Perfo 320

A320-214 CFM56-5-B4
Performance Handbook
PERMANENT REVISION #20-01 TRANSMITTAL PAGE
REVISION DATE: January 15, 2020
Review this revision and file in your Performance Handbook in accordance

with the following instructions:
Where dots are shown in the "ACTION" column, (.......), remove the page(s)
in your book and replace them with the attached page(s) of the same
number; otherwise ADD or DESTROY page(s) as listed, then update the
revision record in the front of your book.
ACTION PAGES HIGHLIGHTS
…………… 0.1, 2.2 / 2.18 Updated and reformatted all

instructions including:
Added NON-RNAV BASED
PROCEDURES and SHIPS
RUNWAYS. Removed RUNWAY
CONTAMINATES, RUNWAY
CONTAMINANT CONTRACTIONS,
GROUND VEHICLE RUNWAY
FRICTION READINGS, TAKEOFF ON
WET, SLIPPERY, OR
CONTAMINATED RUNWAYS,
TAKEOFF WITH INOPERATIVE
COMPONENTS, REDUCED THRUST
TAKEOFF (FLEX THRUST) and
INTERSECTION DEPARTURE.
DESTROY 2.19 / 2.20
…………… 4.1 / 4.4 Added FULL RUNWAYS and
PERFORMANCE LIMIT CODES
ADD 4.5 / 4.6
Prepared by AeroData, Copyright 2013
A320-214
CFM56-5-B4
AERODATA
HOW TO REACH US
PHONE NUMBERS
⇒ VOICE: (480) 443-7740 (24 Hours)
⇒ FAX: (480) 443-7743
⇒ AeroData is committed to meeting your performance data needs 24 hours a day, 365
days a year and will always have an engineer on call to respond to your requests.
Regular business hours are 8:00 AM to 5:00 PM MST (1500Z-0000Z), Monday through
Friday. During regular business hours, someone should answer your call. If there is no
answer, or you are calling after hours, the phone will forward to a voice mailbox. If you
are calling for aircraft performance data or questions regarding Airport Analysis press 2,
for Compute Server Support press 3, for Technical Support press 4. The next menu will
determine the urgency of your request. If your call needs to be returned before the next
business day press 1, leave your message and someone will return your call shortly. If
your call can be returned at the beginning of the next business day press 2 and leave
your message. When you leave a message, please leave your name, nature of your
request, and a phone number where you can be reached.
⇒ Requests for aircraft performance data can be made to rwydata@aerodata.aero at

anytime, but will only be monitored during regular business hours. Requests which arrive
after regular business hours will be answered the next business day.
⇒ AeroData observes the following holidays: New Years Day, Martin Luther King Jr. Day,
President’s Day, Memorial Day, Independence Day, Labor Day, Columbus Day,
Thanksgiving Day and Christmas Day.
10 MAR 11
AERODATA
HOW TO REACH US
INTENTIONALLY BLANK
10 MAR 11
Aircraft / Manual Number:
REVISION RECORD
REVISION REVISION DATE INITIALS

NUMBER DATE ENTERED
Original 02 October 2006 02 October 2006 DT
11-01 14 February 2011 14 February 2011 SA
11-02 09 November 2011 09 November 2011 SA
12-01 04 April 2012 04 April 2012 SA
13-02 03 June 2013 03 June 2013 SA
15-01 02 January 2015 02 January 2015 SA
15-02 27 July 2015 27 July 2015 JE
17-01 21 March 2017 21 March 2017 SA
18-01 22 September 2018 22 September 2018 SA
18-02 06 November 2018 06 November 2018 SA
19-02 15 October 2019 15 October 2019 SA

REVISION RECORD CONTINUED
REVISION REVISION DATE INITIALS

NUMBER DATE ENTERED
AERODATA Performance Handbook
LIST OF EFFECTIVE PAGES
PAGE FLAP DATE PAGE FLAP DATE
LIST OF EFFECTIVE PAGES SYZ-2 01 APR 15

LEP 1 15 JAN 20
LEP 2 15 JAN 20 LANDING DATA
LD-1 20 FEB 13
TABLE OF CONTENTS LD-2 20 FEB 13
0.1 15 JAN 20 LD-3 20 FEB 13
0.2 05 JAN 16 LD-4 20 FEB 13
LD-5 20 FEB 13
GENERAL LD-6 20 FEB 13
1.1 20 FEB 13 LD-7 20 FEB 13
1.2 20 FEB 13 LD-8 20 FEB 13
1.3 20 FEB 13
1.4 20 FEB 13
TAKEOFF
2.1 05 JAN 16
2.2 15 JAN 20
2.3 15 JAN 20
2.4 15 JAN 20
2.5 15 JAN 20
2.6 15 JAN 20
2.7 15 JAN 20
2.8 15 JAN 20
2.9 15 JAN 20
2.10 15 JAN 20
2.11 15 JAN 20
2.12 15 JAN 20
2.13 15 JAN 20
2.14 15 JAN 20
2.15 15 JAN 20
2.16 15 JAN 20
2.17 15 JAN 20
2.18 15 JAN 20
LANDING
4.1 15 JAN 20
4.2 15 JAN 20
4.3 15 JAN 20
4.4 15 JAN 20
4.5 15 JAN 20
4.6 15 JAN 20
TAKEOFF DATA
TD-1 20 FEB 13
TD-2 20 FEB 13
KTM-1 17 FEB 17
KTM-2 17 FEB 17
KTM-3 17 FEB 17
KTM-4 17 FEB 17
UET-1 13 SEP 18
UET-2 13 SEP 18
SYZ-1 01 APR 15
A320-214 CFM56-5-B4 LEP 1 15 JAN 20
LIST OF EFFECTIVE PAGES
PAGE FLAP DATE PAGE FLAP DATE
A320-214 CFM56-5-B4 LEP 2 15 JAN 20

TABLE OF CONTENTS
1.0 GENERAL ................................................................................................................................... 1

1.1 CONVERSION TABLES ............................................................................................. 1
1.2 AIRCRAFT PERFORMANCE DATA COMPUTE SERVER SYSTEM........................ 3
1.3 JAR–OPS 1.480 TERMINOLOGY .............................................................................. 3
2.0 TAKEOFF ................................................................................................................................... 1
2.1 GENERAL .................................................................................................................. 1
Takeoff Path ...................................................................................................... 1
Standard Engine Failure Takeoff Path .............................................................. 1
Special Engine Failure Takeoff Path & Procedures .......................................... 2
Non-RNAV Based Procedures .......................................................................... 3
Runway Conditions ........................................................................................... 4
Contamination Levels ........................................................................................ 4
Runway Alignment Allowance ........................................................................... 4
Runway Naming Conventions ........................................................................... 5
Performance Limit Codes .................................................................................. 6
2.2 TAKEOFF PERFORMANCE ...................................................................................... 7
Takeoff Runway Analysis Report ...................................................................... 7
Takeoff Report Layout - General ....................................................................... 7
Remarks ............................................................................................................ 9
Radio Revision .................................................................................................. 9
Takeoff Data ...................................................................................................... 9
EFP Abbreviations........................................................................................... 10
Engine Failure Takeoff Procedures ................................................................. 10
MAX TEMP Performance Section ................................................................... 11
Rules for Reading the MAX TEMP Section ..................................................... 12
Steps for Using the MAX TEMP Section ......................................................... 12
MAX WT (Weight) Performance Section ......................................................... 13
Rules for Reading the MAX WT Section ......................................................... 13
Steps for Using the MAX WT Section ............................................................. 13
Takeoff Report – Single Section...................................................................... 14
Rules for Reading the Single Section.............................................................. 14
Takeoff Report – Runway Notes ..................................................................... 14
2.3 TAKEOFF SPEEDS ................................................................................................. 15
Takeoff Speeds Tables Instructions ................................................................ 15
Takeoff Speed Adjustments ............................................................................ 15
Takeoff Speeds Chart (Minimum V2) ............................................................... 16
4.0 LANDING .................................................................................................................................... 1
4.1 LANDING PERFORMANCE ........................................................................................ 1
Runway Naming Conventions ........................................................................... 1
Performance Limit Codes .................................................................................. 2
Landing Report Layout - General ...................................................................... 2
Landing Weight Section .................................................................................... 3
Landing Distance Section.................................................................................. 4
General Landing Tables .................................................................................... 5
TAKEOFF DATA ................................................................................................................................ 1
LANDING DATA ................................................................................................................................ 1
AIRBUS 0.1 15 JAN 20

TABLE OF CONTENTS
INTENTIONALLY BLANK

GENERAL
1.0 GENERAL
1.1 CONVERSION TABLES
TEMPERATURE CONVERSION
°C °F °C °F °C °F
-40 -40 -8 18 24 75
-39 -38 -7 19 25 77
-38 -36 -6 21 26 79
-37 -35 -5 23 27 81
-36 -33 -4 25 28 82
-35 -31 -3 27 29 84
-34 -29 -2 28 30 86
-33 -27 -1 30 31 88
-32 -26 0 32 32 90
-31 -24 1 34 33 91
-30 -22 2 36 34 93
-29 -20 3 37 35 95
-28 -18 4 39 36 97
-27 -17 5 41 37 99
-26 -15 6 43 38 100
-25 -13 7 45 39 102
-24 -11 8 46 40 104
-23 -9 9 48 41 106
-22 -8 10 50 42 108
-21 -6 11 52 43 109
-20 -4 12 54 44 111
-19 -2 13 55 45 113
-18 0 14 57 46 115
-17 1 15 59 47 117
-16 3 16 61 48 118
-15 5 17 63 49 120
-14 7 18 64 50 122
-13 9 19 66 51 124
-12 10 20 68 52 126
-11 12 21 70 53 127
-10 14 22 72 54 129
-9 16 23 73 55 131
AIRBUS 1.1 20 FEB 13

