U532st0 LPC

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

TRANSITION COURSE
WITH LPC - NG
Rtr: U532ST0
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 S.A.S.
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 STANDARD PERFORMANCE COURSE (LPC - NG) CONTENTS
 U532ST0 TABLE OF CONTENTS Pages
1. COURSE CONTENTS .................................................................................................................. 1
2. OPERATIONS DOCUMENTS .................................................................................................... 7
3. FCOM PROCEDURE EXTRACTS .......................................................................................... 13
4. FCOM LIMITATION EXTRACTS .......................................................................................... 19
5. FCOM PERFORMANCE EXTRACTS .................................................................................... 31
6. QRH EXTRACTS ........................................................................................................................ 63
7. GUIDED EXAMPLES .............................................................................................................. 115
8. LPC FINAL EXERCISE ........................................................................................................... 159
9. LPC WEIGHT & BALANCE REMINDER ........................................................................... 167
10. TAKEOFF PERFORMANCE REMINDER ........................................................................ 173
11. LANDING PERFORMANCE REMINDER ......................................................................... 211
DATE: JUL 2012 Page i ZFCP108

FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC - NG) CONTENTS
DATE: JUL 2012 Page ii ZFCP108

FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC - NG) 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 ZFCP118


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
LPC utilisation
LPC presentation
Weight & balance
Takeoff calculation
In-flight calculation
Landing calculation
Flight Operations
Fuel Penalty Factor
Cruise Optimization
LPC Application exercises
Additional Performance
Performance Review

1.2. Course Objectives

− The main objective of this course is to present the AIRBUS performance documentation:
• The LPC – NG performance tool,
• Flight Crew Operating Manual, FCOM
− 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),
•How to determine the landing distance and approach speed,
•How to determine the aircraft loading & balance
•How to perform In Flight calculation (Flight planning, level off altitude, holding…).

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 STANDARD PERFORMANCE COURSE (LPC - NG) OPERATIONS DOCUMENTS
2. OPERATIONS DOCUMENTS
CONTENTS:
2.1. Computerized Flight Planning Paris/Cairo/Louxor ..................................................................................................... 9

2.1. Paris Orly Airport Chart ............................................................................................................................................ 10
2.2. Cairo Airport Chart .................................................................................................................................................... 11


2.1. Computerized Flight Planning Paris/Cairo/Louxor

2.1. Paris Orly Airport Chart

2.2. Cairo Airport Chart


FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC - NG) FCOM PROCEDURE EXTRACTS
3. FCOM PROCEDURE EXTRACTS

CONTENTS:
3.1. Supplementary Procedures ........................................................................................................................................ 15
DATE: JUL 2012 Page 13 ZFPC138


3.1. Supplementary Procedures




FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC - NG) FCOM LIMITATION EXTRACTS
4. FCOM LIMITATION EXTRACTS

CONTENTS:
4.1. Weight and Center of Gravity Limits ........................................................................................................................ 21

4.2. Environmental Envelope and Airport Operations ...................................................................................................... 22
4.3. Speed Limitations ...................................................................................................................................................... 25


4.1. Weight and Center of Gravity Limits

4.2. Environmental Envelope and Airport Operations



4.3. Speed Limitations






FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC - NG) FCOM PERFORMANCE EXTRACTS
5. FCOM PERFORMANCE EXTRACTS

CONTENTS:
5.1. Operating Data ........................................................................................................................................................... 33

5.2. Takeoff....................................................................................................................................................................... 35
5.3. Flight Planning........................................................................................................................................................... 42
5.4. Go-Around ................................................................................................................................................................. 46
5.5. Landing ...................................................................................................................................................................... 49
5.6. One Engine Inoperative ............................................................................................................................................. 57


5.1. Operating Data


5.2. Takeoff







5.3. Flight Planning




5.4. Go-Around



5.5. Landing








5.6. One Engine Inoperative






FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC - NG) QRH EXTRACTS
6. QRH EXTRACTS
CONTENTS:
6.1. Abnormal and Emergency Procedures....................................................................................................................... 65

6.2. In Flight Performance ................................................................................................................................................ 66
DATE: NOV 2011 Page 63 ZFCP168


6.1. Abnormal and Emergency Procedures

6.2. In Flight Performance

















































A318/319/A320/A321 PERFORMANCE TRAINING MANUAL
FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC – NG) GUIDED EXAMPLES
7. GUIDED EXAMPLES
CONTENTS:
7.1. Takeoff Exercices .................................................................................................................................................... 118

