U512st0 Aidoc

A318/A319/A320/A321
PERFORMANCE TRAINING MANUAL
PERFORMANCE PART OF TRANSITION

COURSE WITH AIRBUS
DOCUMENTATION
Rtr: U512ST0
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 2012. All rights reserved..
AIRBUS Environmental Recommendation

« Please consider your environmental responsibility before printing this document »
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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL
FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) CONTENTS
 U512ST0 TABLE OF CONTENTS Pages
1. COURSE CONTENTS .................................................................................................................. 1
2. OPERATIONS DOCUMENTS .................................................................................................... 7
3. FCOM PROCEDURE EXTRACTS .......................................................................................... 21
4. FCOM LIMITATION EXTRACTS .......................................................................................... 27
5. FCOM PERFORMANCE EXTRACTS .................................................................................... 39
6. QRH EXTRACTS ........................................................................................................................ 97
7. GUIDED EXAMPLES .............................................................................................................. 153
8. WEIGHT AND BALANCE REMINDER ............................................................................... 199
9. TAKEOFF PERFORMANCE REMINDER .......................................................................... 205
10. LANDING PERFORMANCE REMINDER ......................................................................... 243
DATE: JUL 2012 Page i ZUAD105

FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) CONTENTS
DATE: JUL 2012 Page ii ZUAD105

FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) COURSE CONTENTS
1. COURSE CONTENTS
CONTENTS:
1.1. Schedule of the Course ................................................................................................................................................ 3

1.2. Course Objectives ........................................................................................................................................................ 4
1.3. FCOM and QRH acronyms ......................................................................................................................................... 5
DATE: JUL 2012 Page 1 ZUAD115


1.1. Schedule of the Course

Documentation Overview
Operations documents
FCOM extracts
QRH extracts
Performance Training Manual:

• Provides documentation for use during this course,
• Summary of the course and examples used are available for future reference,
Computer Flight Plan

Description of relevant information on CFP
Gross error check of fuel calculation with FMGS
Takeoff Data Calculation

MTOW Calculation
Fluid Contaminated runway
T FLEX Calculation
Derated Takeoff (if applicable)
Flight Operations
Fuel Calculation
Cruise Optimization
Fuel Penalty Factor
Approach and Landing
Go-Around
Single Engine Operations
Loading
Load and Trim Sheet
Additional Performance
Performance Review

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).

1.3. FCOM and QRH acronyms
GEN : General Information

DSC : Description
PRO : Procedures
ABN : Abnormal and Emergency Procedures
NOR : Normal Procedures
SOP : Standard Operating Procedures
SRP : Systems Related Procedures
SPO : Special Operations
SUP : Supplementary Procedures
NP : Normal Procedures
NCL : Normal Checklist
LIM : Limitations
OEB : Operations Engineering Bulletins
FCB : Flight Crew bulletins
PER : Performance
LOD : Loading
OPD : Operating Data
THR : Thrust Ratings
TOF : Takeoff
FPL : Flight Planning
CLB : Climb
CRZ : Cruise
HLD : Holding
DES : Descent
GOA : Go-Around
LDG : Landing
OEI : One Engine Inoperative
TDU : Temporary Documentary Unit
FPE : In Flight Performance

SPD : Speeds
IFL : In-Flight Landing
OEI : One Engine Inoperative
AEO : All Engines Operative
CAB : Flight Without Cabin Pressurization
OPD : Operating Data
OPS : Operational Data
OEBPROC : Operations Engineering Bulletins
SOH : Summary Of Highlights

LOM : List Of Modifications
LEDU : List of Effective DU


FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) OPERATIONS DOCUMENTS
2. OPERATIONS DOCUMENTS
CONTENTS:
2.1. Computerized Flight Planning Paris/Cairo/Louxor ..................................................................................................... 9

2.2. Takeoff Charts (RTOW) ............................................................................................................................................ 11
2.3. Paris Orly Airport Chart ............................................................................................................................................ 17
2.4. Cairo Airport Chart .................................................................................................................................................... 18
2.5. Load and Trim Sheet ................................................................................................................................................. 19


2.1. Computerized Flight Planning Paris/Cairo/Louxor
230


FLIGHT CREW PERFORMANCE COURSE OPERATIONS DOCUMENTS
2.2. Takeoff Charts (RTOW)
DATE: OCT 2011 Page 11 ZUAD125

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

2.4. Cairo Airport Chart

2.5. Load and Trim Sheet


FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) FCOM PROCEDURE EXTRACTS
3. FCOM PROCEDURE EXTRACTS

CONTENTS:
3.1. Supplementary Procedures ........................................................................................................................................ 23


3.1. Supplementary Procedures




FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) FCOM LIMITATION EXTRACTS
4. FCOM LIMITATION EXTRACTS

CONTENTS:
4.1. Weight and Center of Gravity Limits ........................................................................................................................ 29

4.2. Environmental Envelope and Airport Operations ...................................................................................................... 30
4.3. Speed Limitations ...................................................................................................................................................... 33


4.1. Weight and Center of Gravity Limits

4.2. Environmental Envelope and Airport Operations



4.3. Speed Limitations






FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) FCOM PERFORMANCE EXTRACTS
5. FCOM PERFORMANCE EXTRACTS

CONTENTS:
5.1. Operating Data ........................................................................................................................................................... 41

5.2. Takeoff....................................................................................................................................................................... 45
5.3. Flight Planning........................................................................................................................................................... 66
5.4. Holding ...................................................................................................................................................................... 74
5.5. Go-Around ................................................................................................................................................................. 75
5.6. Landing ...................................................................................................................................................................... 78
5.7. One Engine Inoperative ............................................................................................................................................. 86


5.1. Operating Data




5.2. Takeoff





















5.3. Flight Planning








5.4. Holding

5.5. Go-Around



5.6. Landing








5.7. One Engine Inoperative











FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) QRH EXTRACTS
6. QRH EXTRACTS
CONTENTS:
6.1. Abnormal and Emergency Procedures....................................................................................................................... 99

6.2. In Flight Performance .............................................................................................................................................. 100


