Professional Documents
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Performance Notes
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1. ISA Temp at MSL is 15 Deg Celsius, pressure pre ssure is 1013.25 hp and Density is 1.225Kg/cubic
1.225Kg/cub ic
meter.
2. OAT = ISA Temp + ISA Dev
3. Pressure Altitude = Elevation + [28*(1013 - QNH)]
4. Altitude Correction = 4*ISA temperature Deviation*Indicated altitude/1000
5. True Altitude
Altitude = Indicated Altitude + Altitude Correction
6. Density Altitude = Pressure Altitude + (118.8*T
(118.8*Temperature
emperature Deviation )
7. Slope = (Change of height in ft/Runway length in ft)*100 ; down slope = -ve, Up Slope = +ve .
8. TORA - The length of runway which is declared available and suitable for the ground run of an
aeroplane taking off.
9. Clearway - A defined rectangular area on the ground or water under the control of the
appropriate authority, selected or prepared as a suitable area over which an aeroplane may
make a portion of its initial climb to a specified height.
1. The origin of a clearway should be at the end of the take-off run available.
2. The length of a clearway should not exceed half the length of the take-off run available.
3. A clearway should extend laterally to a distance of at least 75 m on each side of the
extended centre line of the runway.
4. The ground in a clearway should not project above a plane having an upward slope of 1.25
per cent, the lower limit of this plane being a horizontal line which:
1. a) is perpendicular to the vertical plane containing the runway centre line; and
2. b) passes through a point located on the runway centre line at the end of the take-off
run available.
10. Stopway - A defined rectangular area on the ground at the end of take-off run available
prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned
take-off.
1. A stopway shall have the same width as the runway with which it is associated.
2. A stopway should be prepared or constructed so as to be capable, in the event of an
abandoned take-off, of supporting the aeroplane which the stopway is intended to serve
without inducing structural damage to the aeroplane.
3. The surface of a paved stopway shall be so constructed or resurfaced as to provide surface
friction characteristics at or above those of the associated
a ssociated runway.
11. TODA - The take off distance available means either the distance from the point on the surface
of the aerodrome at which the aeroplane can commence its take off run to the nearest obstacle
in the direction of take off projecting above the surface of the aerodrome and capable of
affecting the safety of the aeroplane, or one and one half times the take off run available,
whichever is the less.
12. ASDA - An accurate description would be the distance from the point on the surface of the
aerodrome at which the aeroplane can commence its take-off run to the nearest point in the
direction of take-off at which the aeroplane cannot roll over the surfaces of the aerodrome and
be brought to rest in a emergency without the risk of accident.
13. ASDA = TORA + Stopway
14. TODA = TORA + Clearway
15. Balanced Field Length Leng th if ASDA = TODA
16. RESA - Runway end safety area is an area symmetrical about the extended runway centre line
and adjacent to the end of the strip primarily intended to reduce the risk of damage to an
aeroplane undershooting or overrunning the runway.
1. A runway end safety area shall extend from the end of a runway strip to a distance of at
least 90 m.
2. The width of a runway end safety area shall be at least twice that of the associated runway.
17. Screen height for wet Runway is 15 feet and for dry Runway is 35 feet.
18. Climb gradients for Twine Engines Aircraft :- 1 Engine inoperative - Second T/O Segment
Climb gradient - 2.4%, Final Fina l T/O Segment Climb gradient - 1.2%,
1.2 %, Approach Climb gradient -
2.1%, Approach climb gradient for Cat ii - 2.5%; Two Two Engines operative Approach Climb
gradient - 3.2%.
19. Lighting system :- Threshold Lights - Green (spacing 3m horizontally); Runway Edge lights -
White(spacing 60m along the runway); Runway Centreline lights - White centreline lighting
extends from the threshold to 900m from the runway end, the following 600m is lit with
alternate white and red lights, and the final 300m lit by red centreline lighting(spacing
lighting(spacing 15m or
30m along the runway); End Lights - Red (4 equally spaced); Taxiway edge lights - Blue
(Spacing 60m, 30m); Taxiway
Taxiway Centreline lights - Green (spacing 30m, 15m, 7.5m).