GENERAL

GENERAL
1.2 AIRCRAFT PERFORMANCE DATA COMPUTE SERVER SYSTEM

The AeroData Aircraft Performance Data Compute Server System (Compute Server System) is
an advanced client-server computer system designed for providing comprehensive real-time
aircraft performance data to ensure compliance with takeoff, enroute, and landing regulations.
The heart of the system is the Compute Server. A Compute Server takes requests from
computer network client programs for aircraft performance data. Once the requested data is
calculated, it is returned to the client software for display to the user. Client software packages
for the Compute Server System include the Flight Planning Client for dispatch performance
data, the Takeoff and Landing Performance Report Client for flight crew performance data, the
Takeoff Charts Client for generating paper runway analysis charts, and the ACARS Client for
onboard performance data.
Two or more Compute Servers are installed for redundancy and speed. Since the Compute
Server System fulfills all requests for aircraft performance data, all performance data output is
consistent. Additionally, all performance data is simultaneously updated when aeronautical
data changes occur. This eliminates paper performance manuals and the overhead associated
with the maintenance of these manuals.
The most important advantage of the Compute Server System is that all performance
calculations are computed real-time using the fewest possible conservatisms and
generalizations. As a result, the highest possible performance values are provided to the
airline.
1.3 JAR–OPS 1.480 TERMINOLOGY

The terms ‘accelerate-stop distance’, ‘takeoff distance’, ‘take-off run’, ‘net take-off flight path’,
‘one engine inoperative en-route net flight path’ and ‘two engines inoperative en-route net flight
path’ as relating to the aeroplane have their meanings defined in the airworthiness
requirements under which the aeroplane was certificated, or as specified by the Authority if it
finds that definition inadequate for showing compliance with the performance operating
limitations.
Terms used in Subparts G and not defined in JAR–1, have the following meaning:
Accelerate-stop Distance Available (ASDA) - The length of the take-off run available plus the
length of stopway, if such stopway is declared available by the appropriate Authority and is
capable of bearing the mass of the aeroplane under the prevailing operating conditions.
Landing Distance Available (LDA) - The length of the runway which is declared available by
the appropriate Authority and suitable for the ground run of an aeroplane landing.
Take-off Distance Available (TODA) - The length of the take-off run available plus the length
of the clearway available.
Take-off Run Available (TORA) - The length of runway which is declared available by the
appropriate Authority and suitable for the ground run of an aeroplane taking off.

GENERAL
INTENTIONALLY BLANK

TAKEOFF
2.0 TAKEOFF
2.1 GENERAL
TAKEOFF PATH
NO turns shall be commenced below 1,000' above field elevation (AFE) when takeoff weather
is less than 1,000’ ceiling and 3 sm / 5 km visibility unless a Special Departure Procedure
prescribes otherwise or the assigned instrument departure procedure specifically requires a
turn before reaching 1,000' AGL.
Minimum Flap Retraction Altitude (FRA) for all takeoffs is 1,000' AFE unless a Special
Procedure prescribes otherwise. Operationally, normal flap retraction is at 1,500’ AFE or as
required by noise abatement procedures.
STANDARD ENGINE FAILURE TAKEOFF PATH

The following path will be flown whenever an engine failure occurs during takeoff and no
Special Procedure exists (a Special Procedure will be indicated by the word SPECIAL just
below the runway designation in the first section of data in the takeoff report):
Weather Conditions
ENGINE FAILURE IMC VMC
ALTITUDE
Below 1,000' AFE. Climb straight ahead to 1,000' AFE, then Climb straight
commence turn to NAVAID or heading as ahead to 1,000'
listed on runway analysis page using AFE. Return to
maximum bank angle appropriate for aircraft land visually or
speed, not to exceed 25 degrees (JAR-OPS complete IMC
1.495 (C)(1)). If NAVAID is listed, hold on the procedure.
inbound radial using a direct entry and
standard holding procedures. If heading is
listed, fly heading until a minimum safe
altitude is attained. Radar vectors may be
accepted when available after reaching
1,000'.
1,000' or more AFE. Commence turn to NAVAID or heading as Return to land
listed on runway analysis page using visually or
maximum bank angle appropriate for aircraft complete IMC
speed, not to exceed 25 degrees (JAR-OPS procedure.
1.495 (C)(1)). If NAVAID is listed, hold on the
inbound radial using a direct entry and
standard holding procedures. If heading is
listed, fly heading until a minimum safe
altitude is attained. Radar vectors may be
accepted when available.
This path will allow the aircraft to safely attain an altitude and position where radar vectors can
be provided, or a minimum enroute or approach altitude. This path is an extension of the
Captain's emergency authority and must be stated as such to ATC as soon as practical.

TAKEOFF
SPECIAL ENGINE FAILURE TAKEOFF PATH & PROCEDURES

Special Procedures for takeoff are provided when Standard Engine Failure Takeoff Procedures
cannot be used due to obstacle requirements. Special Procedures are designed to only
provide procedures and information that differ from Standard Procedures. A Special Procedure
will be indicated by the word SPECIAL just below the runway designation in the first section of
data in the takeoff report. For takeoff there are two types of Special Procedures:
Simple-Special: The Simple-Special Procedure differs from Standard Procedures in that

a turn to a NAVAID or heading is required before reaching 1,000'. FRA remains at 1,000'
AFE unless otherwise specified in the FLAP RETRACT box. Simple-Special Procedures
are mandatory in IMC. They are also mandatory in VMC until reaching 1,000' AFE. The
turn to the NAVAID or heading is to be made at the highest bank angle appropriate for
aircraft speed, not greater than 15 degrees at or below 400 ft AFE and not greater than
25 degrees above 400 feet AFE (JAR-OPS 1.495 (C)(1)). In IMC, if radar vectors are not
available, comply with the special procedure until 3,000’ AFE at which time you may
proceed on course (as applicable). Simple-Special Procedures, when required, are
indicated by the word SPECIAL just below the runway designation in the first section of
data in the takeoff report. Below is a sample Simple-Special Procedure and legend:
CLIMB AT VIA REACHING OR TURN FLAP RETRACT HOLD

V2 14.0 VOR 4600’ LT VOR 5100’ STD
1 2 3 4 5 6 7
8
1. Engine failure climb speed - only listed if different than the standard engine failure
profile.
2. Engine failure initial heading or course - only listed if different than runway
alignment. A turn to the specified heading or course shall be commenced at 50'
AFE or at engine failure above 50' AFE.
3. Engine failure turn point:
a. Specified in feet MSL for an altitude turn point.
i. A turn to specified heading or course shall be commenced at the greater of
50’ AFE, ½ the wingspan, or the specified altitude.
ii. At heights greater than those listed in 3.a.i, commence turn immediately
upon engine failure.
b. Specified in DME or radial for geographic turn point.
i. A turn to specified heading or course shall be commenced at or after the
geographic location specified AND at the greater of 50’ AFE or ½ the
wingspan.
ii. At heights greater than those specified in 3.b.i, AND at or after the
geographic location specified, commence turn immediately upon engine
failure.
4. Alternate turn point - Alternate turning fix (if available) for redundancy and/or
convenience.
5. Turn direction and NAVAID or heading - LT = left turn; RT = right turn; DT = direct
(turn to NAVAID or heading in direction of shortest distance); H = heading.
6. High Level Off (HLO) Altitude – Maximum calculated Flap Retraction Altitude (FRA)
in MSL.
7. Holding procedures at NAVAID - STD = right turns & 1 minute legs. Unless
otherwise noted, hold on the inbound radial using a direct entry. This may not
necessarily be a published holding pattern.
8. Remarks.

TAKEOFF
Complex-Special: The Complex-Special Procedure is issued when an engine failure

procedure is too complex to fit in the Simple-Special table and/or other considerations
must be taken into account. Often, all-engine procedures are also specified in order to
ensure that the aircraft will remain in the obstacle protected area until reaching a safe
engine failure altitude. FRA remains at 1,000' AFE unless otherwise specified in the
procedure.
Complex-Special Procedures may be specifically designed for a published instrument

departure procedure. In these cases, the name of the applicable instrument departure
procedure will be indicated on the Complex-Special and the Complex-Special is only valid
for the instrument departure procedure specified. Complex-Special Procedures are
mandatory under IMC and VMC.
NON-RNAV BASED PROCEDURES

Use of an area navigation (RNAV) system to accomplish a non-RNAV Engine Failure
Procedure (EFP) is allowable under the following conditions:
1. For all EFPs the demonstrated accuracy of the airplane-based navigation equipment
is 0.3nm or less.
2. Any referenced NAVAID, WAYPOINT, and/or instrument departure procedure must
be stored in and retrieved from the RNAV navigation database by identifier or name.
The onboard RNAV navigation database must be current for the procedure being
flown (unless the operator has procedures for an expired database).
3. When a LOC-based course is specified in the EFP, the LOC facility must be
operative and the raw data must be referenced for course guidance.
4. An RNAV displayed range ring, based on a stored waypoint, may be used in lieu of
DME distance provided the range ring distance can be entered to the same accuracy
value as the DME distance.
5. An RNAV displayed course, based on a stored NAVAID or waypoint, can be used in
lieu of a VOR radial or NDB bearing/track.
6. The phrase “RNAV NA” is not specified in the EFP.

TAKEOFF
RUNWAY CONDITIONS
Wet - A runway is considered to be wet when there is sufficient moisture on the runway surface
to cause it to appear reflective, without significant areas of standing water. If there are dry
spots showing on a drying runway with no standing water, the runway is not considered to be
wet.
Compacted Snow - A runway is considered to be contaminated by compacted snow when

covered by snow which is strong enough to prevent aircraft tires from penetrating and breaking
up the surface.
Ice - A runway surface condition where braking action is expected to be low, due to the
presence of ice.
Wet Ice - A runway surface condition where braking action is expected to be very low, due to
the presence of melting compacted snow or ice.
Standing Water – Accumulated water on the runway surface caused by heavy rainfall or by
poor drainage.
Slush – Partly melted snow or ice with high water content such that it cannot significantly resist
compression.
Wet Snow – Snow wherein water can be squeezed out when compacted by hand.
Dry Snow – Fresh snow with relatively little water content such that water cannot be squeezed
out when compressed by hand.
CONTAMINATION LEVELS
Contaminant
Water Slush Wet Snow Dry Snow
Level 1 Heavy rain with <1/8" <1/4" <1"
up to 1/8" or or or or
3mm flooding. <3mm <6mm <25mm
Level 2 >1/8" to <1/4" >1/8" to <1/4" >1/4" to <1/2" >1" to <2"
or or or or
3mm to 6mm 3mm to 6mm 7mm to 13mm 26mm to 51mm
Level 3 >1/4" to <1/2" >1/4" to <1/2" >1/2" to <1" >2" to <4"
or or or or
7mm to 13mm 7mm to 13mm 14mm to 25mm 52 to 102mm
RUNWAY ALIGNMENT ALLOWANCE

To account for the loss of distance due to aircraft alignment with the runway centerline, takeoff
weight calculations include a reduction in available takeoff distances as follows:
Aircraft TORA/TODA – meters ASDA – meters