7.1.1. Exercise 1: MTOW ........................................................................................................................................ 118
7.1.2. Exercise 2: Flex Takeoff ................................................................................................................................ 120
7.1.3. Exercise 3: Contaminated Runway Takeoff ................................................................................................... 121
7.1.4. Exercise 4: Takeoff with an Additional Obstacle ........................................................................................... 122
7.1.5. Exercise 5: Takeoff with an Inoperative Item ................................................................................................ 123
7.1.6. Exercise 6: Takeoff Shift ................................................................................................................................ 124
7.2. Weight & Balance Exercises ................................................................................................................................... 125
7.2.1. Exercise 1 : Detailed entry ............................................................................................................................. 125
7.2.2. Exercise 2: Last minute change ...................................................................................................................... 126
7.2.3. Exercise 3: Reduced entry mode .................................................................................................................... 127
7.2.4. Exercise 4 : Misc Load ................................................................................................................................... 128
7.2.5. Exercise 5 : Load check ................................................................................................................................. 129
7.3. In-Flight Exercises ................................................................................................................................................... 130
7.3.1. Exercise 1: Climb ........................................................................................................................................... 130
7.3.2. Exercise 2: Cruise........................................................................................................................................... 131
7.3.3. Exercise 3: Descent all engines ...................................................................................................................... 132
7.3.4. Exercise 4: Descent one engine out ................................................................................................................ 133
7.3.5. Exercise 5: Holding ........................................................................................................................................ 134
7.3.6. Exercise 6: Flight Planning ............................................................................................................................ 135
7.4. Landing Exercises .................................................................................................................................................... 136
7.4.1. Exercise 1: Dispatch ....................................................................................................................................... 136
7.4.2. Exercise 2: In-Flight ....................................................................................................................................... 137
7.4.3. Exercise 3: In-Flight with limiting runway .................................................................................................... 138
7.4.4. Exercise 4: CAT II ......................................................................................................................................... 139
7.4.5. Exercise 5: DUAL HYD FAILURE............................................................................................................... 140
7.4.6. Exercise 6: FLAPS LOCKED ........................................................................................................................ 141
7.5. Landing Exercises with QRH .................................................................................................................................. 142
7.5.1. Required Landing Distance ............................................................................................................................ 142

7.5.2. Landing Distance in Normal Configuration ................................................................................................... 144

7.5.3. Landing Distance in Normal Configuration with Autoland ........................................................................... 146
7.5.4. Landing Distance in Normal Configuration with MMEL entry ..................................................................... 148
7.5.5. Landing Distance in Normal Configuration on limiting runway .................................................................... 149
7.5.6. Landing Distance in Abnormal Configuration 1 ............................................................................................ 152
7.5.7. Landing Distance in Abnormal Configuration 2 ............................................................................................ 155
7.5.8. Landing Exercises .......................................................................................................................................... 157

Maximum Takeoff Weight due to limiting

Landing Weight at destination
MTOW is the Maximum Takeoff Weight due to limiting

Go Around Weight at destination
lowest of
Limiting performance Takeoff Weight

(obtained with Regulated Takeoff Weight
Charts
Use of RTLOW Charts

7.1. Takeoff Exercices
7.1.1. Exercise 1: MTOW
Please be aware that the screen numerical results given are only examples.
On the entry screen of the LPC tool, choose an A320 model (A320-214) and serial number (SIM320CM)
Enter a flight number (ORYCAI) or your departure Paris-Orly (LFPO) and destination Cairo (HECA).
Determine the MTOW, corresponding speeds and optimum configuration.
Takeoff runway Orly 02 Aircraft status

WIND 080/15 kt
No anti-ice,
TEMP 13 °C
Max certified weight: 73.5 t,
QNH 995 hPa
CG standard,
Runway condition: dry
Air Cond ON
No inop item.

Step 1
Select the T.O PERF module.
Step 2
In the Takeoff PERF module, enter the runway.
Step 3
Enter the conditions listed above.
Step 4
Check “OPT CONF”.
Step 6
Launch the computation (F8 key).
Answer:
MTOW =...................... V1 =...................... VR =...................... V2 =......................
CONF =...................... TFlex =......................

7.1.2. Exercise 2: Flex Takeoff

Determine the FLEX, corresponding speeds and optimum configuration.

WIND 060/12-20 kt
No anti-ice,
TEMP 13 °C
QNH 995 hPa
CG standard,
Air Cond ON
No inop item.
Answer
TFlex =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =......................