6.1. Abnormal and Emergency Procedures

6.2. In Flight Performance





















































FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) GUIDED EXAMPLES
7. GUIDED EXAMPLES
CONTENTS:
7.1. MTOW 1 ..................................................................................................................................................................156
7.2. MTOW 2 ..................................................................................................................................................................157
7.3. MTOW 3 ..................................................................................................................................................................159
7.4. Determination of Flexible Temperature 1 ................................................................................................................162
7.9. Contaminated Runway .............................................................................................................................................171
7.10. Flight Planning .......................................................................................................................................................173
7.11. Required Landing Distance ....................................................................................................................................175
7.12. Landing Distance in Normal Configuration ...........................................................................................................177
7.13. Landing Distance in Normal Configuration with Autoland....................................................................................179
7.14. Landing Distance in Normal Configuration with MMEL entry .............................................................................181
7.15. Landing Distance in Normal Configuration on limiting runway ............................................................................182
7.16. Landing Distance in Abnormal Configuration 1 ....................................................................................................185
7.17. Landing Distance in Abnormal Configuration 2 ....................................................................................................188
7.18. Landing Exercises ..................................................................................................................................................190
7.19. Go-Around Weight .................................................................................................................................................192
7.20. Go-Around Temperature ........................................................................................................................................193
7.21. Single Engine Operation 1 ......................................................................................................................................194
7.22. Single Engine Operation 2 ......................................................................................................................................195
7.23. Load and Trim Sheet ..............................................................................................................................................196


Use of RTLOW Charts

7.1. MTOW 1
What is the maximum permissible Takeoff weight and associated speeds?
LFPO ATIS
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

Δ QNH: -10 hPA.
Compare OAT and TVMC
Read (-0.8 T) for Conf 1+F, Conf 2 and Conf 3.
Read (ΔV1 = 0, ΔVR = 0, ΔV2 = 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.

7.2. MTOW 2
LFPO ATIS
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, ΔV1 = -6, ΔVR = -2, ΔV2 = -2) for Conf 1+F,
(-0.4 T, ΔV1 = -3, ΔVR = 0, ΔV2 = 0) for Conf 2,
(-0.2 T, ΔV1 = -3, ΔVR = 0, ΔV2 = 0) for Conf 3.

Δ QNH: -10 hPA.

Step 4 – Total corrections

Δ WET + Δ QNH
Conf 1+F ΔW=-600-800=-1,400 Conf 2: ΔW=-400-800=-1,200 Conf 3: ΔW=-200-800=-1,000
74,200 – 1400 = 72,800 74,100 – 1,200 = 72,900 74,100 – 1,000 = 73,100
ΔV1= -6-0=-6 ΔV1= -3-0=-3 ΔV1= -3-0=-3
ΔVR=-2-0=-2 ΔVR= 0 ΔVR= 0
ΔV2=-2-0=-2 ΔV2= 0 ΔV2= 0
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).
Step 5 – Check for minimum speeds on RTOW

As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM)
- Read minimum V1/VR/V2 = 112/118/121
- Compare to the Takeoff speeds and verify that they are above the minimum.
Step 6 – Check that V2 is not limited by VMU/VMCA

- Refer to FCOM PER-TOF-TOD-25-20 P 4/4 for CONF 3
- Enter airport elevation: 277 ft
- Enter MTOW 73,100 kg
- Interpolate the minimumV2 = 138
- Verify that V2 is at or above the minimum value.
Answer
MTOW = 73,100 kg in configuration 3
V1 = 149 kt, VR = 152 kt, V2 = 155 kt

7.3. MTOW 3
LFPO ATIS
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 PER-TOF-TOD-24 P 1/2

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: 159/59/60 Interpolated Speeds: 155/55/60 Speeds: 156/56/59
Step 4 - Corrections – Influence of runway condition on RTOW

WET: (-0.6 T, ΔV1 = -6, ΔVR = -2, ΔV2 = -2) for Conf 1+F,
(-0.4 T, ΔV1 = -3, ΔVR = 0, ΔV2 = 0) for Conf 2,
(-0.2 T, ΔV1 = -3, ΔVR = 0, ΔV2 = 0) for Conf 3.
Step 5 - Corrections – Influence of delta pressure on RTOW

Δ QNH : -10 hPA.


Δ WET + Δ QNH
Conf 1+F ΔW=-600-800=-1400 Conf 2: ΔW=-400-800=-1200 Conf 3: ΔW=-200-800=-1000
80950 – 1 400 = 79 550 80 950 – 1 200 = 79 750 81 050 – 1 000 = 80 050
ΔV1= -6-0=-6 ΔV1= -3-0=-3 ΔV1= -3-0=-3
ΔVR=-2-0=-2 ΔVR=0 ΔVR=0
ΔV2=-2-0=-2 ΔV2=0 ΔV2=0
Answer:
MTOW = 80 050 kg in configuration 3 SPEEDS: V1 = 153, VR = 156, V2 = 159
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:
• Takeoff runway 08,
• runway condition WET,
• wind -10 kt,
• temperature 47° C,
• QNH 1023 hPA,
Aircraft status:
• MTOW structure 75.5 t
• Takeoff configuration: optimum.
• air conditioning ON,
• anti-icing OFF
Answer:
MTOW = 74 400 kg in CONF 3
V1 = 133 kt
VR = 141 kt
V2 = 144 kt
Check for minimum speeds on RTOW

Check that V2 is not limited by VMU/VMCA

Exercise 2:
• Caution: runway length reduced to 1500 m due to work in progress.
• wind calm,
• QNH 1013 hPA,
Aircraft status:
• Takeoff configuration: optimum.
• anti-icing OFF
Answer:
MTOW = 53 400 kg Conf 1+F.
V1 = 115 kt
VR = 128 kt
V2 = 131 kt

7.4. Determination of Flexible Temperature 1
What is the maximum permissible flexible temperature and associated speeds?
LFPO ATIS
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.