A320-214 54 96
A321-251N 54 96

TAKEOFF
RUNWAY NAMING CONVENTIONS

INTERSECTION RUNWAYS
Intersection runways are designated by “/” between the runway and the intersecting
taxiway or runway.
26L/A Designates runway 26L at the intersection of taxiway “A”.
SHORTENED RUNWAYS
Shortened runways are designated using the following code: “26L-E2000M”
26L Indicates the base runway

– Indicates that the runway has been shortened
E Indicates the end of the runway which has been shortened (possible
values are N, NE, E, SE, S SW, W, NW)
2000 Indicates the shortened distance
M Indicates the units for the shortened distance where “F” = feet and “M”
= meters. The shortened distance unit shown will correspond to that
given by the applicable shortened runway NOTAM.
FULL RUNWAYS
Due to the unpredictability of NOTAM issuance and cancellation, and because some
NOTAMs are only active during certain time periods daily, full length and shortened
runway data must be made available simultaneously in the system. In order to avoid
inadvertent use of full length data when a NOTAM is in effect, the full length (base)
runway is re-named by adding the word “FULL” to the end (e.g. “26L” becomes “26L
FULL”. The “FULL” designator will be added to the base runway name whenever there is
a NOTAM shortened base runway in the system and the full length may be intermittently
available, may be approaching the closure period specified in a NOTAM, or may be
approaching the expiration of a NOTAM. If it is known that full length will not be available
during a NOTAM period, the base runway will be unavailable in the system.
Full runways are designated using the following code: “26L-FULL”

FULL Designates full length and a shortened runway is available
TEMPORARY OBSTACLE RUNWAYS

When an obstacle listed by a NOTAM affects takeoff performance, the obstacle will be
included in takeoff weight calculations and the NOTAM will be referenced in the runway
notes, if the NOTAM is not conditional (i.e. time of day). If the NOTAM is conditional, a
new runway name will be created with a description referencing the NOTAM (i.e.
07LCRANE). This provides for the use of the normal runway or the NOTAMed runway,
depending on NOTAM applicability.
SHIPS RUNWAYS
Ships data is available for use when ships are identified within the proximity of the
extended runway centerline for VMC conditions or as reported by ATC/ATIS for IMC
conditions.
Ships runways are designated using the following code: “26L -SHIPS”
26L Indicates the base runway.

SHIPS Designates runway performance considers ships.
TAKEOFF
ARRESTING GEAR CABLE RUNWAYS

Runways equipped with an arresting gear cable(s) are designated by using “CBL”.
Distance beyond a cable from the liftoff end will be considered as clearway. The following
naming conventions represent cable runway designations.
22L-NECBL Runway 22L with cable on Northeast (brake release) end of

runway deployed. Takeoff run is initiated at cable. Effective
runway length is the distance from the cable to the lift-off end of
the runway.
22L-SWCBL Runway 22L with cable on Southwest (lift-off) end of runway
deployed. Takeoff run is initiated at the brake release end of
runway. Effective runway length is the distance from the brake
release end of the runway to the cable.
22L-CBL-CBL Runway 22L with cable on Northeast (brake release) and
Southwest (lift-off) ends of the runway deployed. Takeoff run is
initiated at cable. Effective runway length is the distance
between cables.
22L/B10-CBL Runway 22L intersection B10 with cable on Southwest (lift-off)
end of runway deployed. Takeoff run is initiated at intersection
B10. Effective runway length is the distance from B10 to the
cable.
22L-1000-CBL Runway 22L with 1000 NOTAM on Northeast (brake release)
end of runway and cable on lift-off end of the runway deployed.
Takeoff run is initiated at break release end minus 1000.
Effective runway length is the distance from 22L minus 1000 to
the cable.
22L-CBL-1000 Runway 22L with cable on Northeast (brake release) end of
runway deployed and 1000 NOTAM on lift-off end of the
runway. Takeoff run is initiated at cable. Effective runway
length is the distance from the cable to the lift-off end of the
runway minus 1000 due to NOTAM.

Performance limit codes may appear on the Takeoff and Landing Report (TLR) or on any
of the Flight Deck Performance (FDP) tool requests depending on solution specifications.
Performance limit codes are as follows:
A – Maximum AFM Chart Weight

B – Brakes
C – Climb
D – Dry Runway Weight Check (Wet MRTW cannot exceed Dry MRTW)
F – Field
M – MEL.
O – Obstacle
P – Policy.
S – Structural
T – Tires
V – Vmcg

TAKEOFF
2.2 TAKEOFF PERFORMANCE
TAKEOFF RUNWAY ANALYSIS REPORT

The Takeoff Runway Analysis Report (Takeoff Report) is prepared for each flight based on the
environmental conditions, runway conditions, and aircraft configuration anticipated by the
dispatcher at the time of departure. The Takeoff Runway Analysis Report is the Takeoff portion
of the Takeoff and Landing Report (TLR). The Takeoff Report provides takeoff data for the
planned conditions as well as a range of data surrounding planned conditions. The Takeoff
Report includes takeoff data for all of the runways designated for inclusion by the airline.
Runways are listed in numerical order. Shortened runways are listed following the associated
full length runway, if applicable.
MEL and CDL penalties that are planned by the dispatcher are transferred to the Takeoff
Report and are included in takeoff weight calculations. Included penalties are always indicated
in the Takeoff Report.
TAKEOFF REPORT LAYOUT - GENERAL
TAKEOFF AND LANDING REPORT ABY 1324 SCF-SCF 04AUG06

TLR-1 SEQ-1240 04AUG06 2138Z
A/C 321 A320-214 CFM56-5-B4
/// TAKEOFF DATA ///
APT PRWY POAT PWIND PQNH PMRTW FLP O2 V1 VR V2 PTOW MFPTW

SCF 35 5.0 000M00 29.92 799 3 Y 43 55 55 750 760
The header contains the parameters that were used by the dispatcher for planning the flight. At
the top is the flight number and departure date. Departure date may be in local or UTC
depending on system specification. The TLR-# identifier is provided for matching flight release
and Takeoff Report versions. SEQ-# is a unique identifier given to each Takeoff Report.
Following the SEQ-# number is the UTC date and time that the Takeoff Report was created.
Next is the aircraft tail number and the associated airframe/engine combination designation.
All weight data is displayed as weight / 100.

TAKEOFF
Takeoff Report section abbreviations:

APT – Airport IATA identifier.
PRWY – Planned runway. The runway that was used by the dispatcher for planning the
flight.
POAT – Planned outside temperature. The Takeoff Report is valid when the actual OAT
is no less than POAT – 10°C. For example, if the dispatcher planned a POAT of
25°C, then the report is valid if the actual OAT is no lower than 15°C. If the actual
OAT falls below 15°C, then a new Takeoff Report must be generated or a radio
revision may be accepted.
PWIND – Planned wind direction / speed. “M” between the wind direction and speed
indicates that the planned winds are magnetic. “T” indicates true.
PQNH – Planned QNH (Altimeter setting). The entire Takeoff Report is based on this
QNH. The Takeoff Report is valid when the actual QNH is no less than 5 hPa below
PQNH. For example, if the dispatcher planned for a QNH of 1008, then the report is
valid if the actual QNH is no lower than 1003. If the actual QNH falls below 1003,
then the QNH adjustment must be applied, or a new Takeoff Report must be
generated or a radio revision may be obtained. A new Takeoff Report is never
required when the actual QNH exceeds the planned QNH, but additional uplift
capability may be gained by using an actual QNH that is higher than PQNH.
PMRTW – Planned maximum runway takeoff weight. This is the performance-limited
takeoff weight for the planned runway and planned conditions as specified in the
header by the dispatcher. Different planned conditions (such as PRWY, POAT,
PQNH) may yield different weights. If restrictive, ask Dispatch for “Optimized
Performance” calculations.
FLP – Takeoff flap setting associated with PMRTW.
O2 – Optimum V2 indicator for PMRTW. “Y” = Yes, PMRTW is based on the use of
Optimum V2; “N” = No, PMRTW is based on the use of Minimum V2.
V1, VR, V2 – The takeoff speeds associated with the planned conditions based on the
lower of the PMRTW or the MFPTW. Add 100 to each number shown that is less
than 80.
PTOW – Planned takeoff weight.
MFPTW – Maximum flight plan takeoff weight. This is the maximum takeoff weight
entered by the dispatcher for which the flight plan is valid when considering all flight
planning limits except MRTW. These limits include the structural MTOW, METW
(Maximum Enroute Takeoff Weight), MLDW + planned fuel burn off, fuel capacity
limited takeoff weight, structural MTXW - taxi fuel, and, if required, takeoff alternate
METW. MRTW for actual conditions can exceed PMRTW, but the final MTOW can
never exceed MFPTW.

TAKEOFF
REMARKS
RMKS ONE BRAKE DEACTIVATED
RMKS – Non-standard airplane configuration and runway condition listing. Listed

configuration changes are applied to the entire report unless specified otherwise in a
section title. For example, if the RMKS indicates that anti-skid is inoperative, the
entire Takeoff Report is calculated with ONE BRAKE DEACTIVATED. If the RMKS
indicates a wet runway and a section title includes the words “DRY RUNWAY”, the
section is still based on a dry runway. Generally, but not without exception,
inoperative components will apply to the entire report, while pilot selectable options
are overridden by the section title.
RADIO REVISION
---- ---- ------ ----- ------- --- --- --- --- --- ----------------
RWY OAT WIND QNH MRTW FLP V1 VR V2 PWR CONFIG/CONDITION
This area is for last minute revisions to takeoff data. It can be used in cases where the takeoff
report does not contain data for the current conditions or when fine-tuning of the MRTW is
required to obtain maximum payload capability. The dispatcher can quickly make a single point
calculation for exact conditions that can be relayed to the flight crew in printed form (a verbal
relay is not acceptable).
Typical scenarios for its use are last minute MEL/CDL items that were not included in the
original report, actual OAT exceeding the scale on the report, OAT in decimal degrees,
headwind/tailwind adjustments calculated to provide exact numbers, and any other additional
refinement.
TAKEOFF DATA
-------------- DRY RWY - MIN V2 - BLEEDS ON - A/I OFF --------------

TREF 41
17 21 35
10000 FT 8249 FT 10000 FT
LT H130 SPECIAL DT H350
WT MT FLAP 1 MT FLAP 1 MT FLAP 1
A takeoff data section is identified by the title line, which describes the base conditions and
airplane configuration for which the data was calculated. The conditions and configuration
listed override any listed in the RMKS section. The next few lines of data indicate the runway,
runway length, abbreviated engine failure procedure, and flap setting. See Runway Naming
Conventions section earlier in the Performance Handbook for a description of runway naming
details.

