Perfo 321

A321-251N LEAP-1A32
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 / 2.16 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 2.17 / 2.18
…………… 4.1 / 4.4 Added FULL RUNWAYS and
PERFORMANCE LIMIT CODES
ADD 4.5 / 4.6
Prepared by AeroData, Copyright 2018
A321-251N
LEAP-1A32
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 06 November 2018 06 November 2018 SA
18-01 08 November 2018 08 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 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 LANDING DATA

LEP 1 15 JAN 20 LD-1 08 NOV 18
LEP 2 15 JAN 20 LD-2 08 NOV 18
LD-3 08 NOV 18
TABLE OF CONTENTS LD-4 08 NOV 18
0.1 15 JAN 20 LD-5 08 NOV 18
0.2 05 JAN 16 LD-6 08 NOV 18
LD-7 08 NOV 18
GENERAL LD-8 08 NOV 18
1.1 20 FEB 13 LD-9 08 NOV 18
1.2 20 FEB 13 LD-10 08 NOV 18
1.3 20 FEB 13 LD-11 08 NOV 18
1.4 20 FEB 13 LD-12 08 NOV 18
LD-13 08 NOV 18
TAKEOFF LD-14 08 NOV 18
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
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 06 NOV 18
TD-2 06 NOV 18
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
SYZ-2 01 APR 15
A321-251N LEAP-1A32 LEP 1 15 JAN 20

LIST OF EFFECTIVE PAGES
PAGE FLAP DATE PAGE FLAP DATE
A321-251N LEAP-1A32 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
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
A321-251N LEAP-A132 TD-1 06 NOV 18

TAKEOFF DATA
INTENTIONALLY BLANK
A321-251N LEAP-A132 TD-2 06 NOV 18

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
A321-251N LEAP-A132 LD-1 08 NOV 18

LANDING DATA
MAXIMUM LANDING WEIGHT - FIELD LENGTH LIMIT - DISPATCH

A321-251N
Flaps 3
Corrected Landing Distance Available (m)

Weight
(1000 kg)
P.A. 1400 1450 1500 1550 1600 1650 1700 1750 1800
9000 50.1 52.8 55.5 58.1 60.7
8000 49.5 52.2 55.0 57.8 60.5 63.1
7000 51.5 54.4 57.2 60.1 62.9 65.5
6000 50.7 53.7 56.6 59.5 62.5 65.3 67.8
5000 49.8 52.9 55.9 58.9 61.9 64.9 67.7 70.1
4000 51.9 55.1 58.2 61.3 64.4 67.3 70.0 72.4
3000 50.4 53.6 56.9 60.0 63.2 66.4 69.3 72.1 74.2
2000 52.1 55.4 58.7 62.0 65.2 68.3 71.2 74.0 75.8
1000 53.8 57.2 60.6 63.9 67.3 70.3 73.4 75.6 77.4
0 55.5 59.0 62.5 65.9 69.2 72.4 75.3 77.2 79.0
Weight
(1000 kg)
P.A. 1850 1900 1950 2000 2050 2100 2150 2200 2250
9000 63.1 65.4 67.5 69.3 70.7 72.0 73.3 74.5 75.6
8000 65.5 67.7 69.7 71.2 72.6 73.9 75.1 76.3 77.4
7000 67.8 70.0 71.6 73.1 74.4 75.7 76.9 78.1 79.3
6000 70.1 71.9 73.5 74.9 76.2 77.5 78.7 79.9 81.1
5000 72.2 73.9 75.3 76.7 78.0 79.3 80.6 81.8 82.9
4000 74.2 75.7 77.2 78.6 79.9 81.2 82.4 83.6 84.7
3000 75.8 77.4 78.8 80.2 81.5 82.8 84.1 85.2 86.4
2000 77.5 79.0 80.5 81.9 83.2 84.5 85.7 86.9 88.0
1000 79.1 80.7 82.1 83.5 84.8 86.1 87.3 88.6 89.8
0 80.7 82.3 83.8 85.1 86.5 87.8 89.0 90.3 91.6
See Adjustments On Next Page
A321-251N LEAP-A132 LD-2 08 NOV 18

LANDING DATA

A321-251N
Flaps 3
Corrections to Landing Distance Available
Condition Correction
Wet runway x 0.84
Forward CG x1
Ground Spoilers Inop x 0.73
Ground Spoilers 1 pair Inop x 0.93
Brake Deactivated x 0.81
Wheel Tachometer Inop x1
Enroute Icing x1
Headwind + 6 m/kt
Tailwind - 41 m/kt
Instructions:
1. Correct landing distance available for non-normals.
2. Correct landing distance available for winds.
3. Determine field length limited weight using corrected landing dist. available.
A321-251N LEAP-A132 LD-3 08 NOV 18