Δ 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. Speeds: 153/153/154
Conf 2 58-2 = 56°C. Speeds: 147/147/150
Conf 3 58-2 = 56°C. Speeds: 146/146/148
NOTE: No speed corrections for a FLEX Takeoff, as weight does not change.
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

LFPO ATIS
Temperature : 3°C
QNH : 1003 hPA


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

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

Δ WET + Δ QNH
Conf 1+F Δ°C =-1-2=-3°C Conf 2: Δ°C =-1-2=-3°C Conf 3: Δ°C =-1-2=-3°C
Tflex = 56°C in Conf 1+F
Step 5 – Total corrections: speeds

WET: ΔV1 = -6, ΔVR = -2, ΔV2 = -2 for Conf 1+F,
ΔV1 = -3, ΔVR = 0, ΔV2 = 0 for Conf 2,
ΔV1 = -3, ΔVR = 0, ΔV2 = 0 for Conf 3.
Speeds = 147 - 151 - 152
When calculating a Flex Takeoff, wet runway speed corrections are the only ones taken into consideration, as they have an
effect on ASD and acceleration.


As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM PER-
TOF-TOD-25-20 P 2/4).

- Refer to FCOM for CONF 1+F
- Interpolate the minimum V2 = 143
Answer:
Tflex = 56°C in Conf 1+F
Speeds = 147 - 151 - 152
NOTE:
CT > OAT
CT > T ref

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

Step 2 - Corrections for Total Anti-ice- Refer to FCOM PER-TOF-TOD-24 P 1/2

Total Anti-ice correction on Flex temp is -11°C.
Step 3 - Corrections – Influence of runway condition. Refer to RTOW

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

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

Δ Anti-ice + Δ WET + Δ QNH
Conf 1+F Δ°C =-11-1-2=-14°C Conf 2: Δ°C =-11-1-2=-14 Conf 3: Δ°C =-11-1-2=-14

Step 6 – Total corrections: speeds

WET: ΔV1 = -6, ΔVR = -2, ΔV2 = -2 for Conf 1+F,
ΔV1 = -3, ΔVR = 0, ΔV2 = 0 for Conf 2,
ΔV1 = -3, ΔVR = 0, ΔV2 = 0 for Conf 3.
Speeds: 147 - 151 - 152.
NOTE:
• When calculating a Flex Takeoff, wet runway speed corrections are the only ones taken into consideration, as they have
an effect on ASD and acceleration.

TOF-TOD-25-20 P 2/4).

Answer
Speeds: 147 - 151 - 152.
NOTE:
CT > OAT
CT > T ref

LFPO ATIS
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 ΔV1= ΔVR= ΔV2=-10 V=133 kt VR=133 kt V2=133 kt

WET: (-1°C, ΔV1 = -6, ΔVR = -2, ΔV2 = -2) for Conf 1+F,

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

Δ WET + Δ QNH Conf 1+F Δ°C =-1-2=-3°C
ΔV1 = -6, ΔVR = -2, ΔV2 = -2 for WET Runway
Speeds: 127 - 131 - 131.

TOF-TOD-25-20 P 2/4).


Answer
Speeds: 127 - 131 - 131.
NOTE:
CT > OAT
CT > T ref

LFPO ATIS
Provides the following data: Actual TOW: 55 T
Takeoff runway : 08 CONF 3
Temperature : 3°C
QNH : 993 hPA CAUTION: runway length reduced to 1500 m due to work in progress

Enter the table Wind 0 and Weight 55 T with CONF 3
Read (63°C 116/17/20).

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

Δ QNH
Δ°C = -2x2 = -4°C
Tflex: 59°C in Conf 3
Speeds: 116 - 117 - 120.
Answer
Tflex: 59°C in Conf 3
Speeds: 116 - 117 - 120.
NOTE:
CT > OAT
CT > T ref

Exercise:
• wind +10 kt,
• QNH 1023 hPA,
Aircraft status:
• Takeoff configuration : Optimum
• anti-icing OFF
Answer:
Take the conf giving the lowest speeds:
CONF 3
T Flex = 51 C
V1 = 151 kt
Vr = 153 kt
V2 = 156 kt
Check for minimum speeds on RTOW

Check that V2 is not limited by VMU/VMCA
Check that corrected temperature: CT <= T flex max
CT > OAT
CT > T ref

7.9. Contaminated Runway
Find the MTOW and speeds.
LFPO ATIS BLEEDS STATUS

Provides the following data: Air conditioning : ON
Takeoff runway : LFPO 08, 3320 m Total Anti-ice : ON
Runway condition : Covered by 9 mm 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 FCOM PER-TOF-TOD-24 P 1/2 and RTOW
Corrections = Δ BLEED + Δ QNH
ΔW = - 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 FCOM PER-TOF-CTA-40-30 P 8/12

Enter the table:
Runway length = 3 000 m as it is the most penalizing for Conf 1 + F,
Runway length = 3 000 m and above for Conf 2,
Runway length = 2 500 m and above for Conf 3
Read decrements:
- 17,300 kg for Conf 1 + F,
- 16,900 kg for Conf 2,
- 17, 000 kg 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

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: 128 kt - 138 kt - 142 kt
NOTE: On contaminated runways, use only TOGA, whatever your Takeoff weight.
Exercise:

• Takeoff runway 08, 3320 m
• runway condition 5 mm water,
• MTOW DRY as calculated in the lesson MTOW calculation (RTOW) :
Conf 1+F : 66 100 kg, Conf 2 : 68 400 kg, Conf 3 : 69 800 kg
Answer:
CONF 2, 55 000 kg
V1 = 115 kt
Vr = 127 kt
V2 = 133 kt
NOTE: On contaminated runways, use only TOGA, whatever your Takeoff weight.