7.1.3. Exercise 3: Contaminated Runway Takeoff

Determine the MTOW, corresponding speeds and optimum configuration.

WIND 020/10-20 kt
Total anti-ice On,
TEMP -4 °C
QNH 1002 hPa
CG standard,
Runway condition : 11 mm slush
Air Cond ON
No inop item.
Answer
MTOW =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =...................... TFlex =......................
TIP1: No Flex on contaminated runways.

7.1.4. Exercise 4: Takeoff with an Additional Obstacle


WIND 090/12 kt
No anti-ice,
TEMP 6 °C
TOW: 71.8 t,
QNH 1018 hPa
CG standard,
Air Cond ON
No inop item.
NOTAM LFPO: OBSTACLE ERECTED. OBST: CRANE ERECTED PSN: AT 1120 M FROM THR 26 AND
100 M FROM AXIS OF RWY. HEIGHT: 200 FT ALT ON TOP: 482 FT.
Answer
MTOW =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =...................... TFlex =......................

7.1.5. Exercise 5: Takeoff with an Inoperative Item


WIND 040/5 kt
No anti-ice,
TEMP 11 °C
QNH 995 hPa
CG standard,
Air Cond ON
One brake inop.
Answer
MTOW =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =...................... TFlex =......................
TIP: Note the inoperative item is mentioned in red.

7.1.6. Exercise 6: Takeoff Shift

With the same conditions than in the previous exercise, can you Takeoff from the intermediate point, where you loose
820 m of Takeoff length at runway start.

7.2. Weight & Balance Exercises
7.2.1. Exercise 1 : Detailed entry

Determine the ZFW, ZFCG, TOW, TOCG, LW, LDCG, T.O. THS
Flight from Paris Orly (LFPO) to Cairo (HECA).
CONFIG: SCHEDULED PAX : 144/4/2

ENTRY MODE: DETAILED CARGO : 3800 kg
CREW 2/4 FOB : 9.8 T
CATERING 75% PAX TRIP FUEL : 6.4 T
MISC: NONE TAXI FUEL: STD
MTOW 73.5 T MLW 64.5 T DENSITY: 0.785
No INOP items
AIRCRAFT LOADING CONDITION

Passengers Freight
144 adults, 4
Total going to HECA Total going to HECA 3 800 kg
children, 2 infant
CP1 1 000 kg
OA 11
Distribution Distribution CP3 1 000 kg
OB 72
CP4 1 500 kg
OC 67
CP5 300 kg
Step 1
Select the weight & balance module.
Step 2
Select your cabin configuration. (F3 key)
Step 3
Enter your loading. (F4 key)
Step 4
Distribute the load in the cargo compartments ((F2 key).
Step 6
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................
Check that these values are within the approved envelopes.

7.2.2. Exercise 2: Last minute change

Determine the ZFW, ZFCG, TOW, TOCG, LW, LDCG, T.O. THS following a last minute change.
Using the same data as in the previous exercise, can you accept 3 additional adult passengers in cabin OC and 3 pieces
(80 kg) of luggage in Cargo 5?
Step 1
Select ENTRY MODE: REDUCED
Step 2
Enter the additional passengers (3).
Step 3
Enter the additional cargo in Cargo 5 (80).
Check no overload.
Step 4
Launch the computation (F8 key)
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................
These values being within the approved envelopes, we can accept the passengers.

7.2.3. Exercise 3: Reduced entry mode

Determine the TOW, TOCG, LW, LDCG, T.O. THS
CONFIG: SCHEDULED ZFW: 58.3 T

ENTRY MODE: REDUCED ZFCG: 36.4 T
MTOW 73.5 T MLW 64.5 T
FOB : 11.3 T
TRIP FUEL : 8.8 T
TAXI FUEL: 0.5 T
DENSITY: 0.785
No INOP items
Step 1
Select ENTRY MODE: REDUCED
Step 2
Step 3
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................

7.2.4. Exercise 4 : Misc Load

CONFIG: CHARTER PAX : 155/7

CREW: 2/6 FOB : 13.3 T
CATERING: FULL PAX TRIP FUEL : 10.8 T
MISC: TOOL KIT AND SPARE TYRE TAXI FUEL: STD
DENSITY: 0.785
MTOW 73.5 T MLW 64.5 T No INOP items

Passengers Freight
Total going to HECA 155 adults, 7 children Total going to HECA 3 450 kg
CP1 900 kg
OA 12
OB 78
CP4 1 200 kg
OC 72
CP5 150 kg
Step 1
Step 2
Step 3
Step 4
Step 6
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................

