart while remaining within the same configuration
and looking for the same actual takeoff weight at lower
takeoff speeds (V1/VR/V2)
Performance

Requirements for Flex
 Thrust must not be reduced by more than 25 % of the full rated takeoff thrust
 The flexible takeoff EPR cannot be lower than the Max climb EPR at the same
flight conditions
 The flexible takeoff thrust cannot be lower than the Max Continuous thrust
used for the final takeoff flight path computation (at ISA + 40)
The above constraints also limit the
 maximum flexible temperature at ISA + 55

(70°C at Sea Level)

(61°C at sea level)

(57° C at sea level)
Performance
CORRECTIONS
 CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS
Each takeoff chart is computed for a given set of

conditions (air conditioning, QNH, anti ice...)
specified at the top of the chart.
If the actual takeoff conditions are different, the
crew must apply corrections., to be applied as
explained below
Performance
CORRECTIONS
 All corrections for maximum takeoff weight ,
are deducted from maximum permissible
weight
 All corrections on flex are in degrees from flex

Performance
Performance
MANUAL TRIM SHEET

CORRECTION
 When referring to CG lower than Specified in the
FCOM an operational margin is taken into account
 It is the reason why performance at forward CG

(lower than specified in the FCOM) must be used for
operational CG
Performance
ONE ENGINE OUT CLIMB PROCEDURE

 The performance given in the chart is consistent with
the flight path specified for the aircraft with one engine
out and takes into account significant obstacles
 When the specified procedure requires a turn, except if

otherwise stated on the RTOW chart, the turn should be
performed with a maximum bank of 15° until the
aircraft reaches 1500 feet or until green dot
Performance
ONE ENGINE OUT CLIMB PROCEDURE

 The acceleration height (or altitude) ensures that
the net flight path clears the highest obstacle by at
least 35 feet
 When accelerating in level flight to green dot speed

after an engine failure, in the most adverse
conditions
Performance
TAKE-OFF ON WET RUNWAY

 Takeoff charts computed for wet runway with a 15
feet screen height and/or use of reverse thrust may
produce, in some conditions, a maximum takeoff
weight (or flexible temperature) higher than that
obtained for a dry runway
Performance
TAKE-OFF ON WET RUNWAY

 It is thus mandatory to compare both charts (dry and
wet) and retain the lower of the two weights (or
flexible temperature) and the associated speeds
determined for a wet runway
 Note
The crew need not compare the charts if the top of the
wet runway chart specifies "DRY CHECK". (The
comparison has already been inserted in the WET
runway calculation)
Performance
OCTOPUS CHARTS
 Octopus charts are computed when TODA or
ASDA are different than that on original
RTOW charts, due to a closed portion of
runway.
 Any snag affecting Takeoff performance

according to MEL,
(antiskid, brake unite, spoilers
deactivated,……)
Performance
Performance
END
OF
TAKE-OFF
PERFORMANCE
Performance
Performance
Climb Performance
 The climb performance of an airplane can be expressed by
the two terms:
 Climb angle:
 Maximum Altitude gain over distance(Short Distance)
 Rate of Climb:
 Maximum Altitude gain over time (Short Time)
Performance
Climb Performance
Why is the change from constant IAS to Constant Mach?
 Climbing at constant IAS will result in the following:

 The higher the altitude the higher the TAS due to
lower air density.
 The higher the altitude the lower the speed of sound
due to lower temperature.
 At constant IAS the Mach No will increase during
climb.
 Therefore, the climb will continue at
a constant IAS, up to those altitudes
at which the increased TAS results in
reaching the critical Mach number of
the wing, at which point the increase
of the TAS is ceased by continuing the
climb at constant Mach
Performance
END
OF
CLIMB
PERFORMANCE
Performance
Performance
Cruise Performance
 That portion of the trip which is conducted in level flight between
the top of climb (TOC) and the top of descent (TOD) is called the
cruise portion of the trip.
 The factors affecting cruise altitude selection:

 Fuel Mileage (Range)
 Load Factor and Cruise Maneuver capability
 Fuel Mileage:
 Endurance:
Flying for the longest time
(minimum fuel consumption
expressed by fuel flow or kg/hr)
 Range:
Flying for the longest distance
(maximum Nautical Air Mile per unit
of fuel (NAM/1000kg) Specific Range: Distance travelled per unit of fuel)
Performance
Cruise Performance
 Specific Range
TAS: True air speed

NGM: Nautical Ground Miles
GS : Ground Speed
 Factors Affecting Specific Range:

 Altitude
 Weight
 speed
Performance
Cruise Performance
 Effect Of Altitude On Specific Range:
Fuel consumption remains more or less constant with height
because the drag and thrust are constant. However, in
practice, fuel consumption in terms of fuel flow (kg/hour),
decreases slightly at high altitude, because of the higher
propulsive efficiency due to the higher TAS. In other words,
the increased TAS at high altitude is the major factor
affecting fuel consumption or the fuel mileage to be more
accurate.
The higher the better, provided you fly at correct weights.