7.10. Flight Planning
Trip
Trip route : Paris - Cairo
Distance : 1791 NM
Wind component : + 30 kts
Cruise : FL 350
: M.78
Alternate
Alternate route : Cairo - Luxor
Distance : 296 NM (ISA ), FL 230
Wind component : + 30 kts
Holding : FL 15 (ISA ) Green Dot Speed
EZFW : 60720 kg
Step 1 - Determination of fuel for holding - Refer to PER-HLD-HLD P 1/4

Enter the table with FL 15 and GW = 60 720 kg
Read the fuel flow: 1158 kg (1158 kg/ is the fuel flow for one engine during one hour)
Step 2 - Determination of fuel for alternate- Refer to PER-OPD-CON-AEO P2/4

Determination of the air distance: use of table PER-OPD-CON-AEO P2/4 enter with 300 NM and 30 kt of tailwind)
Read NAM = 280 NM
Enter table PER-FPL-FLP-ALN-20 P 3/4 with 280 NM and FL 230, read fuel = 2 012 kg
Correct for reference weight deviation: (62 - 55) x 16 = 112 kg
Alternate fuel = 2012 + 112 = 2 124 kg
Step 3 - Determination of fuel to destination - Refer to PER-OPD-CON-AEO P 1/4 and PER-FPL-FLP-QFP-40 P 4/6
Determination of the air distance: use of table PER-OPD-CON-AEO P 1/4 (enter with 1 800 NM and 30 kt of tailwind
Read NAM = 1 684 NM)
Enter table PER-FPL-FLP-QFP-40 P 4/6 with 1 684 NM and FL 350, read fuel = 9 270 kg
Correct for reference weight deviation: (64 - 55) x 78 = 702 kg

Trip fuel = (9 270 + 702) = 9 972 kg
Step 4 - Reserves and taxi fuel

Reserves = 5% of the trip fuel. Reserves = 5% of 9 972 kg = 499 kg
Taxi = 140 kg (cf FCOM)

Step 5 - Total fuel

− Total fuel: Holding + 1158
+ Alternate + 2 124
+ Trip fuel + 9 972
+ Reserves + 499
+ Taxi + 140
----------------------- ------------------------
= Total fuel = 13 893 kg

7.11. Required Landing Distance

Determine the Required Landing Distance
LFBO ATIS Aircraft Status

Provides the following data: GW: 62 t
Wind : Calm CG ≥ 25%
Runway state : Slush CONF FULL
Credit for all thrust reversers
Landing elevation : 1000 ft Maximum manual braking
Step 1 - Refer to QRH PER-LDG-DIS-RLD

Enter gross weight 62 t and runway state SLUSH
Read Required Landing Distance = 1720 m
Step 2 – Apply corrections on Landing Distances (Slush)

Enter SLUSH runway state
Read Altitude per 1000 ft above sea level: + 130 m
Read Reverse per thrust reverser Operative: -70 x 2 = - 140 m
RLD Slush: 1720 + 130 – 140 = 1710 m

Check available runway length at destination: 3300 m
Step 3 – For EASA operators, determine RLD Wet

Enter gross weight 62 t and runway state WET
Read Required Landing Distance = 1600 m
Step 4 – Apply corrections on Landing Distances (Wet)

Enter WET runway state
Read Altitude per 1000 ft above sea level: + 70 m
Reverse per thrust reverser Operative: Not applicable: -0m
RLD Wet: 1600 + 70 – 0 = 1670 m

Note: in case of dispatch under MMEL, multiply RLD by MMEL coefficient.

Step 5 – For EASA operators only, compare RLD Slush and RLD Wet
RLD Slush = 1710 m
RLD Wet = 1670 m
And take the longest: RLD Slush = 1710 m

Note: in case of dispatch under MMEL, multiply RLD by MMEL coefficient.
Answer all operators

Required Landing Distance Slush = 1710 m
Check RLD < LDA
1710 m ≤ 3300 m: Yes

7.12. Landing Distance in Normal Configuration
Determine V APP and In-Flight Landing Distance

Temperature : +5°C A/THR on (APPR COR + 5 kt)
Runway state : 2 mm Slush Autobrake MED
CONF FULL
Landing elevation: 1000 ft Credit for all thrust reversers
Slope : + 2% up
Step 1 – Determine landing performance level, refer to QRH 01-MATT 1/2
Refer to Runway condition assessment matrix for landing
Enter Runway State: 2 mm of slush
Read Performance Level: Good and Max Crosswind: 29 kt
Step 2 - Determine V APP, refer to QRH FPE-IFL-VAP 1/2

Enter gross weight 62 t
Read VLS conf full: 132 kt
Apply 5 kt correction for A/THR
Read V APP = 132 + 5 = 137 kt
Step 3 – Determine In Flight Landing Distance, refer to IN FLIGHT PERFORMANCE QRH FPE-LD 1/4
Enter LANDING DISTANCE – GOOD, CONF FULL
For Autobrake MED, read REF DIST: 1460 m
Step 4 - Apply corrections

Weight per 1 t below 66 t: 4 x - 20 = - 80 m
Speed increment (A/THR): + 110 m
ALT per 1000 ft above SL: + 70 m
REV per thrust reverser operative: 2 x - 20 = - 40 m
1460 – 80 + 110 + 70 – 40 = 1520 m

Answer
CONF FULL
V APP = 137 kt
Landing distance = 1520 m
LD ≤ LDA
1520 m ≤ 3300 m: Yes
FLD = LD x 1.15 ≤ LDA
1520 x 1.15 = 1748 m ≤ 3300 m: Yes
Note:
According to airline policy, to cover variability in flying techniques and unexpected conditions at landing, the flight crew should
apply an appropriate margin to the In-Flight Landing Distances.
Airbus recommends adding a margin of 15% to the In-Flight Landing Distance, except in emergency. (Captain’s decision)
Factored Landing Distance (FLD): In-Flight Landing Distance x 1.15

7.13. Landing Distance in Normal Configuration with Autoland

Using the same conditions as the previous example, determine V APP and In-Flight Landing Distance

Autoland
Landing elevation: 1000 ft CONF FULL
Slope : + 2% up Credit for all thrust reversers
Step 1 – Determine landing performance level and V APP as before
Step 2 – Determine In Flight Landing Distance, refer to IN FLIGHT PERFORMANCE QRH FPE-LD 1/4
Enter LANDING DISTANCE – GOOD, CONF FULL

Speed increment : NA
Autoland = +280 m
1460 – 80 + 70 – 40 + 280 = 1690 m
Answer
CONF FULL
V APP = 137 kt
LD ≤ LDA
1690 m ≤ 3300 m: Yes
1690 x 1.15 = 1944 m ≤ 3300 m: Yes