7.2.5. Exercise 5 : Load check

CONFIG: SCHEDULED PAX : 138

CREW 2/4 FOB : 11 T
CATERING 75% PAX TRIP FUEL : 7.7 T
MTOW 73.5 T MLW 64.5 T DENSITY: 0.785
No INOP items

Passengers Freight
Total going to HECA 138adults Total going to HECA 4 800 kg
CP1 1 000 kg
OA 10
Distribution Distribution CP3 800 kg
OB 66
CP4 1 600 kg
OC 62
CP5 1 400 kg
Step 1
Step 2
Step 3
Step 4
Step 6
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................

Do you accept this loading ?

7.3. In-Flight Exercises
7.3.1. Exercise 1: Climb

Find the time, fuel burn, distance to reach your CRZ altitude
WIND HD5 Target ALT 27.000 ft
TEMP D ISA +5 SCHEDULE: best rate of climb
A-ICE: Off
GW 72.6 2 ENG operative
Cg 33% Thrust CL
AIR COND: LO Fuel factor 0
No INOP items
Step 1
Select the In-Flight perf module.
Step 2
Select the CLB page.
Step 3
Enter the conditions (F3 key).
Step 4
Enter the climb data (F4 key).
Step 5
Step 6
Check the detailed results (F10).
Answer
TIME =...................... FUEL =...................... DIST =...................... TAS =......................

7.3.2. Exercise 2: Cruise

Find the fuel flow, specific range and optimum altitude.
WIND TL3 ALT RULE 27.000 RVSM ODD
TEMP SAT -46
A-ICE: Off SPD TYPE: Fixed speed, M. 79
GW 69.3 2 ENG operative
Cg 33% Thrust CL
AIR COND: NORM Fuel factor 0
No INOP items
Step 1
Select the CRZ page.
Step 2
Step 3
Enter the cruise data (F4 key).
Step 4
Step 5
Answer
FF =...................... SR =...................... OPTIMUM ALT =......................

7.3.3. Exercise 3: Descent all engines

Find the time, fuel burn, distance to reach your Target altitude
WIND TL3 DES TYPE: STANDARD
TEMP SAT -46 INIT ALT 35.000 ft
A-ICE: Off TRGT ALT 1500 ft
GW 52.9
Cg 33% SCHEDULE: FXD SPD, constraint 250 kt/10.000ft
AIR COND: NORM 2 ENG operative
Thrust CL
Fuel factor 0
No INOP items
Step 1
Select the DES page.
Step 2
Step 3
Enter the descent data (F4 key).
Step 4
Step 5
Answer
TIME =...................... DIST =...................... FUEL =......................

7.3.4. Exercise 4: Descent one engine out

Find the DES TYPE and level off altitude.
WIND HD10 INIT ALT 35.000 ft
TEMP DISA +12 1 ENG OUT
A-ICE: Off Fuel factor 0
GW 73.5 No INOP items
Cg 33%
AIR COND: LO MORA is 21.300 ft
Step 1
Select the DES page.
Step 2
Step 3
Enter the descent data (F4 key).
Step 4
Step 5
Answer
DES TYPE =...................... LEVEL OFF =...................... TIME =......................
DIST =...................... FUEL =......................

7.3.5. Exercise 5: Holding

Find the distance, fuel burn, speed and N1 for your holding.
TEMP -1°C ALT 4500 ft
A-ICE Total COMPUTATION TYPE: FUEL
GW 51.6 HOLDING TIME: 30 min
Cg 33%
AIR COND: NORM STRATEGY: Straight line holding
2 ENG operative
Thrust CL
Fuel factor 0
L/G EXTENDED
Step 1
Select the HLD page.
Step 2
Step 3
Enter the holding data (F4 key).
Step 4
Enter the non standard aircraft system (F5 key).
Step 5
Answer
DIST =...................... FUEL BURN =...................... SPEED =...................... N 1 =......................

7.3.6. Exercise 6: Flight Planning

Find the trip fuel, time and air distance.
WIND HD 10 COMPUTATION TYPE: FLIGHT PLAN
TEMP DISA -5 DIST: 2130 nm
A-ICE OFF ALT RULE: CRZ ALT 33.000 ft RVSM ODD
INIT WGHT 71.4 SPD TYPE: LRC speed
Cg 33%
AIR COND: NORM 2 ENG operative
Fuel factor 0
No INOP items
Step 1
Select the PLAN page.
Step 2
Step 3
Enter the holding data (F4 key).
Step 4
Step 5
Answer
TAXI + TRIP FUEL =...................... TIME =...................... AIR DIST =......................