Performance
Cruise Performance
 Optimum Altitude:
 The optimum range altitude is the altitude at which the best fuel
mileage occurs, and varies little with cruise speed schedule.
 In other words, for every weight there is an altitude for maximum
range.
 Step Climb:
 In order to fly at maximum range, an airplane must operate
continuously at the optimum altitude.
 Due to air traffic control constants,
a climbing cruise along the optimum
altitude is not possible, so that
step climbs should be performed
around the optimum altitude, within
the 1% range loss lines if possible
(2000 above and below optimum altitude)
 large overshoots of the optimum altitude
should be avoided since the specific range
drops off rapidly above and below optimum altitude.
Performance
Cruise Performance
 Effect Of Weight On Specific Range:
 weight has an effect on fuel mileage due to thrust requirements,
in other word, with decreasing in flight weight the specific range
increases.
 In flight weight reduction, has significant effect on improving
fuel mileage at high altitude.
 Effect Of Speed On Specific Range:

 Maximum Range Cruise (MRC): For every weight and altitude
there is a speed for maximum range. It achieves maximum fuel
mileage or maximum range.
 Maximum range cruise speed will increases with increasing
altitude, for a constant weight and Decreases with decreasing
weight at constant altitude.
 Long Range Cruise (LRC): Speed gains a significant increase in
speed compared to MRC with only a 1% loss in specific range.
 Like the MRC speed, the LRC speed also increases with increasing
altitude, for a constant weight, and Decreases with decreasing
weight at constant altitude.
Performance
Cruise Performance
Performance
Cruise Performance
 Cruise Maneuver Capability:
 Load Factor: Load Factor is the ratio between the total air load
imposed on the wing in-flight and the gross weight of the
airplane.
 Equivalent weight:
 The apparent gross weight consists of:
1. Actual weight.
2. The lift force of horizontal stabilizer necessary for
aircraft trim (usually downward).
3. Inertial forces of
vertical accelerations.
4. Centrifugal forces
(TURNS).
 Buffet Boundaries:
 Low Speed Buffet
 High Speed Buffet
Performance
END
OF
CRUISE
PERFORMANCE
Performance
Performance
RUNWAY CONDITION
 DAMP
A runway is damp when the surface is not dry, but
when the water on it does not give it a shiny
appearance
 WET
A runway is considered as wet when the surface
has a shiny appearance due to a thin layer of water.
When this layer does not exceed 3 mm depth, there
is no substantial risk of hydroplaning
Performance
RUNWAY CONDITION
 STANDING WATER
It is caused by heavy rainfall and /or insufficient
runway drainage with a depth of more than 3 mm
 SLUSH
It is water saturated with snow which spatters
when stepping firmly on it. It is encountered at
temperatures around 5° C
Performance
RUNWAY CONDITION
 WET SNOW
It is a condition where, if compacted by hand, snow
will stick together and tend to form a snowball
 DRY SNOW
It is a condition where snow can be blown if loose,
or if compacted by hand, will fall apart again upon
release
Performance
RUNWAY CONDITION
 COMPACTED SNOW
It is a condition where snow has been compressed
(a typical friction coefficient is 0.2)
 ICY
It is a condition where the friction coefficient is 0.05
or below
Performance
RUNWAY CONDITION
 The performance given has been divided into two
categories which are determined by the depth of the
contaminant
1 WET RUNWAY and EQUIVALENT runway covered with