TAKEOFF
EFP ABBREVIATIONS
See the Takeoff Path section earlier in the Performance Handbook for a description of engine
failure procedures. Abbreviated engine failure procedure - DT NAVAID, Heading, LT, RT or
SPECIAL.
DT – Direct (turn to NAVAID or heading in direction of shortest distance).
H – Heading (i.e. RT H180°).
LT – Left Turn.
RT – Right Turn.
SPECIAL – Special engine failure procedures are listed in a separate TLR Section.
ENGINE FAILURE TAKEOFF PROCEDURES
--------------------- ENG FAIL TAKEOFF PROCEDURES ----------------

RWY CLB VIA REACHING OR TURN FRA HOLD
03 RWY END LT H145 2510
21 D9.3 PXR 1650 LT H130 2510
35
SEE SCOTTSDALE SCF COMPLEX SPECIAL PROCEDURES VISUAL
The Engine Failure Takeoff Procedures section is included whenever the EFP section is
omitted from ACARS Runways section. This section displays the engine failure procedure for
each runway at the selected takeoff airport. Both Standard and Simple special engine failure
procedures will display in this section. Runways that are master excluded or TLR excluded will
not appear in this section. See the Special Engine Failure Takeoff Path & Procedures section
for a full description of special engine failure procedures. Complex Special Runways will direct
the crew to reference the applicable Complex Special Procedures Page.
Following the base takeoff data in each section is adjustments data. Adjustments are used to
modify base takeoff data for non-standard configurations or conditions.
Adjustment abbreviations:
HW – Headwind
TW – Tailwind
EAI – Engine Anti-ice
EWAI – Engine & Wing Anti-ice
BL ON – Bleeds On
BL OFF – Bleeds Off
5KT TW – 1-5 knots tailwind
10KT TW – 6-10 knots tailwind
10KT HW – 10 knots headwind
LOQ/5 – Low QNH adjustment in hPa
HIQ/5 – High QNH adjustment in hPa
LOQ/.10 – Low QNH adjustment in inHg
HIQ/.10 – High QNH adjustment in inHg

TAKEOFF
MAX TEMP PERFORMANCE SECTION

The MAX TEMP section provides a simplified method of determining if takeoff requirements are
satisfied for current operating conditions. It also provides for quick determination of takeoff
speeds, if reduced thrust is possible, and the associated maximum assumed temperature. This
section may not necessarily provide the highest possible uplift capability. As such, other
sections may need to be referenced to obtain the highest possible takeoff weight.
TREF – Indicates the lowest assumed temperature for which reduced thrust operation is
allowed. It is also the temperature limit which must be checked after adjustments are applied.
WT – Weight range column, where the “/” symbol indicates the PTOW with weight increments
above and below PTOW.
MT – Maximum temperature (actual or assumed) for which takeoff is allowed for the specified
weight and section conditions.
M – An “M” after an MT indicates that Maximum Takeoff Power (TOGA) is required for the
specified conditions because of an MEL condition or because MT is below TREF. An “M” after
an MT value or “MAX” in the Power Column, if applicable, indicates that Maximum Takeoff
Power is required for the specified conditions.
-------------- DRY RWY - MIN V2 - BLEEDS ON - A/I OFF ---------------

TREF 41
17 21 35
10000 FT 8249 FT 10000 FT
LT H130 SPECIAL DT H350
WT MT FLAP 1 MT FLAP 1 MT FLAP 1
770 26M 50-57-57 -1M 50-56-57 19M 49-57-57
765 31M 51-56-57 3M 50-56-57 23M 50-56-57
760 36M 51-56-56 7M 49-55-56 27M 51-56-56
755 40M 46-56-56 11M 47-54-56 32M 50-55-56
/ 750 42 46-55-55 15M 45-54-55 37M 49-54-55
745 44 47-55-55 19M 46-53-54 41 46-54-54
740 46 48-54-54 24M 46-53-54 43 47-54-54
735 47 48-54-54 28M 47-52-53 45 48-54-54
730 48 47-54-54 32M 47-52-53 47 49-53-53
10KT HW 0 1 0 0 1 -1
5KT TW -7 -6 -- --- -- ---
10KT TW -- --- -- --- -- ---
BL OFF 1 -2 -- --- 2 -1
EAI 0 0 0 --- -1 -1
In a MAX TEMP section, a “/” is shown at the PTOW. A line of takeoff data consists of weight,
temperature, and takeoff speeds. Dashes in place of an element indicate that takeoff is not
allowed for the specified condition in that section. Adjustment data is in the form of temperature
and V1. Dashes in place of an adjustment indicate the adjustment cannot be made for the
specified condition for any weight in the scale and therefore takeoff is not permitted for that
condition.

TAKEOFF
RULES FOR READING THE MAX TEMP SECTION

1. Extrapolation or interpolation is NOT allowed between weights.
2. Extrapolation or interpolation is NOT allowed between winds.
3. The actual weight must be less than or equal to the maximum weight displayed. If
the actual weight is lower than the lowest weight shown in the applicable table, use
the lowest weight shown.
4. Tailwind adjustments are required.
5. Headwind adjustments are optional.
6. Adjustments are cumulative.
STEPS FOR USING THE MAX TEMP SECTION

1. Determine the MT, without adjustments, for the desired runway by using the actual
takeoff weight rounded UP to the nearest displayed weight value.
2. When adjustments are not required or desired –
a. If MT is greater than or equal to OAT, takeoff is allowed.
b. If no “M” appears next to MT and MT is greater than OAT, reduced thrust
takeoff is allowed. An “M” next to MT indicates that Maximum Takeoff
Power (TOGA) is required, because of an MEL condition or because MT is
below TREF.
c. If reduced thrust is allowed, enter the MT into the MCDU, along with the
V1, VR, and V2.
3. When adjustments are required or desired –
a. Adjust MT and V1 for each adjustment.
b. If Adjusted MT is less than TREF, then the adjustment or combination of
adjustments is not allowed for the airplane configuration or conditions and
the next appropriate section must be used.
c. If Adjusted MT is greater than or equal to OAT, takeoff is allowed.
d. If no “M” appears next to MT and Adjusted MT is greater than OAT,
reduced thrust takeoff is allowed.
e. An “M” next to MT indicates Maximum Takeoff Power is always required.
No combination of adjustments will permit reduced thrust takeoff if an “M”
appears next to MT.
f. If adjusted V1 is greater than Vr, set V1 = Vr.
g. If reduced thrust is allowed, enter the Adjusted MT into the MCDU, along
with the Adjusted V1, VR, and V2.
4. After all adjustments, the MT (Max Temp) must be above TREF and above the
Actual OAT (not Planned OAT) at the airfield. If MT for a given weight is below the
Actual OAT, (even though above the TREF shown), takeoff is not permitted at that
weight for the runway concerned.
For Example:
Kabul RWY 29 TREF= 22°C
MT= 28°C at a given weight Actual OAT= 35°C
Takeoff is not permitted at this weight on this runway because MT is below

Actual OAT. The data is provided in case the Actual OAT is below the
Planned OAT at the time of departure.

TAKEOFF
MAX WT (WEIGHT) PERFORMANCE SECTION

The MAX WT section is provided to determine the maximum possible takeoff weights for
applicable conditions.
-------------- MAX WT - DRY RWY - BLEEDS OFF - A/I OFF --------------

03 17 21 35
8249 FT 10000 FT 8249 FT 10000 FT
SPECIAL LT H130 SPECIAL DT H350
OAT FLAP 1 FLAP 3 FLAP 3 FLAP 3
11 692/53-53-54 813/50-59-59 795/44-51-52 808/50-57-57
09 693/54-54-54 814/50-59-59 796/45-51-53 810/50-57-58
07 694/54-54-55 815/51-60-60 798/45-52-53 811/51-58-58
/ 05 695/55-55-55 817/52-60-60 799/45-52-53 812/51-58-59
03 695/55-55-56 818/52-61-61 800/46-52-54 814/52-59-59
01 696/55-55-56 819/53-61-61 801/46-53-54 815/52-59-59
-01 697/55-55-56 820/53-61-61 802/47-53-55 816/53-59-60
HW/10KT 9 1 1 1 7 4 4 3 7 3 3 3 8 4 3 3
TW/10KT -33 -9 -9 -9 -26-12-10 -9 -25 -9 -9 -8 -27-12-10 -9
EAI -2 0 0 0 -2 0 0 0 -3 0 0 0 -2 0 0 0
In a MAX WT section, the “/” is shown at the POAT. A line of takeoff data consists of
temperature, MRTW (maximum runway takeoff weight), and takeoff speeds. Dashes in place
of an element indicate that takeoff is not allowed for the specified condition in that section.
Adjustment data is in the form of weight and takeoff speeds. Dashes in place of an adjustment
indicate the adjustment cannot be made for the specified condition for any temperature in the
scale and therefore takeoff is not permitted for that condition.
RULES FOR READING THE MAX WT SECTION

1. Interpolation is allowed between temperatures, extrapolation is NOT allowed.
2. Interpolation is allowed between winds.
a. Extrapolation is allowed for winds to the maximum permissible limit.
b. Maximum headwind adjustment extrapolation is 30 knots.
c. Maximum tailwind adjustment is 10 knots.
3. The actual OAT must be less than or equal to the maximum OAT displayed. If the
actual OAT is lower than the lowest OAT displayed, use the lowest OAT displayed.
4. Headwind adjustments are optional.
5. Tailwind adjustments are required.
6. Adjustments are cumulative.
STEPS FOR USING THE MAX WT SECTION

1.Using the actual OAT, Determine the MRTW and takeoff speeds, without
adjustments.
2. When adjustments are NOT required or desired –
a. If actual takeoff weight is less than MRTW from step 1 then takeoff is allowed
for the airplane configuration or conditions.
b. If actual takeoff weight is greater than MRTW from step 1 then takeoff is NOT
allowed for the airplane configuration or conditions.
3. When adjustments are required or desired –
a. Adjust MRTW, V1, VR, and V2 for each applicable adjustment.
b. If actual takeoff weight is less than Adjusted MRTW from step 3a then takeoff is
allowed for the airplane configuration or conditions.
c. If actual takeoff weight is greater than Adjusted MRTW from step 3a then
takeoff is NOT allowed for the airplane configuration or conditions.
TAKEOFF
TAKEOFF REPORT – SINGLE SECTION