7.4. Landing Exercises
7.4.1. Exercise 1: Dispatch

For dispatch purposes determine the MLW, RLD and ALD.
Landing runway Cairo 23L Aircraft status
WIND 230/15 kt No anti-ice,
TEMP 25 °C LW : 62 t
QNH 1008 hPa Landing CG basic (> 25%),
Runway state: water 4 mm Landing CONF FULL,
Air Cond ON,
Approach type: normal,
Landing technique: manual,
No inop item.
Step 1
Select the landing module.
Step 2
Choose the airport and runway (F2 key).
Step 3
Select the dispatch conditions (F3 key)
Step 4
Enter the conditions.
Step 5
Launch the computation.(F8 key)
Step 6
Answer
MLW =...................... RLD =...................... ALD =......................
Compare the RLD with the available runway length.

7.4.2. Exercise 2: In-Flight

In flight, determine the LD, FLD, GA gradient and Vapp.
WIND 050/5 kt Eng anti-ice,
TEMP 16 °C LW 68 T,
Runway state: wet Landing CONF FULL,
ESF good to medium Air Cond ON,
Due to noise abatement avoid use of reversers at Approach type: normal,
landing. Vpilot 5,
Landing technique: manual – A/THR off
Braking mode: med
No inop item.
Step 1
Select the in-flight condition
Step 2
Enter the conditions (F3 key)
Step 3
Step 4
Answer
LD =......................
FLD =...................... Compare the FLD with the available runway length.
GA gradient =......................
VLS =......................
VAPP =......................
Cross-check computed VLS with the value displayed on the MCDU PERF APPR page.

7.4.3. Exercise 3: In-Flight with limiting runway

In flight, determine the LD, FLD, GA gradient and Vapp.
Runway state: dry Landing CONF FULL,
Due to works in progress, length of runway 23L Air Cond ON,
reduced by 2100m. Approach type: normal,
Vpilot 0,
Landing technique: manual – A/THR off
Braking mode: med
No inop item.
Step 1
Step 2
Step 3
Step 4
Answer
LD =......................
GA gradient =......................
VLS =......................
VAPP =......................
Note: if FLD > LDA, consider braking mode Manual.
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.

7.4.4. Exercise 4: CAT II

In flight, determine the LD, FLD and Vapp.
Runway state: water 11 mm Landing CONF FULL,
Due to work in progress, runway length reduced by Air Cond ON,
1500 m. Approach type: CAT II,
Vpilot 5,
Landing technique: Autoland – 3.0,
Braking mode: manual,
Inop item: G SYS LO PR / G RSVR LO LVL.
Step 1
Step 2
Step 3
Step 4
Answer
LD =......................
VREF =......................
VAPP =......................
Cross-check computed VREF with the value displayed on the MCDU PERF APPR page.

7.4.5. Exercise 5: DUAL HYD FAILURE

Landing runway Cairo 23R Aircraft status
QNH 1020 hPa Landing CG BASIC (> 25%),
Runway state: DRY Landing CONF FULL,
Air Cond ON,
GA gradient 2.1,
VPilot 0,
Landing technique: manual – a/thr ON,
Inop item: G+Y SYS LO PR
Step 1
Step 2
Step 3
Step 4
Step 5
Answer
LD =......................
VREF =......................
VAPP =......................

7.4.6. Exercise 6: FLAPS LOCKED

Landing runway Cairo 23R Aircraft status
QNH 1010 hPa Landing CG forward (< 25%),
Runway state: wet Landing CONF FULL,
Air Cond ON,
GA gradient 2.1,
VPilot 0,
Landing technique: manual – A/THR on,
Inop item: FLAPS LOCKED (FLAPS <1).
Step 1
Step 2
Step 3
Step 4
Step 5
Answer
LD =......................
VREF =......................
VAPP =......................