Compare with manual landing:

CONF FULL
V APP = 137 kt
LD ≤ LDA
1520 m ≤ 3300 m: Yes
1520 x 1.15 = 1748 m ≤ 3300 m: Yes

7.14. Landing Distance in Normal Configuration with MMEL entry

Using the same conditions as the previous example, determine V APP and In-Flight Landing Distance

CONF FULL
Landing elevation: 1000 ft Credit for all thrust reversers
Slope : + 2% up Aircraft dispatched with MMEL item:
F/CTL GND SPLR 1+2 FAULT
Step 1 – Determine landing performance level, V APP and In-Flight Landing Distance as before
Step 2 – MMEL landing distance increase
Refer to MMEL MO-27-64 P 4/6

Read Landing performance computation: Increase landing distance by 10%
1520 x 1.1 = 1672 m
Answer
CONF FULL
V APP = 137 kt
LD ≤ LDA
1672 m ≤ 3300 m: Yes
1672 x 1.15 = 1923 m ≤ 3300 m: Yes

7.15. Landing Distance in Normal Configuration on limiting runway

Landing runway : 32L CG ≥ 25%
Wind : 140 / 05 Autobrake MED
Temperature : 13°C A/THR off
QNH : 1020 hPA Manual landing
Runway state : Dry CONF FULL
Landing elevation : 1000 ft

LDA : 2200 m
Slope : - 3% down

Enter Runway State: Dry
Read Performance Level: Dry and Max Crosswind: 38 kt
Step 2 - Determine V APP, refer to QRH FPE-IFL-VAP 1/2

Enter gross weight 68 t
No approach correction (tailwind)
Read V APP = 138 + 0 = 138 kt
Step 3 – Determine In-Flight Landing Distance, refer to IN FLIGHT PERFORMANCE QRH FPE-LD 1/4
Enter LANDING DISTANCE – DRY, CONF FULL


Weight per 1 t above 66 t: 2 x 30 = + 60 m
WIND per 5 kt tail wind: + 140 m
SLOPE per 1% down slope: 3 x + 10 = + 30 m
REV per thrust reverser operative: 0m
Overweight LDG Proc: + 420 m
1380 + 60 + 50 + 140 + 30 + 420 = 2080 m
Answer 1/2
CONF FULL
V APP = 138 kt
LD autobrake ≤ LDA
2080 m ≤ 2200 m: Yes
FLD autobrake = LD autobrake x 1.15 ≤ LDA
2080 x 1.15 = 2392 m > 2200 m. NO
When landing performance must be confirmed (runway condition different from dispatch, failure affecting landing
performance…) :
• Calculate LD ≤ LDA
• Apply factor of 1.15 recommended by Airbus (except in case of emergency)
• FLD ≤ LDA = OK
• FLD > LDA = not OK except in normal operation, in case of autobrake and runway DRY or WET.
Check FLD maximum manual braking ≤ LDA :
- If OK= Go,
- If not OK = No Go.
Step 5 – Determine In-Flight Landing Distance, refer to IN FLIGHT PERFORMANCE QRH FPE-LD 1/4
Enter LANDING DISTANCE – DRY, CONF FULL
For Maximum manual braking, read REF DIST: 1090 m


Weight per 1 t above 66 t: 2 x 40 = + 80 m
WIND per 5 kt tail wind: + 120 m
SLOPE per 1% down slope: 3 x +20 = + 60 m
Overweight LDG Proc: + 420 m
1090 + 80 + 40 + 120 + 60 – 20 + 420 = 1790 m
Answer 2/2
CONF FULL
V APP = 138 kt
LD max manual braking ≤ LDA
1790 m ≤ 2200 m: Yes
FLD max manual braking = LD max manual braking x 1.15 ≤ LDA
1790 x 1.15 = 2059 m ≤ 2200 m: Yes

7.16. Landing Distance in Abnormal Configuration 1
Determine V APP and In-Flight Landing Distance and compare the CONF 3 and FULL
Wind : 320 / 21 A/THR on
Temperature : 2°C CONF 3 or FULL
QNH : 999 hPA HYD G SYS LO PR
Runway state : 20 mm of wet snow
PIRep : Medium to Poor

LDA : 2600 m
No slope
Enter Runway State: 20 mm wet snow and PIRep: Medium to Poor
Read most conservative Performance Level: Medium to Poor and corresponding max crosswind: 20 kt
Step 2 – Determine ΔVREF and FLAPS LEVER position, refer to IN FLIGHT PERFORMANCE QRH FPE-29 3/4
Enter Performance Level MEDIUM TO POOR and failure G SYS LO PR
Read ΔVREF: CONF FULL = 0, CONF 3 = 6
Read FLAPS LEVER position FULL and 3
Step 3 - Determine V APP, refer to QRH FPE-IFL-VAF 1/2

Enter gross weight 58 t and CG ≥ 25%
Apply ΔVREF correction: CONF FULL = 0, CONF 3 = 6
Apply 7 kt APPR COR (wind 21 kt)
Read V APP CONF FULL = 128 + 0 + 7 = 135 kt
Read V APP CONF 3 = 128 + 6 + 7 = 141 kt

Step 4 – Determine In-Flight Landing Distance CONF FULL, refer to IN FLIGHT PERFORMANCE QRH FPE-29 3/4
Enter performance level Medium to Poor and failure G SYS LO PR.
For CONF FULL, read REF DIST: 2430 m
Note: Reference distance is determined using maximum manual braking.
Step 5 - Apply corrections for CONF FULL

Speed increment : N/A
2430 – 240 + 140 – 150 = 2180 m
Step 6 – Determine In-Flight Landing Distance CONF 3, refer to IN FLIGHT PERFORMANCE QRH FPE-29 3/4
Enter performance level Medium to Poor and failure G SYS LO PR.
For CONF 3, read REF DIST: 2810 m
Note: Reference Distance is determined using maximum manual braking.
Step 7 - Apply corrections for CONF 3

2810 – 320 + 160 – 190 = 2460 m

Answer
CONF 3
V APP = 141 kt
LD ≤ LDA
2460 m ≤ 2600 m: Yes
2460 x 1.15 = 2829 m > 2600 m: No
CONF FULL
V APP = 135 kt
LD ≤ LDA
2180 m ≤ 2600 m: Yes
2180 x 1.15 = 2507 m ≤ 2600 m: Yes
Observe that Conf 3 gives a longer landing distance than Conf FULL.