LANDING DATA

A321-251N
Flaps FULL
Weight (1000 kg)

P.A. 1400 1450 1500 1550 1600 1650 1700 1750 1800
9000 58.0 61.0 64.0 66.9 69.6
8000 57.4 60.5 63.5 66.6 69.5 72.3
7000 56.5 59.7 62.9 66.1 69.1 72.0 74.6
6000 58.8 62.2 65.5 68.7 71.7 74.7 76.6
5000 57.8 61.2 64.7 68.1 71.2 74.5 76.7 78.5
4000 56.6 60.2 63.7 67.3 70.7 74.0 76.8 78.6 80.4
3000 58.5 62.1 65.8 69.4 72.9 76.3 78.4 80.3 82.1
2000 60.4 64.1 67.9 71.6 75.2 78.1 80.1 82.0 83.7
1000 62.3 66.2 70.0 73.9 77.4 79.8 81.8 83.6 85.3
0 64.3 68.2 72.2 76.1 79.3 81.4 83.4 85.2 87.0

P.A. 1850 1900 1950 2000 2050 2100 2150 2200 2250
9000 72.3 74.1 75.7 77.2 78.6 80.0 81.3 82.5 83.7
8000 74.4 76.1 77.6 79.1 80.5 81.9 83.2 84.4 85.6
7000 76.3 78.0 79.5 81.0 82.4 83.7 85.0 86.2 87.4
6000 78.2 79.8 81.4 82.8 84.2 85.5 86.8 88.1 89.3
5000 80.1 81.7 83.2 84.7 86.0 87.4 88.7 90.0 91.3
4000 82.1 83.6 85.1 86.5 87.9 89.3 90.7 92.1 93.5
3000 83.7 85.2 86.7 88.2 89.6 91.1 92.6 94.1 95.5
2000 85.3 86.9 88.4 89.9 91.4 93.0 94.5 96.1 97.5
1000 87.0 88.5 90.1 91.7 93.4 95.0 96.6 98.0 99.3
0 88.6 90.3 91.9 93.7 95.3 97.0 98.4 99.8 100.0
A321-251N LEAP-A132 LD-4 08 NOV 18

LANDING DATA

A321-251N
Flaps FULL
Corrections to Landing Distance Available
Wet runway x 0.84
Forward CG x1
Enroute Icing x1
Headwind + 6 m/kt
Tailwind - 39 m/kt
Instructions:
1. Correct landing distance available for non-normals.
2. Correct landing distance available for winds.
3. Determine field length limited weight using corrected landing dist. available.
A321-251N LEAP-A132 LD-5 08 NOV 18

LANDING DATA
LANDING DISTANCE - INFLIGHT USE ONLY

A321-251N
Flaps 3
Landing Weight (1000 kg)

Dry Runway Landing Distance (m)
P.A. 52 54 56 58 60 62 64 66 68 70 72 74 76
9000 981 1003 1025 1048 1071 1095 1120 1147 1176 1213 1258 1306 1359
8500 969 991 1013 1035 1057 1081 1105 1131 1159 1193 1236 1284 1335
8000 957 978 1000 1022 1044 1066 1090 1116 1143 1175 1216 1261 1311
7500 945 967 988 1010 1031 1053 1076 1101 1127 1157 1196 1240 1288
7000 934 955 976 997 1019 1040 1062 1086 1112 1140 1177 1220 1266
6500 923 944 965 985 1006 1027 1048 1071 1097 1123 1158 1199 1245
6000 912 933 953 974 994 1015 1035 1057 1082 1108 1140 1180 1224
5500 902 922 942 962 982 1002 1023 1044 1067 1093 1122 1161 1203
5000 891 911 931 951 970 990 1010 1031 1053 1078 1105 1142 1183
4500 880 900 919 939 959 978 998 1018 1040 1063 1089 1124 1164
4000 870 889 908 928 947 967 986 1006 1027 1049 1073 1106 1145
3500 862 881 900 919 938 957 976 996 1016 1038 1060 1091 1128
3000 854 873 891 910 929 948 967 986 1006 1027 1049 1076 1112
2500 846 865 883 902 920 939 957 976 996 1017 1038 1062 1097
2000 839 857 875 893 912 930 948 967 986 1006 1027 1050 1082
1500 831 849 867 885 903 921 939 957 976 996 1016 1037 1069
1000 824 841 859 877 894 912 930 948 966 986 1006 1026 1055
500 816 834 851 869 886 904 921 939 957 976 996 1015 1042
0 809 826 844 861 878 895 913 930 948 967 986 1004 1030
A321-251N LEAP-A132 LD-6 08 NOV 18