20. CMV (Conversion of Reported Meteorological Visibility to RVR) :-
1. The minimum length of approach lights for application of CMV is 420m.
2. An Operator should ensure that a meteorological visibility to RVR conversion is not used;
1. a) for takeoff
2. b) for calculating any other required RVR minimum less than 800 m,
3. c)for visual/circling approaches,
4. d) or when reported RVR is available.
5. e) or when reported visibility is below 800 m and RVR (instrumented or human
observation) is not available
3. Note- If the RVR is reported as being above the maximum value assessed by the
aerodrome operator, e.g. “RVR more than 1500 metres”, it is not considered to be a
reported value for the purpose of this paragraph.
4. RVR =
1. Reported Meteorological visibility *1.5 (day) or Reported Meteorological visibility*2
(night) for HI Approach lighting (length!420 m.)
2. Reported Meteorological visibility *1 (day) or Reported meteorological visibility *1.5
(night) for Any type of lighting installation other than above(length!420 m.)
3. Reported Meteorological visibility *1(day) or not allowed in night for NO LIGHTING.
21. Commencement and Continuation of Approach (Approach Ban Policy):-
1. The PIC shall not commence an instrument approach if the reported RVR/Visibility RVR/Visibility is
below the applicable minimum.
2. If, after commencing an instrument approach, the reported RVR/Visibility falls below the
applicable minimum, the approach shall not be continued:
1. below 1 000 ft above the aerodrome; or
2. into the final approach segment.
3. If, after entering the final approach segment or descending below1000 ft above the
aerodrome elevation, the reported RVR/visibility falls below the applicable minimum, the
approach may be continued to DA/H or MDA/H.
4. The approach may be continued below DA/H or MDA/H and the landing may be completed
provided that the required visual reference is established at the DA/H or MDA/H and is
maintained.
5. Where the RVR is not available, RVR values may be derived by converting the reported
visibility (Refer CMV).
6. The touch-down zone RVR is always controlling. If reported and relevant, the mid-point and
stop-end RVR are also controlling.
contro lling. The minimum RVR value for the mid-point is 125
1 25 m or
the RVR required for the touch-down zone if less, and 50 m for the stop-end. For
aeroplanes equipped with a stop-end (roll-out) guidance or control system, the minimum
RVR value for the mid-point is 50 m.
7. Note: “Relevant”, in this context, means that part of the runway used during the high speed
phase of the landing down to a speed of approximately 60 knots.
22. Ground Speed Mini function :- Ground Speed Mini ensures that irrespective of wind variations
and gusts during an approach to landing, the energy of the aircraft is maintained above a
minimum level ensuring standard aerodynamic margins versus stall. The minimum energy level
is represented by the Ground Speed the aircraft will have at touch down. This Ground Speed is
called “GROUND SPD MINI”. GS mini = VAPP - Tower Tower Head Wind Component. To understand
this, lets assume that the calculated Vls is 129kts and the reported tower winds is 30kts. Vapp
= 129 +1/3
+1/3 HW (1/3rd of 30) = 129 + 10 = 139kts GS mini = Vapp (139) - HW (25) = 114kts 114kts
Now irrespective of the HW Component & Gust, the aircraft ground speed will not drop below
114kts and the IAS target will increase to ensure that this threshold is always maintained. This
will be reflected on the ND.
23. Characteristic Speeds :- The characteristic speeds displayed on the PFD are computed by the
Flight Augmentation Computer (FAC ), according to the FMS weight data. da ta. The speeds
displayed by the MCDU are computed by the FMS , based on the aircraft gross weight or the
predicted gross weight (for approach or go-around).