7.17. Landing Distance in Abnormal Configuration 2

Wind : 320 / 36 G45 A/THR on
Temperature : 33°C F/CTL STAB JAM
QNH : 1032 hPA
Runway state : Dry

No slope
Enter Runway State: Dry
Read Performance Level: Dry and Max Crosswind: 38 kt
Step 2 – Determine ΔVREF and FLAPS LEVER position, refer to IN FLIGHT PERFORMANCE QRH FPE-27 1/6
Enter Performance Level: Dry and failure STAB JAM
Read ΔVREF = 10
Read FLAPS LEVER position 3
Step 3 - Determine V APP, refer to QRH FPE-IFL-VAF 1/2

Enter gross weight 54 t and CG ≥ 25%
Apply ΔVREF correction: 10 kt
Apply 12 kt APPR COR (wind 36 kt excluding gusts)
Read V APP CONF 3 = 123 + 10 + 12 = 143 kt
Note: ΔVREF + APPR COR must be limited to 20 kt

Step 4 – Determine In-Flight Landing Distance CONF FULL, refer to IN FLIGHT PERFORMANCE QRH FPE-IFL-27
1/6
Enter performance level Dry and failure STAB JAM
Read REF DIST: 1280 m
Step 5 - Apply corrections for CONF 3

TEMP per 10C above ISA 2 x +50 + 100 m
REV per thrust reverser operative: 2 x -20 = - 40 m 0
1280 – 120 + 50 + 100 – 40 = 1270 m
Answer
CONF 3
V APP = 143 kt
LD ≤ LDA
1270 m ≤ 3500 m: Yes
1270 x 1.15 = 1461 m ≤ 3500 m: Yes

7.18. Landing Exercises
Exercise 1
DATA
Wind : 140 / 05 CONF FULL
Temperature : 13°C Autobrake MED
QNH : 1020 hPA A/THR off
Runway state : Wet
ESF : Good to Medium
Due to noise abatement NO REV

Slope : 3% down
Answer
CONF FULL
V APP = 138 kt
LD ≤ LDA
2630 m ≤ 3500 m: Yes
2630 x 1.15 = 3025 m ≤ 3500 m: Yes
Exercise 2
DATA
Wind : 260 / 05 A/THR ON
Temperature : 20°C HYD G+Y SYS LO PR
QNH : 1020 hPA
Runway state : Dry

No slope

Answer
CONF 3
V APP = 153 kt
LD ≤ LDA
2430 m ≤ 3500 m: Yes
NB: Factored Landing Distance not applied in this exercise as we consider HYD G+Y SYS LO PR as an emergency (Captain’s
decision).
Exercise 3
DATA

Landing runway : 32L CG < 25%
Wind : 350 / 12 A/THR ON
Temperature : 13°C F/CTL FLAPS LOCKED (FLAPS <1)
QNH : 1010 hPA
Runway state : Wet

No slope
Answer
CONF 3
V APP = 150 kt
LD ≤ LDA
1780 m ≤ 3500 m: Yes
1780 x 1.15 = 2047 m ≤ 3500 m: Yes

7.19. Go-Around Weight
Determine maximum Go-Around weight. Refer to: PER-OPD-GEN P 3/10 and PER-GOA-ACG-NOR P 1/2 and 2/2
DATA
Estimated landing weight: 64 500 kg
Airport elevation: 1300 ft
Temperature: 46°C
QNH : 990 hPA
Step 1 Determine Airport pressure altitude – refer to FCOM table PER-OPD-GEN P 3/10
- Altitude correction = 700 ft
- Airport elevation = 1 300 ft
- Airport pressure altitude = 700 + 1 300 = 2 000 ft
Step 2 Refer to table PER-GOA-ACG-NOR P 1/2 and 2/2 corresponding to FLAPS configuration
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:
- 75 500 kg on CONF 2
- 75 200 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.
Answer:
Conf 2 gives the highest Go-Around weight of 75 500 kg

7.20. Go-Around Temperature
Determine maximum Go-Around weight. Refer to: PER-OPD-GEN P 3/10 and PER-GOA-ACG-NOR P 1 and P 2
DATA
Estimated landing weight: 64 500 kg
Airport elevation: 300 ft
Temperature: 32°C
Conf 3
QNH 1023 hPA
Step 1 Determine Airport pressure altitude – refer to FCOM PER-OPD-GEN P 3/10

- Altitude correction: -300 ft
- Airport elevation: +300 ft
- Pressure Altitude: = 0 ft
Step 2 Refer to FCOM PER-GOA-ACG-NOR P 2/2

Enter column for airport pressure altitude, here 0 ft
Step 3
Try to find estimated landing weight value.
In this case, last line reads 72 700 kg
Step 4
Read corresponding maximum Go-Around temperature in LH column.
Check it is above the OAT (32°C).
Here 55°C is also T MAX.
Answer:
No Go-Around climb gradient limitation at 64 500 kg.

7.21. Single Engine Operation 1

Standard strategy
DATA
Conditions:
Gross Weight: 70 T
CRZ Flight Level 350
SAT - 56°C
Step 1 - Determine LRC ceiling refer to QRH FPE-OEI P 1/4

Enter Gross weight: 70 T
Read LRC Gross ceiling for: FL 223
Step 2 - Determine descent parameters. Refer to FCOM PER-OEI-DES-10 P 1/2

Enter initial Flight Level 350
Enter level off flight level 220
Substract values of FL 220 from those of FL 350
Read time: 14 min, fuel: 458 kg, distance: 102 nm.
Answer:
Time: 14 mn
Fuel: 458 kg
Distance: 102 nm
Remark: Refer to QRH FPE-OEI P 3/4 to read single engine long range cruise speed. IAS: 266 kt.