The Single section display is typically used for presenting contaminated runway data. Single
sections are only provided when the dispatcher plans contaminated conditions. The data
presented is valid for OAT and TW value displayed in Section Title. If no wind value is
displayed then that section is based on no wind.
------ SLUSH/WET SNOW/DRY SNOW - BLDS ON - ENG A/I ON - OAT 5C ------

03 17 21
LEVEL 1/2 F01 651/35-44-44 F01 766/45-58-58 F03 740/27-38-40
LEVEL 3 F03 643/30-30-30 F01 681/43-48-48 F03 676/27-32-34
---------- COMPACTED SNOW - BLDS ON - ENG A/I ON - OAT 5C -----------
F01 673/40-46-47 F01 794/47-60-60 F01 753/38-54-55
In the Single Section, the OAT is displayed in the section title. A line of takeoff data consists of
the level of contamination, flap setting, MRTW (maximum runway takeoff weight), and takeoff
speeds. Dashes in place of an element indicate that takeoff is not allowed for the specified
condition. For contaminated runways, the ice protection system corrections may be
automatically applied depending on the OAT, as noted in the section title. Since the data is
calculated only for one temperature, the flap setting is displayed before the corresponding
MRTW. The flap setting is preceded with the “F” symbol. For a description of the levels of
contamination, see the front of the takeoff section.
RULES FOR READING THE SINGLE SECTION

1. Data is valid for temperatures equal to or colder than the OAT displayed in the
section title.
2. Data in this section is only valid for calm or headwind conditions.
3. Data for TW is valid when actual Tailwind Component is less than or equal to
displayed TW value3.
TAKEOFF REPORT – RUNWAY NOTES

The Runways Notes section is included at the end of the Takeoff Report and is included
whenever a more detailed description is required.
--------------------------- RUNWAY NOTES --------------------------

RWY NOTES
07L CRANE AS PER LOCAL NOTAM
17 SHIPS USE WHEN SHIPS ARE WITHIN 1000F OF XTND CL FOR VMC OR
IF RPRTD BY ATC/ATIS FOR IMC
25R EARLY ALL ENG OPERATING TURN ABOVE 400 FT AFE OK

TAKEOFF
2.3 TAKEOFF SPEEDS

Minimum V2 takeoff speeds are provided for contaminated runway operations. Takeoff
speeds shown on the TLR for contaminated runways are valid for any takeoff weight up to and
including the associated MRTW. If the actual takeoff weight is less than MRTW, slower takeoff
speeds may be determined using the Minimum V2 Takeoff Speeds Chart. The following
instructions are provided for determination of Minimum V2 takeoff speeds.
TAKEOFF SPEEDS TABLES INSTRUCTIONS

1. Do NOT use the Minimum V2 Takeoff Speeds Chart when utilizing Optimum V2
performance.
2. Use actual takeoff weight rounded DOWN to the nearest 1,000 kg. increment for
takeoff speed determination.
3. Make speed adjustments as instructed on the Takeoff Speeds Chart page.
TAKEOFF SPEED ADJUSTMENTS

1. Make V1/VR density altitude adjustments from the table located on each Takeoff
Speeds Chart page using the temperature at which thrust will be set. Use the
assumed temperature if making a reduced thrust takeoff (Flex Thrust).
2. When VR is shaded, check the Minimum Takeoff Speeds table. If the VR from step 1
is less than minimum VR, increase VR to equal minimum VR and increase V2 by the
same amount.
3. When V2 is shaded, check the Minimum Takeoff Speeds table. If the V2 from step 2
is less than minimum V2, increase V2 to equal minimum V2 and increase VR by the
same amount.
NOTE: For quick determination of minimum speeds (steps 2 & 3), use the lowest weight
where speeds for the takeoff flap setting are not shaded. The weight on this page must
not exceed maximum takeoff weight. This method may not provide the lowest possible
takeoff speeds but avoids making correction mistakes.
4. V1 for takeoff is the lesser of the Takeoff Speeds Chart page V1 or the TLR V1 for the
appropriate runway condition and aircraft configuration.

TAKEOFF
TAKEOFF SPEEDS CHART (MINIMUM V2)

* Sea Level
Flaps 1+F Flaps 3
ISA
Weight (kg.) V 1 & VR V2 V 1 & VR V2
48,000 114 122 111 119
49,000 115 123 111 119
50,000 117 125 111 119
51,000 119 126 111 119
52,000 120 127 111 119
53,000 122 128 111 119
54,000 123 130 111 119
55,000 125 131 111 119
56,000 126 132 112 120
57,000 128 133 114 121
58,000 129 135 115 122
59,000 131 136 116 123
60,000 132 137 118 124
61,000 133 138 119 125
62,000 135 139 120 126
63,000 136 140 121 127
64,000 137 142 122 128
65,000 139 143 124 130
66,000 140 144 125 131
67,000 141 145 126 132
68,000 142 146 127 133
69,000 143 147 128 134
70,000 145 148 129 135
71,000 146 149 130 136
72,000 147 150 131 137
73,000 148 151 133 138
74,000 149 152 134 139
75,000 151 154 135 140
76,000 152 155 136 140
77,000 153 156 137 141
* See next page for Pressure Altitude and Temperature corrections.

TAKEOFF
V1/VR ADDITIVES
PRESS OAT °C
ALT (FT) -50 10 20 30 40 50 60
9,200 4 4 4 5 5 6 7
8,000 3 3 3 4 5 5 6
6,000 2 2 2 3 4 4 5
4,000 1 1 1 2 3 3 4
2,000 1 1 1 1 1 2 3
0 0 0 0 0 1 1 2
MINIMUM TAKEOFF SPEEDS

ALL FLAPS SETTINGS
Pressure Altitude (ft)
0 1000 2000 3000 4000 5000 6000 7000 8000 9000 9200 LIMIT
V1 116 115 114 114 114 113 112 111 109 108 108 VMCG
VR 120 119 118 118 118 117 116 114 113 111 111 VMCA
V2 121 120 119 119 118 117 116 115 114 112 112 VMCA

TAKEOFF
INTENTIONALLY BLANK

LANDING
4.0 LANDING
4.1 LANDING PERFORMANCE
Landing data is provided on the Landing Runway Analysis Report (Landing Report) and
provides specific aircraft landing performance for the given conditions. The Landing Runway
Analysis Report is the Landing portion of the Takeoff and Landing Report (TLR).
RUNWAY NAMING CONVENTIONS

SHORTENED RUNWAYS
Shortened runways are designated using the following code: “26L-E2000M”
– Indicates that the runway has been shortened
E Indicates the end of the runway which has been shortened (possible
values are N, NE, E, SE, S SW, W, NW)
2000 Indicates the shortened distance
M Indicates the units for the shortened distance where “F” = feet and “M” =
meters. The shortened distance unit shown will correspond to that given
by the applicable shortened runway NOTAM.
LAND AND HOLD SHORT OPERATIONS (LAHSO) RUNWAYS

LAHSO Runways are designated by using “/” between the landing runway designation and
the hold short runway intersection or nearest aligned runway designation. The following
naming conventions represent LAHSO runway designations.
09R/S Landing runway 09R hold short intersection S.
14R/09R Landing runway 14R hold short runway 09R(27L).
FULL RUNWAYS
Due to the unpredictability of NOTAM issuance and cancellation, and because some
NOTAMs are only active during certain time periods daily, full length and shortened
runway data must be made available simultaneously in the system. In order to avoid
inadvertent use of full length data when a NOTAM is in effect, the full length (base)
runway is re-named by adding the word “FULL” to the end (e.g. “26L” becomes “26L
FULL”. The “FULL” designator will be added to the base runway name whenever there is
a NOTAM shortened base runway in the system and the full length may be intermittently
available, may be approaching the closure period specified in a NOTAM, or may be
approaching the expiration of a NOTAM. If it is known that full length will not be available
during a NOTAM period, the base runway will be unavailable in the system.
Full runways are designated using the following code: “26L-FULL”.
26L Indicates the base runway.

FULL Designates full length and a shortened runway is available.

LANDING
ARRESTING GEAR CABLE RUNWAYS

Runways equipped with an arresting gear cable(s) are designated by using “CBL”. The
following naming conventions represent cable runway designations.
22L-NECBL Runway 22L with cable on Northeast (approach) end of runway
deployed. Effective runway length is the distance from the cable to
the roll-out end of the runway.
22L-SWCBL Runway 22L with cable on Southwest (roll-out) end of runway
deployed. Effective runway length is the distance from the approach
end of the runway to the cable.
22L-CBL-CBL Runway 22L with cable on Northeast (approach) and Southwest
(roll-out) ends of the runway deployed. Effective runway length is
the distance between cables.
22L-1000-CBL Runway 22L with 1000 NOTAM on Northeast (approach) end of
runway and cable on roll-out end of the runway deployed. Effective
runway length is the distance from 22L minus 1000 to the cable.
22L-CBL-1000 Runway 22L with cable on Northeast (approach) end of runway
deployed and 1000 NOTAM on roll-out end of the runway. Effective
runway length is the distance from the cable to the roll-out end of the
runway minus 1000 due to NOTAM.