1. VS : Stalling speed. Not displayed. For a conventional aircraft, the reference stall speed,
VSmin, is based on a load factor that is less than 1 g. This gives a stall speed that is lower
than the stall speed at 1 g. All operating speeds are expressed as functions of this speed
(for example, VREF = 1.3 VSmin). Because aircraft of the A320 family have a low-speed
protection feature (alpha limit) that the flight crew cannot
can not override, Airworthiness Authorities
have reconsidered the definition of stall speed for these aircraft. All the operating speeds
must be referenced to a speed that can be demonstrated by flight tests. This speed is
designated VS1g. Airworthiness Authorities have agreed that a factor of 0.94 represents the
relationship between VS1g for aircraft of the A320 family and VSmin for conventional
aircraft types. As a result, Authorities allow aircraft of the A320 family to use the following
fo llowing
factors : V2 = 1.2 " 0.94, VS1g = 1.13 VS1g, VREF = 1.3 " 0.94 VS1g = 1.23 VS1g.
2. VLS : Lowest Selectable Speed. Represented by the top of an amber strip along the
airspeed scale on the PFD. Computed by the FAC , based on FMS, and corresponds to
1.13 VS during takeoff, or following a touch and go. Becomes 1.23 VS, after retraction of
one step of flaps. Becomes 1.28 VS, when in clean configuration. (Note: If in CONF 0 VLS
were 1.23 VS (instead of 1.28 VS), the alpha protection strip would hit the VLS strip on the
PFD). Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2g.
In addition, VLS increases when the speedbrakes are extended. In landing configurations
(CONF 3 and FULL) VLS is always equal to, or greater than, VMCL.
3. F : Minimum speed at which the flaps may be retracted at takeoff. In approach, used as a
target speed when the aircraft is in CONF 2 or CONF 3. Represented by “F” on the PFD
speed scale.
4. S : Minimum speed at which the slats may be retracted at takeoff. In approach, used as a
target speed when the aircraft is in CONF 1. Represented by “S” on the PFD airspeed
scale.
5. O : Green dot speed. Engine-out operating speed in clean configuration. (Best lift-to-drag
ratio speed). Also corresponds to the final takeoff speed. Represented by a green dot on
the PFD scale. Below 20 000 ft equal to 2 " weight (tons) +85 Above 20 000 ft, add 1 kt per
1 000 ft (For A321, Below 20 000 ft equal to 1.5 " weight (tons) +110 Above 20 000 ft, add
1 kt per 1 000 ft).
24. LIMIT SPEEDS :-
1. VA : Maximum design maneuvering speed. This corresponds to the maximum structural
speed permitted for full control deflection, if alternate or direct law is active.
2. VMCG : Minimum speed, on the ground during takeoff, at which the aircraft can be
controlled by only using the primary flight controls, after a sudden failure of the critical
engine, the other engine remaining at takeoff thrust.
3. VMCA : Minimum control speed in flight at which the aircraft can be controlled with w ith a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff thrust
(takeoff flap setting, gear retracted).
4. VMCL : Minimum control speed in flight, at which the aircraft can be controlled with a
maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff thrust
(approach flap setting).
5. VFE : Maximum speed for each flap configuration.
6. VLE : Maximum speed with landing gear extended.
7. VLO : Maximum speed for landing gear operation. VMO : Maximum speed.
8. VFE NEXT : Maximum speed for the next (further extended) flap lever position.
25. PROTECTION SPEEDS :- V # PROT, V# MAX and VSW are computed by the FAC , based on
aerodynamic data. They are only used for display on the PFD , and not for flight control
protection (the activation of the protections is computed by the ELAC).
1. V# PROT : Angle of attack protection speed. Corresponds to the angle of attack at which
the angle of attack protection becomes active. Represented by the top of a black and
amber strip along the PFD speed scale, in normal law.
2. V# MAX : Maximum angle of attack speed. Corresponds to the maximum angle of attack
that may be reached in pitch normal law. Represented by the top of a red strip along the
PFD speed scale, in normal law.
3. VSW : Stall warning speed. Represented by a red and black strip along the speed scale
when the flight control normal law is inoperative.
4. VMAX : Represented by the bottom of a red and black strip along the speed scale.
Determined by the FAC according to the aircraft configuration. Is equal to VMO (or speed
corresponding to MMO ), VLE or VFE.