7.22. Single Engine Operation 2

Find the strategy to adopt.
DATA
SAT : - 56° C (ISA = + 15)
GW : 68 000 kg
FL : 350
MORA : 24 000 ft
Step 1 - LRC Ceiling - Refer to QRH FPE-OEI P 1/4

Enter the table Weight 68 000
Read LRC ceiling = 24 000 ft
As LRC ceiling is below the MORA, the standard strategy cannot be adopted.
Step 2 - Drift Down Ceiling - Refer to QRH FPE-OEI P 2/4

Enter the table Weight 68 000 / FL 350
Read Drift Down ceiling = 25 000 ft
Answer
The drift down strategy has to be adopted.
Drift down ceiling = 25 000 ft

7.23. Load and Trim Sheet
DATA
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



FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOCUMENTATION) WEIGHT & BALANCE REMINDER
8. WEIGHT & BALANCE REMINDER

CONTENTS:
8.1 CG Envelope ................................................................................................................................................. 201


8.1 CG ENVELOPE
Objectives
− Reminder
− W&B presentation
− Exercises
A 320

The mean aerodynamic chord (mac) is determined on the aircraft structure. It is defined according to its distance from
the aircraft reference axes and the chord length.
Mean aerodynamic chord

The CG position is expressed as a percentage of the mean aerodynamic chord.

It must remain between a forward and an aft certified limit depending on the aircraft weight.
Mean aerodynamic chord
The CG position affects the takeoff performance capability of the aircraft.

The CG position affects the stability and the maneuverability of the aircraft.
The CG position affects fuel consumption.
An aft CG reduces fuel consumption.
x
x x x
Trim


FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOUMENTATION) TAKEOFF PERFORMANCE REMINDER
9. TAKEOFF PERFORMANCE REMINDER

CONTENTS:
9.1. LIMITING SPEEDS ................................................................................................................. 207

9.2. OPERATING SPEEDS: V1, VR, V2.......................................................................................... 212
9.3. TAKEOFF LENGTHS .............................................................................................................. 215
9.4. TAKEOFF DISTANCES .......................................................................................................... 218
9.5. LINE UP ALLOWANCES ....................................................................................................... 221
9.6. TAKEOFF TRAJECTORY ...................................................................................................... 224
9.7. RUNWAY CONDITION .......................................................................................................... 226
9.8. FACTORS OF INFLUENCE.................................................................................................... 227
9.9. TAKEOFF OPTIMIZATION ................................................................................................... 232
9.10. ENGINE PERFORMANCE.................................................................................................... 235


9.1. Limiting Speeds

9.1.1. 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 Takeoff continuation
Determination of VMCG:
lateral deviation under 30 ft

9.1.2. 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

9.1.3. 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

9.2. Operating Speeds: V1, VR, V2

9.2.1. 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
V V1 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.

9.2.2. Operating Speeds: VR

Definition:
VR is the Rotation speed at which the aircraft is rotated for lift off.
9.2.3. 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).
9.2.4. 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

9.3. Takeoff Lengths

9.3.1. Runway:
“ Rigid or flexible rectangular area made of concrete or asphalt used for Takeoff and landing ”
9.3.2. 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.
9.3.3. 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
9.3.4. Takeoff Distance Available
TODA
It is the Runway + Clearway lengths.

9.3.5. Takeoff Run Available
TORA
It is the Runway length only.
9.3.6. Acceleration Stop Distance Available
ASDA
It is the Runway + Stopway lengths.

9.4. Takeoff Distances

9.4.1. Takeoff Distances (TOD)
• Takeoff Distance (TOD)
• Takeoff Run (TOR)
• Acceleration Stop Distance (ASD)
9.4.1.1. One Engine Inoperative
All Engines Operating One Engine Inoperative
V2
TODOEI = From BR to 35 ft
VEF V1 VLOF
VR
35 ft
TODOEI
9.4.1.2. All Engines Operating
All Engines Operating + 15%
V2
V1 VR VLOF
35 ft
TODAEO

9.4.2. Takeoff Run Distances (TOR)

9.4.2.1. 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

9.4.3. Accelerate Stop Distance (ASD)

9.4.3.1. 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.

9.4.4. Association of Takeoff Distances and Lengths
V2
35 ft
V=0 V1 VR VLO
RWY CWY
SWY
TOR
ASD
TOD
9.5. 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 Takeoff. 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

aircraft minimum line up distance correction
model
TODA (m) ASDA (m)
A320 12 26
Takeoff
Distance
( T O D)
adjustment
Accelerate Stop
Distance (ASD)
adjustment

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

9.6. Takeoff Trajectory
Minimum acceleration height:

- 400 ft above the Takeoff surface (regulation) or,
- Higher in case of obstacles.
ONE ENGINE OUT
End
TO dist. Climb
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

Minimum acceleration height: altitude that can be Green dot:

achieved with one engine out and the other at
best lift-to-drag ratio:
Takeoff thrust for a maximum of 10 min.
10 min after TO
ONE ENGINE OUT
MAXIMUM ACCELERATION HEIGHT

TO dist. Climb
Gradient > 2.4%
35 ft
Gradient > 0%
V1
Segments: 1 2 3

9.7. Runway Condition

9.7.1. LPC List Box
9.7.2. 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

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

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

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

account, according to regulation.
ground speed

9.8.1.2. Tailwind
Tailwind air speed wind
Tailwind increases TO distances
Regulation prescribes that

150% should be taken into account.
ground speed
9.8.1.3. 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

9.8.1.4. Runway Slope

It mustn't exceed ± 2%
Positive slope increases TO distances
± 2%
Negative slope decreases TO distances

9.8.1.5. 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

9.8.1.6. Decision Speed V1

The most penalizing conditions are taken into account: the failure ( VEF ) occurs 1 second before V1.
Long TOD
VEF VR VLOF 35 ft
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.
9.8.1.7. 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

9.9. Takeoff Optimization

9.9.1. 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
9.9.2. Other Limitations:

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

9.9.3. 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

9.9.4. 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

9.10. Engine Performance

9.10.1. 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
9.10.1.1. 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

9.10.2. Flexible Takeoff

9.10.2.1. 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.