Performance limit codes may appear on the Takeoff and Landing Report (TLR) or on any of the
Flight Deck Performance (FDP) tool requests depending on solution specifications.
Performance limit codes are as follows:
A – Maximum AFM Chart Weight.
B – Brakes.
C – Climb .
F – Field.
M – MEL.
P – Policy.
S – Structural.
T – Tires.
LANDING REPORT LAYOUT - GENERAL

The Landing Report is an extension of the Takeoff Report. As such, this section describes the
differences between the Takeoff Report and the Landing Report. Refer to the Takeoff Report
Layout section for supplemental documentation.
/// LANDING DATA ///
APT PRWY POAT PWIND PQNH PMRLW FLP PLDW

SCF 03 17.0 000/00 29.90 800 4 645
RMKS NONE
-------- ---- ------ ----- ------- --- ----- --- --------------------

RWY OAT WIND QNH MRLW FLP VREF PWR CONFIG/CONDITION
PMRLW – Planned maximum runway landing weight based on performance limits (see below).
PLDW – Planned landing weight.
LANDING
LANDING WEIGHT SECTION
------ DRY RWY - BLEEDS/PACKS ON - A/I OFF - NO ENROUTE ICING -------

FLAP 3 / FLAP 4
03 21
OAT 2292 M 2392 M
23 797F/ 800A 800A/ 800A
21 797F/ 800A 800A/ 800A
19 797F/ 800A 800A/ 800A
/ 17 797F/ 800A 800A/ 800A
15 797F/ 800A 800A/ 800A
13 797F/ 800A 800A/ 800A
11 797F/ 800A 800A/ 800A
HW/10KT 2/ 0 0/ 0
TW/10KT -56/ -15 -36/ 0
In the Landing Weight section, a line of landing data consists of temperature, maximum
performance limited runway landing weight (MRLW), and limit code, see Landing Report Limit
Codes below. Dashes in place of an MRLW indicate that landing data is not available. Dashes
in place of a MRLW adjustment indicate the adjustment cannot be made for the specified
condition for any MRLW in the scale and therefore landing is not permitted for that condition.
The “/” symbol is used to indicate a POAT within the temperature scale.
Following the base landing data is adjustments data. Adjustments are used to modify base
landing data for non-standard configurations or conditions. Adjustment data may contain
adjustment values for MRLW, as required. Dashes in place of an adjustment indicate the
adjustment cannot be made for the specified condition for any MRLW in the scale and therefore
landing is not permitted for that condition. Wind adjustments are in terms of weight per 10
knots of wind. Adjustments are cumulative.
Adjustment abbreviations:
TW – Tailwind
HW – Headwind
EAI – Engine Anti-ice
ICING – Enroute Icing
CII/III – Category II/III Autoland

LANDING
LANDING DISTANCE SECTION

--------------------- FACTORED LANDING DISTANCE --------------------
FLAP 3 FLAP 4
LDW DRY WET DRY WET
720 1975 2272 1801 2071
700 1893 2178 1728 1987
680 1819 2092 1662 1912
660 1744 2006 1597 1836
/ 650 1707 1963 1564 1798
640 1673 1924 1534 1764
620 1605 1846 1475 1696
600 1538 1768 1416 1628
HW/KT -8 -9 -6 -7
TW/KT 19 22 20 23
------------------- DEMONSTRATED LANDING DISTANCE ------------------
FLAP 3 FLAP 4
LDW DRY WET DRY WET
720 1185 1363 1081 1243
700 1136 1307 1037 1192
680 1091 1255 997 1147
660 1047 1204 958 1102
/ 650 1024 1178 938 1079
640 1004 1155 921 1059
620 963 1108 885 1018
600 923 1061 850 977
HW/KT -5 -5 -4 -4
TW/KT 11 13 12 14
FACTORED Landing Distance

Regulatory required landing distance for dispatch (i.e: Dry Rwy = Actual Landing
Distance + 60%)
DEMONSTRATED Landing Distance

Landing distance as per Performance Charts
The Distance section display is used for presenting landing distances based on aircraft weight.
The data presented is for a range of landing weights (LDW) above and below the planned
landing weight (PLDW). Dashes in place of a distance indicate that landing data is not
available. Dashes in place of a distance adjustment indicate the adjustment cannot be made
for the specified condition for any distance in the scale and therefore landing is not permitted
for that condition. The “/” symbol is used to indicate a PLDW within the weight scale. Landing
distance data is based on crossing the beginning of the available landing distance at 50’ at Vref
with the flaps in the specified landing configuration. Distance data includes both the air and
ground distances from a height of 50 feet. Below the weight scale are adjustments for factors
that affect landing distance. Wind adjustments are in terms of distance per knot of wind.
Adjustments are cumulative.

LANDING
GENERAL LANDING TABLES

MAXIMUM LANDING WEIGHT – FIELD LENGTH LIMIT - DISPATCH
The Field Length Limit tables are used to determine the maximum landing weight allowed
for dispatch based on an available landing distance. To determine the maximum field
length limit landing weight, first correct available landing distance for any non-normal
conditions as indicated. Next, correct available landing distance for any headwind or
tailwind condition as indicated. Lastly, enter the main table with the correct landing
distance available and airport pressure altitude to read the maximum field length limit
landing weight. Required landing distance for a given weight may also be obtained by
following the above instructions in reverse order.
UNFACTORED LANDING DISTANCE - INFLIGHT USE ONLY

The Landing Distance tables are provided for inflight determination of landing distances.
These tables are not to be used to determine dispatch field length requirements. Landing
distance is the horizontal distance necessary to land and come to a complete stop from a
point 50 feet above the landing surface at Vref on a level runway at ISA temperature.
Data is presented for weights above structural landing in case of emergency/return to land
situations. Enter the chart with pressure altitude of the field and predicted gross weight of
the aircraft at the time of landing to find the actual landing distance. For any non-normal
conditions, make the appropriate adjustment using the Adjustments table. The table may
also be entered in reverse to determine the amount of weight allowed for a given runway.
MAXIMUM LANDING WEIGHT - CLIMB LIMITS

The Climb Limit tables are used to determine the maximum landing weight, which is the
lesser of either landing climb or approach climb limit weights. For accurate computational
purposes, some of these weights may exceed structural limits. These weights are based
on aircraft performance and do not reflect structural limitations. However, the maximum
structural landing weight remains the limiting factor. Enter the chart with pressure altitude
of the field and OAT to find the maximum landing weight. Follow the notes on the bottom
for adjustments.

LANDING
INTENTIONALLY BLANK

TAKEOFF DATA
TAKEOFF DATA
A320-214 CFM56-5-B4 TD-1 20 FEB 13

TAKEOFF DATA
INTENTIONALLY BLANK
A320-214 CFM56-5-B4 TD-2 20 FEB 13

AERODATA
KATHMANDU (KTM / VNKT) COMPLEX SPECIAL PROCEDURES

AIR ARABIA
Takeoff - Runway 02 DARKE C DEPARTURE

AIRCRAFT MINIMUMS MAX CROSSWIND OTHER
ALL AS PUBLISHED
All Engines Operating Takeoff Considerations:
1) Minimum Flap Retraction Altitude is 7500’.
2) These procedures satisfy all minimum climb gradient requirements.
Engine Failure During Takeoff:
BELOW 7500’
1) Comply with SID.
2) Climb at V2 until retracting flaps.
3) Complete initial turn at 15° bank.
4) Reaching 5400’, accelerate, retract flaps, set MCT/MCP, and continue climb.
5) At KTM VOR, hold EAST on R-106, DIRECT entry, STANDARD, 4nm legs.
AT OR ABOVE 7500’
Continue on SID.
Other Considerations:
Reduced thrust takeoffs not recommended when weather is less than 2000’-3mi
(4800m) and/or during hours of darkness.
Takeoff - Runway 02 DARKE D DEPARTURE

ALL AS PUBLISHED
BELOW 7500’
1) Comply with SID.
5) At KTM R-310, LEFT turn DIRECT to KTM VOR.
6) At KTM VOR, hold EAST on R-106, TEARDROP entry, STANDARD, 4nm legs.
AT OR ABOVE 7500’
Continue on SID.
KTM - 1 17 FEB 17
AERODATA

AIR ARABIA
Takeoff - Runway 02 DARKE E DEPARTURE

ALL AS PUBLISHED
BELOW 7500’
1) Comply with SID.
5) At KTM VOR, hold EAST on R-106, TEARDROP entry, STANDARD, 4nm legs.
AT OR ABOVE 7500’
Continue on SID.
Takeoff - Runway 02 IGRIS B DEPARTURE

ALL AS PUBLISHED N/A
BELOW 7500’
1) Climb at V2 via runway heading.
2) At D2.5 KTM, commence a 20° bank LEFT turn.
3) Intercept and proceed along the 4 DME arc.
5) At KTM R-320, LEFT turn DIRECT to KTM VOR.
6) At KTM VOR, hold EAST on R-106, PARALLEL entry, STANDARD, 4nm legs.
AT OR ABOVE 7500’
Continue on SID.
KTM - 2 17 FEB 17
AERODATA

AIR ARABIA
Takeoff - Runway 20 DARKE A DEPARTURE

DARKE B DEPARTURE
IGRIS A DEPARTURE
ALL – 10 MINUTE
TAKEOFF THRUST
1) Retract flaps at 7500’.
BELOW 7500’
1) Climb at V2 via runway heading.
2) At KTM VOR, commence RIGHT turn to intercept and proceed along KTM 4.0 DME
arc (initial turn should be made with at least 15° of bank until passing H310 do not
exceed the D4.0 KTM arc).
3) At KTM R-016, proceed on track 105°.
4) At D6.0 KTM, RIGHT turn to intercept KTM R-105 (285° inbound) to KTM VOR.
5) Established inbound KTM R-105, accelerate, retract flaps, set MCT, and continue
climb.
6) If reaching KTM VOR below 10000’, reactivate SEC F-PLN to execute a second race
track pattern
7) If reaching KTM VOR at or above 10000’, continue on SID to DARKE, MNM 10500’.
KTM - 3 17 FEB 17
AERODATA

AIR ARABIA
INTENTIONALLY BLANK
KTM - 4 17 FEB 17
AERODATA
QUETTA (UET / OPQT) COMPLEX SPECIAL PROCEDURES
Takeoff - Runway 13L

ALL
Minimum Flap Retraction Altitude is 7000’.
1) Climb via runway heading.
2) At D4.3 QT (or D2.8 IUTA), LEFT turn to QT VOR (QT NDB if QT VOR OTS).
3) Reaching 6400’, accelerate, retract flaps, set MCT/MCP and continue climb.
4) At QT VOR (QT NDB if QT VOR OTS), climb-in-hold on 160 inbound track,
STANDARD.
5) At or above minimum published altitude for intended route, resume own navigation, or
request radar vectors.
Reduced thrust takeoffs PROHIBITED.
Takeoff - Runway 31R DADLO DEPARTURE