7.5. Landing Exercises with QRH
7.5.1. 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

7.5.2. 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

7.5.3. 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

decision)
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

7.5.4. 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
decision)

7.5.5. 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

7.5.6. 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
2018 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.
decision)

7.5.7. 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
decision)

7.5.8. 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
decision)
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
decision)

FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC - NG) LPC FINAL EXERCISE
8 LPC FINAL EXERCISE

CONTENTS:
8.1. Exercise 1: MTOW .................................................................................................................................................. 161
8.2. Exercise 2: Dispatch ................................................................................................................................................ 162
8.3. Exercise 3: Weight & Balance ................................................................................................................................. 163
8.4. Exercise 4: Flex Takeoff .......................................................................................................................................... 164
8.5. Exercise 5: Descent One Engine Out ....................................................................................................................... 165
8.6. Exercise 6: Landing ................................................................................................................................................. 166


On the entry screen of the LPC tool, choose an A320 model (A320-214) and serial number (SIM320CM)
Enter a flight number (TLSTLS) or your departure Toulouse (LFBO) and destination Toulouse (LFBO).
8.1. Exercise 1: MTOW

Find the MTOW, speeds and optimum configuration.
Takeoff runway 32L Aircraft status
WIND 320/9 kt
Total anti-ice ON,
TEMP -3 °C
Max certified weight: 73.5t,
QNH 988 hPa
CG standard > 25%
Runway condition: slush 6 mm
Air Cond ON
MMEL entry: ground spoilers 2 pairs inoperative.
Enter in the MMEL application: GROUND SPOILERS 2 PAIRS INOPERATIVE
Answer
MTOW =...................... V1 =...................... VR =...................... V2 =......................

OPT CONF =......................
Note that the Takeoff weight is not performance limited.

8.2. Exercise 2: Dispatch

For dispatch purposes, determine the MLW, RLD and ALD.
Landing runway 32 L Aircraft status
WIND 330/5 kt
No anti-ice,
TEMP 20 °C
CG STANDARD > 25%
QNH 998 hPa
Landing CONF FULL,
Runway condition: water 11 mm
Air Cond ON,
GA gradient: min (STD)
Landing technique: manual,
MMEL entry: ground spoilers 2 pairs inoperative
Answer
MLW =...................... RLD =...................... ALD =......................

Compare the RLD with the available runway length.

8.3. Exercise 3: Weight & Balance

CONFIG: SCHEDULED PAX : 134/7/0

ENTRY MODE: DETAILED CARGO : 4 400 kg
CREW 2/6 FOB : 13 200 kg
CATERING FULL PAX TRIP FUEL : 10 200 kg
MTOW 73.5 t MLW 64.5 t DENSITY: 0.785
MZFW 60.5 t MMEL entry: ground spoilers 2 pairs inoperative

Passengers Freight
Total going to HECA 134 adults, 7 children Total going to HECA 4 400 kg
CP1 1 000 kg
OA 10
OB 68
CP4 1 300 kg
OC 63
CP5 800 kg
Answer
ZFW =...................... ZFCG =......................

TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................

8.4. Exercise 4: Flex Takeoff

Find the TFlex, speeds and optimum configuration.
Takeoff runway 32L Aircraft status
WIND 300/12-20 kt
No anti-ice,
TEMP 13 °C
CG standard > 25%
QNH 995 hPa
CONF: OPT CONF (STD)
Air Cond ON
NOTE: TOW and CG position come automatically from Weight & Balance module.
Answer
TOW =...................... V1 =...................... VR =...................... V2 =......................

OPT CONF =...................... TFlex =......................

8.5. Exercise 5: Descent One Engine Out

Find the DES TYPE and level off altitude.
WIND TL30 INIT ALT 35.000 ft
TEMP DISA +3 °C 1 ENG OUT
Anti-ice OFF Fuel factor 0
GW 69.7 t MMEL entry: ground spoilers 2 pairs inoperative
Cg 33%
AIR COND: LO MORA is 23 000 ft
Answer
DES TYPE =...................... LEVEL OFF =...................... TIME =......................

DIST =...................... FUEL =......................

8.6. Exercise 6: Landing

In flight, determine the LD, FLD and GA gradient.
Landing runway 32L Aircraft status
Runway length reduced by 800 m
No anti-ice,
WIND 310/7 kt
CG standard > 25%
TEMP 23 °C
Landing CONF FULL,
QNH 998 hPa
Air Cond ON,
Runway state: water 6 mm
GA gradient: MIN (STD)
Vpilot +5,
Landing technique: manual - A/THR on
NOTE: LW and CG position come automatically from loadsheet module.
Answer
LD =......................
GA gradient =......................
VLS =......................
VAPP =......................