or less than
 2 mm (0.08 inch) slush
 3 mm (0.12 inch) water
 4 mm (0.16 inch) wet snow
 15 mm (0.59 inch) dry snow
Performance
Contaminated Runway
 12.7 mm (1/2 inch) wet snow is equivalent to 6.3
mm (1/4 inch) slush
 25.4 mm (1 inch) wet snow is equivalent to 12.7 mm
(1/2 inch) slush
 50.8 mm (2 inches) dry snow is equivalent to 6.3
mm (1/4 inch) slush
 101.6 mm (4 inches) dry snow is equivalent to 12.7
mm (1/2 inch) slush
Note
 On a damp runway no performance degradation should be
considered
 It is not recommended to take off from a runway covered with
more than 4 inches of dry snow or 1 inch of wet snow
Performance
Runway Wet or 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
Performance
TAKE-OFF FROM WET RUNWAY
 Determine the maximum takeoff weight or flexible
temperature and associated speeds on dry runway.
 Two sets of tables are given depending on the use of
thrust reversers. Select the table to use as applicable
to your case
 The runway length in the table corresponds to the
available takeoff run (TORA)
 Apply the corrections shown in the table to the
maximum takeoff weight or flexible temperature and
associated speeds determined on dry runway
 Check that takeoff speeds are greater than the
minimum values
Performance
Performance
TAKE-OFF FROM WET RUNWAY
 If one or more speeds are lower than these minimum
values, apply the following procedure
 Actual TOW = maximum TOW
 If V1 is lower than the minimum V1 (V1 limited by
VMCG), take this last value as V1 and further decrease
weight
 Check that VR and V2 are higher than or equal to the
minimum values
 If VR or V2 falls below the minimum values, take-off is
not possible
 Actual TOW lower than maximum TOW, and speeds are
lower than minimum value, apply correction
Performance Cross wind
Reported Reported Equivalent
runway friction Maximum T/O crosswind (kt) runway
braking action coefficient condition **
landing
Good >= 0.4 29 * 33 * 1
Good/ 0.39 to
29 29 1
Medium 0.36
0.35 to
Medium 25 25 2/3
0.30
* This is the maximum crosswind demonstrated for dry and wet runway
** Equivalent runway condition (only valid for maximum crosswind determination)
1. Dry, damp or wet runway (less than 3 mm water depth)
2. Runway covered with slush
3. Runway covered with dry snow
Performance
Performance penalties for take-off are

computed with the following assumptions
 The contaminant is in a layer of uniform depth

and density over the entire length of the
runway
 Antiskid and spoilers are operative
 The screen height at the end of takeoff
segment is 15 feet, not 35 feet
Performance
For contaminated runways only
 There is drag due to rolling resistance of the
wheels
 There is drag due to spray on the airframe and
gears
 Reverse thrust is used for the deceleration
phase
 Maximum thrust is used for takeoff
Note
The net flight path clears obstacles by 15 feet instead of 35 feet
Performance
Performance
END
OF
SPECIAL
PERFORMANCE
Performance
VREF Speed
Performance
Reference speed used for normal final approach

Equal to 1.23 × VS of configuration FULL
Displayed on the MCDU APPR page
VAPP Speed
Final approach speed. Displayed on MCDU
APPR page Calculated by the FMGC
VAPP = VLS + wind correction + 5 knots
The flight crew may modify VAPP through the
MCDU VAPP must not be lower than VLS + 5
knots Maximum 15 knots in normal and 20
knots in abnormal
Performance
LANDING DISTANCE
Before Dispatch, The pilot must check that the
available runway length at destination is at least
equal to the required landing distance for the
forecasted landing weight and weather conditions
 In case of aircraft system failure affecting landing
distance known before the dispatch
 The available runway length must be at least equal to or
greater than the required landing distance with failure
i.e.
The required landing distance without failure multiplied by
the coefficient given in the Flight Manual or the MMEL
Performance
FAILURE IN FLIGHT
 The concept of required landing distance no longer

applies
 In case of an aircraft system failure occurring in

flight and affecting the landing performance, the
runway length to be considered for landing is the
actual landing distance without failure multiplied
by the landing distance coefficient associated with
the failure
 The coefficients are given in FCOM or in the QRH

Performance
RECOMMENDATIONS
 For most cases of abnormal landing configuration, the increased
actual landing distance does not exceed the required runway
length for landing in normal configuration
 Special notice should be taken of the runway condition
 A slippery runway is the most common reason for over run at
landing
 The combination of a slippery runway and a factor such as tailwind
or an increase in approach speed should avoided
 As far as possible, avoid the combination of any failure affecting
the braking capability of the aircraft such as (spoilers, reversers)
with landing on a contaminated runway, or prepare for it carefully
by checking the available runway length against the forecasted
landing distance
Performance
LANDING DISTANCE
MANUAL LANDING
 Regulation defines the required landing distance as the

actual landing distance divided by 0.6, assuming the surface
is dry
 If the surface is wet, the required landing distance must be

at least 115 % of that for a dry surface
AUTOMATIC LANDING
 The required landing distance for automatic landing
as the actual landing distance in automatic landing
multiplied by 1.15.
 This distance must be retained for automatic
landing whenever it is greater than the required
landing distance in manual mode
Performance
Performance
Approach climb Landing climb
 Approach flaps  Landing flaps