9.10.3. 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 Takeoff 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 Takeoff may allow to increase TO

The Derated TO thrust is therefore to be considered as the maximum TO thrust rating available for a given Takeoff.
It determines the new VMCG and the new VMCA applicable during that Takeoff.
The use of Derated Takeoff 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 Takeoff :
TOGA Thrust • significant reduction of engine stress (like Flex TO),
• decreasing TOGA will also decrease VMCG, and
the available value of V1, which enables short TO,
• allowed on contaminated Runways.
Max. thrust
available
OAT (°C)
-10 -5 0 5 10 15 20 25 30 35 40
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 Takeoff is computed by • A new set of performance data is provided in the Flight
adjusting the max Takeoff thrust performance. Manual for each derate level.
• At any moment it is possible to recover TOGA. • TOGA selection is not possible during Takeoff.
• Thrust setting parameters for flex Takeoff are not • Thrust setting parameters are considered as an
considered as Takeoff operating limits. operating limit for Takeoff.
• Flex Takeoff cannot be performed on contaminated • Derated Takeoff is allowed on contaminated runways.
runways.


FLIGHT CREW PERFORMANCE COURSE (WITH AIRBUS DOUMENTATION) LANDING PERFORMANCE REMINDER
10. LANDING PERFORMANCE REMINDER

CONTENTS:
10.1. Dispatch Definitions ...............................................................................................................................................244

10.1.1. Landing Distance Available ..........................................................................................................................244
10.1.2. Required Landing Distance ...........................................................................................................................245
10.1.3. Actual landing distance ................................................................................................................................247
10.2. In-Flight Definitions ...............................................................................................................................................249
10.2.1. In Flight Landing Distance ...........................................................................................................................249
10.2.2. Factors of influence .......................................................................................................................................250
10.3. Go-around definitions .............................................................................................................................................251

10.1. Dispatch Definitions

10.1.1. Landing Distance Available
LDA = Landing Distance Available

LDA ≤ TORA
Note: Stopway is not used for landing calculations
LDA
LDA
Displaced
Threshold

10.1.2. Required Landing Distance
GS = 0 kt
50 ft
ALD
Dry Runway (No reversers):

RLDDRY = ALDDRY x 1.66 < LDA
50 ft GS = 0 kt
ALD
Wet Runway (No reversers):
RLDWET = 1.15 x RLDDRY < LDA

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

RLDCONTA = Greatest of (1.15 x ALDCONTA or RLDWET) EASA-OPS only

10.1.3. Actual landing distance
Braking means :
- Brakes
- Spoilers
- Antiskid
- Reversers (except on dry runway)
50 ft GS = 0 kt
4 – 5s at VAPP
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

ALD determined with

VAPP = 1.23 Vs1g no slope and
In Landing configuration ISA conditions
50 ft GS = 0 kt
ALD
Actual Landing Distances are Touch down at VAPP

demonstrated during flight tests
Maximum braking is
assumed from the
touchdown

10.2. In-Flight Definitions

10.2.1. In Flight Landing Distance
Braking means :
- Brakes
- Spoilers
- Antiskid
- Reversers (except on dry runway)
7s at VAPP
LD
The In Flight Landing Distance (IFLD) is the

distance measured from the runway threshold,
required to land and bring the aircraft to a complete
stop.

VAPP = 1.23 Vs1g

In Landing configuration
50 ft GS = 0 kt
LD
In Flight Landing Distances Touch down at 96% of VAPP

are achievable by line pilots.
Maximum braking is assumed
In Flight Landing Distances from the touchdown
are longer than ALD.
10.2.2. Factors of influence
In Flight Landing Distance is corrected for:

- Weight
- Speed
- Airport elevation
- Wind (tail wind)
- Temperature
- Slope

10.3. Go-around definitions

Approach interrupted : flaps retracted by one step during the go-around.
Vapp > 1.23 Vs1g

Vapp< 1.4 Vs1g
Min GA gradient
2.1 % for a twin
2.7 % for a quad
• 1 engine out
• TOGA thrust
GS = 0 kt
• Gear up
50 ft
• Approach Conf
LD
Note: Min gradient 2.5% for all A/C types

after a CAT II/III approach

Generally, Landing Weight is much lower than Max Go-Around Weight : the landing climb does not really constitute a limitation
at destination.
But the landing climb can constitute a limitation in case of an overweight landing just after the takeoff.
Min GA gradient:
3.2 % for all types.
V > 1.13 Vs1g

• All engines
V < 1.23 Vs1g
• TOGA thrust MTOW
• Gear extended
• Landing Conf

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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

AIRBUS Environmental Recommendation

 U512ST0 TABLE OF CONTENTS Pages

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

2. OPERATIONS DOCUMENTS .................................................................................................... 7

3. FCOM PROCEDURE EXTRACTS .......................................................................................... 21

4. FCOM LIMITATION EXTRACTS .......................................................................................... 27

5. FCOM PERFORMANCE EXTRACTS .................................................................................... 39

6. QRH EXTRACTS ........................................................................................................................ 97

7. GUIDED EXAMPLES .............................................................................................................. 153

8. WEIGHT AND BALANCE REMINDER ............................................................................... 199

9. TAKEOFF PERFORMANCE REMINDER .......................................................................... 205

10. LANDING PERFORMANCE REMINDER ......................................................................... 243

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1.1. Schedule of the Course ................................................................................................................................................ 3

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1.1. Schedule of the Course

Performance Training Manual:

Computer Flight Plan

Takeoff Data Calculation

DATE: JUL 2012 Page 3 ZUAD115

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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1.3. FCOM and QRH acronyms

GEN : General Information

FPE : In Flight Performance

SOH : Summary Of Highlights

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2.1. Computerized Flight Planning Paris/Cairo/Louxor ..................................................................................................... 9

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2.1. Computerized Flight Planning Paris/Cairo/Louxor

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2.2. Takeoff 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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