FLIGHT CREW STANDARD PERFORMANCE COURSE (LPC – NG)) LPC WEIGHT & BALANCE REMINDER
9. LPC WEIGHT & BALANCE REMINDER
CONTENTS:
9.1. CG Envelope ................................................................................................................................................. 169


9.1. 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 STANDARD PERFORMANCE COURSE (LPC - NG.) TAKEOFF PERFORMANCE REMINDER
10. TAKEOFF PERFORMANCE REMINDER

CONTENTS:
10.1. Limiting Speeds ......................................................................................................................................................175

10.1.1. Limiting Speeds: VMCG .................................................................................................................................175
10.1.2. Limiting Speeds: VMCA .................................................................................................................................177
10.1.3. Limiting Speeds: VMU ...................................................................................................................................179
10.2. Operating Speeds: V1, VR, V2 .................................................................................................................................180
10.2.1. Operating Speeds: V1 ....................................................................................................................................180
10.2.2. Operating Speeds: VR....................................................................................................................................182
10.2.3. Operating Speeds: V2 ....................................................................................................................................182
10.2.4. Limiting/Operating Speeds: Relative Positions ............................................................................................182
10.3. Takeoff Lengths......................................................................................................................................................183
10.3.1. Runway: ........................................................................................................................................................183
10.3.2. Stopway ........................................................................................................................................................183
10.3.3. Clearway .......................................................................................................................................................183
10.3.4. Takeoff Distance Available..........................................................................................................................184
10.3.5. Takeoff Run Available ..................................................................................................................................185
10.3.6. Acceleration Stop Distance Available...........................................................................................................185
10.4. Takeoff Distances ...................................................................................................................................................186
10.4.1. Takeoff Distances (TOD)..............................................................................................................................186
10.4.2. Takeoff Run Distances (TOR) ......................................................................................................................187
10.4.3. Accelerate Stop Distance (ASD) ...................................................................................................................188
10.4.4. Association of Takeoff Distances and Lengths .............................................................................................189
10.5. Line Up Allowances ...............................................................................................................................................189
10.6. Takeoff Trajectory ..................................................................................................................................................192
10.7. Runway Condition ..................................................................................................................................................194
10.8. Factors of Influence ................................................................................................................................................195
10.9. Takeoff Optimization .............................................................................................................................................200
10.9.1. Runway Length: ............................................................................................................................................200
10.9.2. Other Limitations: .........................................................................................................................................200
10.9.3. Obstacles: ......................................................................................................................................................201
10.9.4. Optimization .................................................................................................................................................202

10.10. Engine Performance .............................................................................................................................................203
10.10.1. Principle ......................................................................................................................................................203
10.10.2. Flexible Takeoff ..........................................................................................................................................206
10.10.3. Derated Takeoff` .........................................................................................................................................207

10.1. Limiting Speeds

10.1.1. 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

10.1.2. 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

10.1.3. 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

10.2. Operating Speeds: V1, VR, V2

10.2.1. 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.

10.2.2. Operating Speeds: VR
Definition:
VR is the Rotation speed at which the aircraft is rotated for lift off.
10.2.3. 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).
10.2.4. 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

10.3. Takeoff Lengths

10.3.1. Runway:
“ Rigid or flexible rectangular area made of concrete or asphalt used for Takeoff and landing ”
10.3.2. 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.
10.3.3. 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
10.3.4. Takeoff Distance Available
TODA
It is the Runway + Clearway lengths.

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

10.4. Takeoff Distances

• Takeoff Distance (TOD)
• Takeoff Run (TOR)
• Acceleration Stop Distance (ASD)
10.4.1. Takeoff Distances (TOD)

10.4.1.1. One Engine Inoperative
All Engines Operating One Engine Inoperative
V2
TODOEI = From BR to 35 ft
VEF V1 VLOF
VR
35 ft
TODOEI
10.4.1.2. All Engines Operating
All Engines Operating + 15%
V2
V1 VR VLOF
35 ft
TODAEO

10.4.2. Takeoff Run Distances (TOR)

10.4.2.1. 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

10.4.3. Accelerate Stop Distance (ASD)
10.4.3.1. One Engine Inoperative at VEF
One Engine Inoperative
All engines operating Idle
2s
VEF V1 10.1.1.1.
=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.