 Landing gear up  Landing gear down
 One engine inoperative  All engine operating
 T/O thrust on remaining  T/O thrust on both engines
engine
 Minimum climb gradient
 Minimum climb gradient 3.2%
2.1%
Performance
END
OF
LANDING
PERFORMANCE
Performance
Performance
TAXIING PROCEDURES
 Avoid high thrust settings.
 When taxiing on slippery surfaces, stay well

behind preceding aircraft.
 Taxi at low speed. Note that antiskid does

not operate at low taxi speeds
Performance
TAXIING PROCEDURES
 On slippery taxiways during turns with large

nose wheel steering angles, noise and
vibration may result from the wheels slipping
sideways.
 Keep speed as low as possible to make a

smooth turn with minimum radius.
Differential power may be needed.
Performance
TAXIING PROCEDURES
 If taxiing in icing conditions with

precipitation on runways and taxiways
contaminated with slush or snow :
 Before takeoff keep flaps/slats retracted

until reaching the holding point on the
takeoff runway to avoid contaminating the
mechanism.
Performance
TAXIING PROCEDURES
2 . After engine shutdown make a visual

inspection to determine that the flap/slat
mechanism is free of contamination.
3 . When taxiing in after landing, do not retract

the flaps/slats to avoid damage of the
structure.
Performance
TAXIING PROCEDURES
Note :
 On contaminated runways and taxiways, the

radio altitude indications may fluctuate and
auto call outs or GPWS warnings may be
activated. Disregard them.
 During taxi on snowy runways, the radio

altimeters may not compute any data and
the ECAM warnings
Performance
TAXIING PROCEDURES
ECAM warnings
 'DUAL ENG FAILURE',
 'ANTI ICE F/O TAT FAULT',
 'ANTI ICE CAPT TAT FAULT',
 'L/G SHOCK ABSORBER FAULT'
may be triggered.
Disregard these warnings.
Performance
TAKE-OFF PROCEDURES
 For contaminated runways, select MAX TO

thrust.
 Do not abort takeoff for minor deficiencies

even at low speeds.
Performance
TAKE-OFF PROCEDURES
 If you have to abort takeoff, maintain
directional control with the rudder and small
inputs to the nose wheel.
 Do not lift the nose wheel before VR in an

attempt to avoid splashing slush on the
aircraft, because this produces additional
aerodynamic drag.
Performance
LANDING PROCEDURES
 The use of auto-brake LOW or MED is
recommended.
 Approach at the normal speed.
 Make a positive touchdown after a brief
flare.
 As soon as the aircraft has touched down,
lower the nose wheel onto the runway and
select maximum reverse thrust.
Performance
LANDING PROCEDURES
 Do not hold the nose wheel off the ground.
 If necessary, the maximum reverse thrust can
be used until the aircraft is fully stopped.
 Maintain directional control with the rudder
as long as possible, use nose wheel steering
with care
Performance
END
OF

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Egyptian Civilian Pilots Syndicate EGYCPS -- Scientific Committee Saturday, December 22, 2012

Minimum control speed on ground,

The pilot’s action:

... in case of failure of one engine, the other engine remaining at

What are these critical conditions?

It is not a decision speed, it is the maximum

 Represented by "1" on the airspeed scale (or

If I am aware of a failure after V1

I am too fast to brake

The speed at which the pilot rotates in order to

Inserted manually through the MCDU by the

Take-off climb speed

Minimum value equal to 1.13 VS for the

Rigid or flexible rectangular area made of concrete or

- Centered on the same (center) line, at least as wide

Rectangular area beyond the runway, located on the same

Take-Off Distance Available

All Engines Operating +

All engines operating 2s Idle

All engines 2s Idle

Balanced field length

Unbalanced field length

Take-off MAXIMUM ACCELERATION HEIGHT

MINIMUM ACCELERATION HEIGHT

Green dot (Min. Clean)

TAKE-OFF Factors of Influence

Wind and Moisture

Headwind shortens TO distances

Only 50% must be taken into account,

TAKE-OFF Factors of Influence

air speed wind

Tailwind increases TO distances

Regulation prescribes that

TOD: screen height = 15 ft

TAKE-OFF and RUNWAY slope

Negative slope decreases TO distances

Flaps increase drag CD

• V2 is the speed required when reaching 35 ft

• V2 is determined by VR, as no TO parameters

V2/Vs ratio High V2/VS

High second segment gradient

Low V1 implies short

The most penalizing conditions are taken into account the

High V1 means long

The most penalizing conditions are taken into account the

Factors affecting maximum T/O weight

 Runway limit weight :

Factors affecting maximum T/O weight

 Brake energy limited T/O weight:

Factors affecting maximum T/O weight

 Obstacle limit T/O weight :

Factors affecting maximum T/O weight

TOD ASD Climb grad

Methods to calculate maximum T/O

The higher the take-off speeds, the better the climb

The improved climb weight is obtained by utilizing excess

Methods to calculate maximum T/O weight

 Takeoff optimization is calculated for a given runway

 The calculation produces a maximum permissible

Methods to calculate maximum T/O weight

 All the penalties and corrections due to different

Charts to calculate maximum T/O weight