LANDING DATA
MINIMUM LANDING DISTANCE

A321-251N
Flaps 3
Adjustments
Headwind - 3 m/kt
Tailwind + 22 m/kt
Forward CG x1
Enroute Icing x1
Instructions:
1. Determine landing distance from table.
2. Correct for winds.
3. Correct for non-normals.
A321-251N LEAP-A132 LD-7 08 NOV 18

LANDING DATA

A321-251N
Flaps FULL
Landing Weight (1000 kg)

Dry Runway Landing Distance (m)
P.A. 52 54 56 58 60 62 64 66 68 70 72 74 76
9000 937 938 939 959 979 999 1020 1040 1061 1084 1106 1136 1138
8500 926 926 928 947 967 987 1007 1026 1047 1069 1091 1119 1144
8000 914 915 916 935 955 974 994 1013 1034 1055 1077 1102 1138
7500 904 905 906 924 943 962 982 1001 1021 1042 1063 1086 1120
7000 893 894 895 914 932 951 970 989 1008 1028 1049 1070 1103
6500 883 884 885 903 921 939 958 976 995 1015 1035 1056 1086
6000 873 874 874 892 910 928 946 964 983 1003 1022 1042 1070
5500 863 863 864 882 899 917 935 953 971 990 1009 1028 1054
5000 853 853 854 871 889 906 924 941 959 978 996 1015 1038
4500 843 844 844 861 878 895 913 930 947 965 984 1002 1023
4000 833 834 834 851 868 885 902 919 936 953 971 989 1009
3500 826 826 827 843 860 876 893 910 927 944 961 979 997
3000 819 819 819 836 852 868 885 901 918 935 952 969 987
2500 812 812 812 828 844 860 877 893 909 926 942 959 976
2000 805 805 805 821 837 853 868 885 901 917 933 949 966
1500 798 798 798 813 829 845 861 876 892 908 924 940 957
1000 791 791 791 806 822 837 853 868 884 899 915 931 947
500 784 784 784 799 814 830 845 860 876 891 906 922 938
0 778 778 778 792 807 822 837 853 868 883 898 913 929
A321-251N LEAP-A132 LD-8 08 NOV 18

LANDING DATA

A321-251N
Flaps FULL
Adjustments
Headwind - 3 m/kt
Tailwind + 18 m/kt
Forward CG x1
Enroute Icing x 1.02
Instructions:
1. Determine landing distance from table.
2. Correct for winds.
3. Correct for non-normals.
A321-251N LEAP-A132 LD-9 08 NOV 18

LANDING DATA

A321-251N LEAP-1A32
Flaps 3 Bleeds ON
Temperature (°C)
Weight (1000 kg)
P.A. ≤5 10 15 20 25 30 35 40 45 50
9000 78.5 78.4 77.4 75.5 73.8 71.0 67.8
8500 79.5 79.5 78.7 76.8 75.1 72.5 69.3
8000 80.5 80.5 80.1 78.1 76.5 74.1 70.7
7500 81.8 81.7 81.7 79.7 77.8 75.6 72.2 69.0
7000 83.1 83.0 83.0 81.2 79.2 77.1 73.7 70.5
6500 84.4 84.4 84.3 82.9 80.6 78.6 75.3 71.9
6000 85.8 85.7 85.7 84.6 82.1 79.9 76.8 73.4
5500 87.6 87.6 87.5 86.9 83.8 81.4 78.4 74.9
5000 89.5 89.5 89.4 89.3 85.5 82.9 80.0 76.5 73.1
4500 90.7 90.6 90.5 90.5 87.4 84.4 81.7 78.1 74.7
4000 91.8 91.7 91.7 91.6 89.3 85.9 83.2 79.7 76.2
3500 93.0 93.0 92.9 92.8 91.2 87.6 84.7 81.3 77.8
3000 94.2 94.2 94.1 94.0 93.2 89.4 86.2 82.9 79.4
2500 95.4 95.3 95.2 95.1 95.0 91.2 87.9 84.6 81.0 77.5
2000 96.5 96.4 96.3 96.2 96.1 93.2 89.5 86.2 82.6 79.1
1500 97.7 97.6 97.5 97.4 97.3 95.0 91.2 87.8 84.2 80.5
1000 98.9 98.8 98.7 98.6 98.5 96.9 93.0 89.4 85.8 81.9
500 100.0 100.0 99.9 99.8 99.7 98.8 94.9 91.2 87.5 83.4
0 100.0 100.0 100.0 100.0 100.0 100.0 96.8 92.9 89.3 85.0
A321-251N LEAP-A132 LD-10 08 NOV 18