KALAT DEPARTURE
MOMKA DEPARTURE
OVTEX DEPARTURE
PARLO DEPARTURE
SIBMI DEPARTURE
ALL
Minimum Flap Retraction Altitude is 7000’.
BEFORE D3.0 QT
1) Climb via H320.
3) At D6.6 QT, RIGHT turn QT VOR.
4) At QT VOR, climb-in-hold on inbound track, STANDARD.
5) At or above minimum published altitude for intended route, resume own navigation.
AT OR AFTER D3.0 QT AND BEFORE D13.0 QT
1) Continue climbing via published departure procedure.
2) At D13.0 QT, LEFT turn to QT VOR.
3) At QT VOR, climb-in-hold on inbound track, STANDARD.
4) At or above minimum published altitude for intended route, resume own navigation.
AT OR AFTER D13.0 QT
At or above minimum published altitude for intended route, resume own navigation.
UET - 1 13 SEP 18
AERODATA
QUETTA (UET / OPQT) COMPLEX SPECIAL PROCEDURES
Takeoff - Runway 31R NO SID

ALL
1) Climb via H320.
1) Climb via H320.
2) At D6.6 QT (or D8.2 IUTA), RIGHT turn to QT VOR (QT NDB if QT VOR OTS).
4) At QT VOR (QT NDB if QT VOR OTS), climb-in-hold on inbound track, STANDARD.
5) At or above minimum published altitude for intended route, resume own navigation, or
request radar vectors.
UET - 2 13 SEP 18
AERODATA
SHIRAZ (SYZ / OISS) COMPLEX SPECIAL PROCEDURES
Takeoff - Runways 29L/29R

ALL
1) Climb via runway heading.
2) At D2.0 SYZ (D3.0 ISYZ IF SYZ OTS) LEFT turn H280.
3) At D4.0 SYZ (D5.0 ISYZ IF SYZ OTS) RIGHT turn SYZ (SR NDB IF SYZ OTS) and
hold southeast left turns on the 096 inbound track.
4) Reaching 6,000’, accelerate, retract flaps, reduce to MCT/MCP, and continue climb.
5) Reaching 13,000’ request radar vectors or resume own navigation.
These procedures satisfy all minimum climb gradient requirements.
SYZ - 1 01 APR 15
AERODATA
SHIRAZ (SYZ / OISS) COMPLEX SPECIAL PROCEDURES
INTENTIONALLY BLANK
SYZ - 2 01 APR 15
LANDING DATA
LANDING DATA
A320-214 CFM56-5-B4 LD-1 20 FEB 13

LANDING DATA
INTENTIONALLY BLANK
A320-214 CFM56-5-B4 LD-2 20 FEB 13

LANDING DATA
MAXIMUM LANDING WEIGHT - FIELD LENGTH LIMIT - DISPATCH

A320-214
Flaps 3
Weight (1000 kg)
Corrected Landing Distance Available (m)
Press. Alt. (ft) 1,400 1,450 1,500 1,550 1,600 1,650 1,700 1,750 1,800
9000 43.6 45.4 47.0 48.5 50.1 51.3 52.6 53.9 55.2
8000 46.0 47.7 49.3 50.9 52.3 53.7 55.1 56.3 57.5
7000 48.4 50.2 51.8 53.3 54.8 56.2 57.5 58.9 60.2
6000 50.4 52.1 53.7 55.3 56.8 58.2 59.6 60.9 62.2
5000 51.5 53.2 55.0 56.5 57.9 59.4 60.8 62.1 63.5
4000 52.4 54.2 55.8 57.3 58.9 60.3 61.7 63.1 64.4
3000 53.5 55.3 56.9 58.5 60.1 61.5 62.9 64.3 65.6
2000 54.9 56.5 58.2 59.8 61.3 62.8 64.2 65.6 66.9
1000 56.0 57.7 59.4 61.0 62.5 64.0 65.4 66.8 68.1
Sea Level 0 57.0 58.8 60.5 62.0 63.6 65.1 66.5 67.9 69.3

Press. Alt. (ft) 1,850 1,900 1,950 2,000 2,050 2,100 2,150 2,200 2,250
9000 56.3 57.5 58.6 59.8 60.8 61.9 62.9 64.0 65.0
8000 58.8 60.0 61.1 62.3 63.4 64.5 65.6 66.7 67.7
7000 61.4 62.6 63.8 65.0 66.2 67.3 68.4 69.5 70.6
6000 63.5 64.8 66.0 67.2 68.4 69.5 70.7 71.8 72.9
5000 64.8 66.0 67.2 68.5 69.7 70.8 72.0 73.1 74.2
4000 65.7 67.0 68.2 69.5 70.7 71.8 73.0 74.1 75.3
3000 66.9 68.2 69.5 70.7 71.9 73.1 74.2 75.4 76.6
2000 68.3 69.6 70.8 72.0 73.2 74.5 75.7 76.9 78.1
1000 69.5 70.8 72.0 73.3 74.5 75.7 77.0 78.2 79.4
Sea Level 0 70.6 71.9 73.1 74.4 75.7 76.9 78.2 79.4 80.0
Corrections to Landing Distance Available
Condition Correction Condition Correction
CG Forward of 25% MAC x 0.98 1 Pair Ground Spoilers Inop x 0.94
Wet Runway x 0.87 2 Pair Ground Spoilers Inop x 0.91
Enroute Icing x 0.91 All Ground Spoilers Inop x 0.74
1 Brake Deactivated x 0.88 Headwind (up to 40 kt credit) + 5 m/kt
Wheel Tachometer Inop x 0.77 Tailwind (up to 10 kt max.) - 30 m/kt
Instructions: 1. Correct landing distance available for non-normals.
2. Correct landing distance available for wind.
3. Determine field length limited weight using corrected landing distance available.
A320-214 CFM56-5-B4 LD-3 20 FEB 13

LANDING DATA
MAXIMUM LANDING WEIGHT - FIELD LENGTH LIMIT - DISPATCH

A320-214
Flaps Full
Weight (1000 kg)
Press. Alt. (ft) 1,200 1,250 1,300 1,350 1,400 1,450 1,500 1,550 1,600
9000 45.8 47.6 49.5 51.1 52.6 54.1
8000 46.0 48.0 50.0 51.7 53.3 54.9 56.3
7000 46.2 48.4 50.5 52.3 54.1 55.8 57.3 58.9
6000 45.8 48.3 50.6 52.5 54.4 56.2 57.8 59.5 61.0
5000 47.1 49.7 51.8 53.8 55.7 57.4 59.1 60.8 62.3
4000 48.1 50.6 52.7 54.8 56.6 58.4 60.1 61.7 63.3
3000 49.2 51.5 53.7 55.8 57.6 59.5 61.1 62.7 64.3
2000 50.4 52.7 55.0 56.9 58.8 60.6 62.3 63.9 65.5
1000 51.5 53.9 56.1 58.1 60.1 61.8 63.5 65.2 66.8
Sea Level 0 52.6 55.1 57.2 59.3 61.1 62.9 64.7 66.3 67.9

Press. Alt. (ft) 1,650 1,700 1,750 1,800 1,850 1,900 1,950 2,000 2,050
9000 55.5 56.8 58.1 59.4 60.6 61.8 63.0 64.2 65.3
8000 57.8 59.2 60.5 61.8 63.1 64.3 65.5 66.7 67.9
7000 60.4 61.7 63.1 64.5 65.8 67.0 68.3 69.6 70.8
6000 62.4 63.9 65.3 66.7 68.0 69.3 70.6 71.9 73.1
5000 63.8 65.3 66.7 68.1 69.4 70.8 72.0 73.3 74.6
4000 64.8 66.3 67.7 69.1 70.5 71.8 73.1 74.3 75.6
3000 65.9 67.3 68.8 70.2 71.5 72.9 74.2 75.5 76.8
2000 67.0 68.5 70.0 71.4 72.7 74.1 75.5 76.8 78.2
1000 68.3 69.9 71.3 72.6 74.0 75.4 76.8 78.2 79.6
Sea Level 0 69.5 71.0 72.4 73.8 75.2 76.7 78.1 79.5 80.0
Corrections to Landing Distance Available
Condition Correction Condition Correction
CG Forward of 25% MAC x 0.98 1 Pair Ground Spoilers Inop x 0.94
Wet Runway x 0.87 2 Pair Ground Spoilers Inop x 0.91
Enroute Icing x 0.91 All Ground Spoilers Inop x 0.74
1 Brake Deactivated x 0.88 Headwind (up to 40 kt credit) + 4 m/kt
Wheel Tachometer Inop x 0.77 Tailwind (up to 10 kt max.) - 31 m/kt
Instructions: 1. Correct landing distance available for non-normals.
2. Correct landing distance available for wind.
3. Determine field length limited weight using corrected landing distance available.
A320-214 CFM56-5-B4 LD-4 20 FEB 13

LANDING DATA
LANDING DISTANCE - INFLIGHT USE ONLY

A320-214
Flaps 3
Dry Runway Landing Distance (m)
Landing Weight (1000 kg)
Press. Alt. (ft) 52 54 56 58 60 62 64 66 68 70 72 74 76
9000 1005 1052 1101 1153 1206 1263 1320 1379 1440 1500 1563 1625 1678
8000 954 997 1042 1091 1140 1193 1246 1301 1358 1415 1474 1534 1593
7000 905 944 985 1030 1075 1125 1174 1226 1279 1332 1388 1445 1501
6000 869 905 944 986 1028 1075 1122 1170 1221 1271 1326 1380 1434
5500 859 894 932 974 1015 1061 1107 1155 1205 1255 1308 1362 1415
5000 849 883 921 961 1002 1047 1092 1140 1189 1238 1291 1344 1396
4500 841 875 912 952 992 1037 1082 1128 1177 1225 1278 1330 1383
4000 834 867 904 943 982 1027 1071 1117 1165 1213 1265 1317 1369
3500 825 857 893 932 971 1014 1058 1103 1150 1198 1249 1300 1352
3000 815 848 883 921 959 1001 1044 1089 1136 1182 1233 1284 1335
2500 806 837 871 909 946 988 1030 1074 1120 1166 1216 1266 1317
2000 796 827 860 897 933 974 1016 1059 1104 1150 1199 1249 1298
1500 787 817 850 886 922 963 1003 1046 1091 1135 1184 1233 1282
1000 779 808 840 876 911 951 991 1033 1077 1121 1169 1218 1266
500 771 800 832 866 901 940 980 1021 1065 1108 1156 1204 1252
0 763 792 823 857 891 930 968 1009 1052 1095 1143 1190 1238
Corrections
Condition Correction
Headwind (up to 40 kt credit) - 4 m/kt
Tailwind (up to 10 kt max) + 18 m/kt
CG Forward of 25% MAC x 1.02
Enroute Icing x 1.10
1 Brake Deactivated x 1.13
Wheel Tachometer Inop x 1.30
1 Pair Ground Spoilers Inop x 1.06
All Ground Spoilers Inop x 1.35
Instructions: 1. Determine landing distance from table.