10.4.4. Association of Takeoff Distances and Lengths
V2
35 ft
V=0 V1 VR VLO
RWY CWY
SWY
TOR
ASD
TOD
10.5. 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
10.1 ASD available

10.1
TOD available
Runway length
A Adjustment to Takeoff distance

B Adjustment to accelerate stop distance

90° runway entry

minimum line up distance correction
aircraft
model
TODA (m) ASDA (m)
A320 12 26
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

10.6. Takeoff Trajectory
Minimum acceleration height:

- 400 ft above the Takeoff surface (regulation) or,
- Higher in case of obstacles.
ONE ENGINE OUT
End
Climb
TO dist.
1500 ft
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 Climb

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

10.7. Runway Condition

• LPC List Box
• 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

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

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

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

account, according to regulation.
ground speed

• Tailwind
Tailwind air speed wind
Tailwind increases TO distances
Regulation prescribes that

150% should be taken into account.
ground speed
• 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

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

• Decision Speed V1
The most penalizing conditions are taken into account: the failure ( VEF ) occurs 1 second before V1.
Long TOD
VR VLOF 35 ft
VEF V1
Short ASD
Low V1 implies
short acceleration
with All Engines
Operating.
Short TOD
VEF V1 VR VLOF 35 ft
Long ASD
High V1 means
long acceleration
with All Engines
Operating.

• 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

10.9. Takeoff Optimization

10.9.1. 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
10.9.2. Other Limitations:

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

10.9.3. 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

10.9.4. 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

10.10. Engine Performance

10.10.1. 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
10.10.1.1. 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

10.10.2. Flexible Takeoff

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.

10.10.3. 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 :
• significant reduction of engine stress (like Flex TO),
TOGA Thrust • decreasing TOGA will also decrease VMCG, and
the available value of V1, which enables short TO,
• allowed on contaminated Runways.
Max. thrust
available
OAT (°C)
-10 -5 0 5 10 15 20 25 30 35 40
6 level of derate available: 4%,8%,12%,16%,20%,24%.

! The original TOGA will never be available during TO.
Flexible thrust Derated thrust
• Thrust level is less than TOGA • Thrust level is less than TOGA
• Performance for a flex Takeoff is computed by • A new set of performance data is provided in the
adjusting the max Takeoff thrust performance. Flight 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 (LPC – NG) LANDING PERFORMANCE REMINDER
11. LANDING PERFORMANCE REMINDER

CONTENTS:
11.1. Dispatch Definitions ...............................................................................................................................................212

11.1.1. Landing Distance Available ..........................................................................................................................212
11.1.2. Required Landing Distance ...........................................................................................................................213
11.1.3. Actual landing distance ................................................................................................................................215
11.2. In-Flight Definitions ...............................................................................................................................................217
11.2.1. In Flight Landing Distance ...........................................................................................................................217
11.2.2. Factors of influence .......................................................................................................................................218
11.3. Go-around definitions .............................................................................................................................................219

11.1. Dispatch Definitions

11.1.1. Landing Distance Available
LDA = Landing Distance Available

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

11.1.2. 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

11.1.3. 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

11.2. In-Flight Definitions

11.2.1. 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.
11.2.2. Factors of influence
In Flight Landing Distance is corrected for:

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

11.3. 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

U532st0 LPC

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A318/A319/A320/A321

PERFORMANCE TRAINING MANUAL

STANDARD PERFORMANCE PART OF

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

1, rond-point Maurice Bellonte

© AIRBUS S.A.S. 2012. All rights reserved.

AIRBUS Environmental Recommendation

« Please consider your environmental responsibility before printing this document »

 U532ST0 TABLE OF CONTENTS Pages

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

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

3. FCOM PROCEDURE EXTRACTS .......................................................................................... 13

4. FCOM LIMITATION EXTRACTS .......................................................................................... 19

5. FCOM PERFORMANCE EXTRACTS .................................................................................... 31

6. QRH EXTRACTS ........................................................................................................................ 63

7. GUIDED EXAMPLES .............................................................................................................. 115

8. LPC FINAL EXERCISE ........................................................................................................... 159

9. LPC WEIGHT & BALANCE REMINDER ........................................................................... 167

10. TAKEOFF PERFORMANCE REMINDER ........................................................................ 173

11. LANDING PERFORMANCE REMINDER ......................................................................... 211

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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

LPC Application exercises

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1.2. Course Objectives

− 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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2.1. Paris Orly Airport Chart

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2.2. Cairo Airport Chart

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3. FCOM PROCEDURE EXTRACTS

3.1. Supplementary Procedures ........................................................................................................................................ 15

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3.1. Supplementary Procedures

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