LANDING DATA

A321-251N LEAP-1A32
Flaps 3 Bleeds ON
Adjustments
Condition Correction (kg)

Bleeds Off 0
Engine Anti-ice On - 442
Engine & Wing Anti-ice On - 3,295
Enroute Icing -8,000
Engine Anti-ice Valve Open - 1,413
Forward CG 0
A321-251N LEAP-A132 LD-11 08 NOV 18

LANDING DATA

A321-251N LEAP-1A32
Flaps FULL Bleeds ON
Temperature (°C)
Weight (1000 kg)
P.A. ≤5 10 15 20 25 30 35 40 45 50
9000 73.3 73.2 72.3 70.7 69.2 66.6 63.5
8500 74.3 74.2 73.6 71.9 70.4 68.1 64.9
8000 75.2 75.2 74.9 73.1 71.6 69.5 66.3
7500 76.5 76.4 76.4 74.6 72.9 70.9 67.7 64.7
7000 77.7 77.7 77.6 76.0 74.2 72.3 69.1 66.0
6500 79.0 78.9 78.9 77.6 75.5 73.7 70.5 67.4
6000 80.3 80.2 80.1 79.2 77.0 75.0 72.0 68.7
5500 82.4 82.3 82.3 81.6 78.5 76.4 73.5 70.1
5000 84.5 84.4 84.4 84.3 80.1 77.8 75.0 71.6 68.4
4500 85.5 85.4 85.4 85.3 82.1 79.2 76.6 73.1 69.9
4000 86.5 86.4 86.4 86.3 84.0 80.7 78.1 74.6 71.3
3500 87.6 87.5 87.5 87.4 85.8 82.3 79.5 76.2 72.8
3000 88.7 88.6 88.5 88.4 87.7 83.9 81.0 77.8 74.3
2500 89.7 89.6 89.5 89.4 89.4 85.7 82.5 79.4 75.8 72.5
2000 90.7 90.6 90.5 90.4 90.3 87.5 84.1 80.9 77.4 74.0
1500 91.9 91.8 91.7 91.6 91.5 89.3 85.7 82.4 78.9 75.4
1000 93.1 93.0 92.9 92.8 92.7 91.1 87.3 83.9 80.4 76.8
500 94.3 94.2 94.1 94.0 93.9 93.0 89.1 85.5 82.0 78.2
0 95.6 95.5 95.3 95.2 95.1 95.0 90.9 87.2 83.7 79.7
A321-251N LEAP-A132 LD-12 08 NOV 18

LANDING DATA

A321-251N LEAP-1A32
Flaps FULL Bleeds ON
Adjustments
Condition Correction (kg)

Bleeds Off + 1,539
Engine Anti-ice On - 413
Engine & Wing Anti-ice On - 3,073
Enroute Icing -7,642
Engine Anti-ice Valve Open - 1,352
Forward CG 0
A321-251N LEAP-A132 LD-13 08 NOV 18

LANDING DATA
INTENTIONALLY BLANK
A321-251N LEAP-A132 LD-14 08 NOV 18

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A321-251N LEAP-1A32

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 / 2.16 Updated and reformatted all instructions

⇒ 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

REVISION REVISION DATE INITIALS

LIST OF EFFECTIVE PAGES LANDING DATA

A321-251N LEAP-1A32 LEP 1 15 JAN 20

A321-251N LEAP-1A32 LEP 2 15 JAN 20

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

AIRBUS 0.1 15 JAN 20

AIRBUS 0.2 15 JAN 20

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 15 JAN 20

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

Takeoff Report section abbreviations:

AIRBUS 2.8 15 JAN 20

RMKS ONE BRAKE DEACTIVATED

RMKS – Non-standard airplane configuration and runway condition listing. Listed

-------------- DRY RWY - MIN V2 - BLEEDS ON - A/I OFF --------------