2. Correct for wind.
3. Correct for non-normals using adjustments from ECAM display or table
above if ECAM unavailable.
A320-214 CFM56-5-B4 LD-5 20 FEB 13

LANDING DATA
LANDING DISTANCE – INFLIGHT USE ONLY

A320-214
Flaps Full
Dry Runway Landing Distance (m)
Landing Weight (1000 kg)
Press. Alt. (ft) 52 54 56 58 60 62 64 66 68 70 72 74 76
9000 919 958 1001 1047 1094 1144 1195 1248 1302 1356 1413 1470 1508
8000 876 913 953 995 1038 1085 1132 1181 1232 1283 1337 1391 1444
7000 834 868 904 943 982 1026 1070 1115 1163 1210 1261 1312 1363
6000 802 833 867 903 940 981 1022 1065 1110 1155 1204 1252 1301
5500 793 823 856 892 927 968 1008 1050 1095 1139 1187 1235 1282
5000 783 813 845 880 915 954 994 1036 1079 1122 1170 1217 1264
4500 777 806 837 872 906 945 984 1025 1068 1111 1158 1204 1251
4000 770 799 830 863 897 936 974 1015 1057 1099 1146 1192 1238
3500 763 791 822 855 888 926 964 1004 1045 1087 1133 1179 1225
3000 756 783 814 846 879 916 954 993 1034 1075 1121 1166 1211
2500 749 775 805 837 869 906 942 981 1022 1062 1107 1152 1197
2000 741 767 796 828 859 895 931 969 1009 1049 1093 1138 1182
1500 734 759 787 818 849 884 920 957 997 1036 1080 1124 1167
1000 726 751 779 809 839 874 909 945 984 1023 1066 1109 1153
500 719 744 771 800 830 864 898 935 973 1011 1054 1097 1139
0 712 736 763 792 821 855 888 924 961 999 1041 1084 1126
Corrections
Headwind (up to 40 kt credit) - 3 m/kt
Tailwind (up to 10 kt max) + 18 m/kt
CG Forward of 25% MAC x 1.02
Enroute Icing x 1.10
1 Brake Deactivated x 1.13
Wheel Tachometer Inop x 1.30
All Ground Spoilers Inop x 1.35
Instructions: 1. Determine landing distance from table.

2. Correct for wind.
3. Correct for non-normals using adjustments from ECAM display or table
above if ECAM unavailable.
A320-214 CFM56-5-B4 LD-6 20 FEB 13

LANDING DATA
MAXIMUM LANDING WEIGHT – CLIMB LIMITS

A320-214
Flaps 3
Bleeds ON
Weight (1000 kg)
Temperature (°C)
Press. Alt. (ft) < 10 15 20 25 30 35 40 45 50 55
9000 73.8 73.8 71.0 68.1 65.3 62.5
8500 75.5 75.4 73.2 70.2 67.3 64.4
8000 77.2 77.1 75.4 72.3 69.3 66.3
7500 78.2 78.1 76.9 73.9 70.8 67.7 64.6
7000 79.3 79.2 78.6 75.4 72.3 69.2 66.0
6500 80.2 80.1 80.1 76.9 73.7 70.5 67.3
6000 81.2 81.1 81.0 78.5 75.2 71.9 68.6
5500 81.5 81.4 81.3 79.4 76.1 72.8 69.5
5000 81.9 81.8 81.7 80.3 77.0 73.6 70.3 67.0
4500 82.0 81.8 81.7 81.3 78.8 75.3 71.8 68.4
4000 82.0 81.9 81.8 81.7 80.7 77.0 73.4 69.8
3500 81.9 81.8 81.7 81.6 81.4 78.9 75.1 71.3
3000 81.8 81.7 81.6 81.5 81.4 80.8 76.8 72.9
2500 81.7 81.6 81.5 81.4 81.2 81.2 78.9 74.6 70.4
2000 81.6 81.5 81.4 81.2 81.1 81.0 81.0 76.5 72.0
1500 82.1 82.0 81.9 81.8 81.7 81.6 81.5 77.9 73.4
1000 82.7 82.6 82.5 82.3 82.2 82.1 82.0 79.3 74.8
500 83.2 83.2 83.0 82.9 82.8 82.7 82.6 80.7 76.2
0 83.8 83.7 83.6 83.5 83.3 83.2 83.1 82.1 77.6 73.0
Corrections to Weight (kg)

CG Forward of 25% MAC + 250
Bleeds OFF + 1600
Engine Anti-ice ON - 250
Engine & Wing Anti-ice ON - 900
Enroute Icing - 3800
Engine Anti-ice Valve Open - 2900
A320-214 CFM56-5-B4 LD-7 20 FEB 13

LANDING DATA
MAXIMUM LANDING WEIGHT – CLIMB LIMITS

A320-214
Flaps Full
Bleeds ON
Weight (1000 kg)
Temperature (°C)
Press. Alt. (ft) < 10 15 20 25 30 35 40 45 50 55
9000 73.5 73.4 70.7 67.8 65.0 62.2
8500 75.1 75.1 72.8 69.9 67.0 64.1
8000 76.8 76.7 75.0 72.0 69.0 66.0
7500 77.9 77.8 76.6 73.5 70.5 67.4 64.4
7000 78.9 78.8 78.2 75.1 72.0 68.9 65.8
6500 79.9 79.8 79.7 76.6 73.5 70.3 67.0
6000 80.9 80.8 80.7 78.2 74.9 71.7 68.4
5500 81.2 81.1 81.0 79.1 75.8 72.5 69.2
5000 81.5 81.4 81.3 80.0 76.7 73.3 70.0 66.7
4500 81.6 81.5 81.4 81.0 78.5 75.0 71.6 68.1
4000 81.7 81.6 81.4 81.3 80.3 76.7 73.1 69.5
3500 81.6 81.5 81.3 81.2 81.0 78.5 74.8 71.0
3000 81.5 81.4 81.2 81.1 81.0 80.4 76.5 72.6
2500 81.4 81.3 81.1 81.0 80.9 80.8 78.5 74.3 70.2
2000 81.3 81.2 81.0 80.9 80.8 80.7 80.6 76.2 71.8
1500 81.8 81.7 81.6 81.4 81.3 81.2 81.2 77.6 73.1
1000 82.3 82.3 82.1 82.0 81.9 81.8 81.7 79.0 74.5
500 82.9 82.8 82.7 82.6 82.4 82.3 82.2 80.4 75.9
0 83.5 83.4 83.3 83.1 83.0 82.9 82.8 81.8 77.3 72.8
Corrections to Weight (kg)

CG Forward of 25% MAC +0
Bleeds OFF + 1600
Engine Anti-ice ON - 250
Engine & Wing Anti-ice ON - 900
Enroute Icing - 3800
Engine Anti-ice Valve Open - 2900
A320-214 CFM56-5-B4 LD-8 20 FEB 13

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A320-214 CFM56-5-B4

PERMANENT REVISION #20-01 TRANSMITTAL PAGE

REVISION DATE: January 15, 2020

Review this revision and file in your Performance Handbook in accordance

ACTION PAGES HIGHLIGHTS

…………… 0.1, 2.2 / 2.18 Updated and reformatted all

⇒ VOICE: (480) 443-7740 (24 Hours)

⇒ FAX: (480) 443-7743

⇒ Requests for aircraft performance data can be made to rwydata@aerodata.aero at

Aircraft / Manual Number:

REVISION REVISION DATE INITIALS

17-01 21 March 2017 21 March 2017 SA

18-01 22 September 2018 22 September 2018 SA

18-02 06 November 2018 06 November 2018 SA

19-01 01 February 2019 01 February 2019 SA

19-02 15 October 2019 15 October 2019 SA

20-01 15 January 2020 15 January 2020 SA

REVISION REVISION DATE INITIALS

LIST OF EFFECTIVE PAGES SYZ-2 01 APR 15

A320-214 CFM56-5-B4 LEP 2 15 JAN 20

1.0 GENERAL ................................................................................................................................... 1

AIRBUS 0.1 15 JAN 20

AIRBUS 0.2 05 JAN 16

AIRBUS 1.1 20 FEB 13

AIRBUS 1.2 20 FEB 13

1.2 AIRCRAFT PERFORMANCE DATA COMPUTE SERVER SYSTEM

1.3 JAR–OPS 1.480 TERMINOLOGY

AIRBUS 1.3 20 FEB 13

AIRBUS 1.4 20 FEB 13

STANDARD ENGINE FAILURE TAKEOFF PATH

AIRBUS 2.1 05 JAN 16

SPECIAL ENGINE FAILURE TAKEOFF PATH & PROCEDURES

Simple-Special: The Simple-Special Procedure differs from Standard Procedures in that

CLIMB AT VIA REACHING OR TURN FLAP RETRACT HOLD

AIRBUS 2.2 15 JAN 20

Complex-Special: The Complex-Special Procedure is issued when an engine failure

Complex-Special Procedures may be specifically designed for a published instrument

NON-RNAV BASED PROCEDURES

AIRBUS 2.3 15 JAN 20

Compacted Snow - A runway is considered to be contaminated by compacted snow when

RUNWAY ALIGNMENT ALLOWANCE

Aircraft TORA/TODA – meters ASDA – meters

AIRBUS 2.4 15 JAN 20

RUNWAY NAMING CONVENTIONS

26L/A Designates runway 26L at the intersection of taxiway “A”.

26L Indicates the base runway

Full runways are designated using the following code: “26L-FULL”

26L Indicates the base runway

TEMPORARY OBSTACLE RUNWAYS

26L Indicates the base runway.

ARRESTING GEAR CABLE RUNWAYS

22L-NECBL Runway 22L with cable on Northeast (brake release) end of

PERFORMANCE LIMIT CODES

A – Maximum AFM Chart Weight

AIRBUS 2.6 15 JAN 20

2.2 TAKEOFF PERFORMANCE

TAKEOFF RUNWAY ANALYSIS REPORT

TAKEOFF REPORT LAYOUT - GENERAL

TAKEOFF AND LANDING REPORT ABY 1324 SCF-SCF 04AUG06

/// TAKEOFF DATA ///

APT PRWY POAT PWIND PQNH PMRTW FLP O2 V1 VR V2 PTOW MFPTW

All weight data is displayed as weight / 100.

AIRBUS 2.7 15 JAN 20