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LANDING
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OPERATING MANUAL

EFB-LDG-10 Landing Performance Calculation

General.....................................................................................................................................................................A
Landing Parameters.................................................................................................................................................B

EFB-LDG-20 Landing Speeds and Distances Definitions

Landing Speeds....................................................................................................................................................... A
Landing Distances Definitions................................................................................................................................. B

EFB-LDG-30 Runway Conditions

Dry Runway............................................................................................................................................................. A
Wet Runway.............................................................................................................................................................B
Contaminated Runway............................................................................................................................................ C
Runway Condition Assessment Matrix for Landing................................................................................................ D

EFB-LDG-40 Dispatch Requirements

General.....................................................................................................................................................................A
Dispatch on Dry Runway.........................................................................................................................................B
Dispatch on Wet Runway........................................................................................................................................C
Dispatch on Contaminated Runway........................................................................................................................D
Dispatch with MEL or CDL Item............................................................................................................................. E
In-Flight Landing Distance Crosscheck................................................................................................................... F
ROW  Landing Distance Crosscheck............................................................................................................. G

EFB-LDG-50 In-Flight Performance Assessment

General.....................................................................................................................................................................A
Landing Performance without In-Flight Failure....................................................................................................... B
Landing Performance following In-Flight Failure.....................................................................................................C
ROW  Landing Distance Crosscheck..............................................................................................................D

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FLIGHT CREW LANDING PERFORMANCE CALCULATION
OPERATING MANUAL

GENERAL
Ident.: EFB-LDG-10-00022590.0001001 / 15 NOV 21
Applicable to: ALL

The landing performance calculation enables:

‐ At dispatch, to check that the aircraft can land at destination for the predicted conditions, in
compliance with the regulatory requirements
‐ During flight, to check that the aircraft can land at destination for the actual conditions.
L2 The landing performance calculation is made with the landing performance (LDG PERF) application.

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FCOM A 23 NOV 21
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FLIGHT CREW LANDING PERFORMANCE CALCULATION
OPERATING MANUAL

LANDING PARAMETERS
Ident.: EFB-LDG-10-00022591.0001001 / 28 NOV 19
Applicable to: ALL

The landing performance parameters are:

‐ The characteristics of the runway
L2 • Landing Distance Available (LDA)
• Elevation
• Slope
• Missed approach gradient.
L1 ‐ The regulatory requirements
‐ The outside conditions
L2 • Wind
L3 As per regulation, the computation is based on 150 % of the entered tailwind, and 50 % of the
entered headwind.
The crosswind component does not affect the calculation of the landing distance. However, a
maximum crosswind component is associated with each runway condition.
For more information about crosswind limitation, Refer to LIM-AG-OPS Crosswind for Takeoff
and Landing.
L2 • Outside Air Temperature (OAT)
• Sea level atmospheric pressure (QNH)
• Icing conditions (anti-ice selection)
• Runway condition, or landing performance level.
L1 ‐ The aircraft configuration
L2 • Landing Weight (LW)
• Aerodynamic configuration
• Air conditioning setting
• Aircraft CG position
• Approach speed and go-around speed.
L1 ‐ The aircraft status.
L2 • MEL items
• CDL items
• Abnormal and emergency configuration (ABN EMER) for in-flight computation only.

L1 The following parameters can be optimized:

‐ Aerodynamics configuration
‐ Go-around speed.

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FCOM B→ 23 NOV 21
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OPERATING MANUAL

L2 For more information about the go-around speed, Refer to EFB-LDG-20 Landing Speeds.

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FLIGHT CREW LANDING SPEEDS AND DISTANCES DEFINITIONS
OPERATING MANUAL

LANDING SPEEDS
Ident.: EFB-LDG-20-00022592.0001001 / 28 NOV 19
Applicable to: ALL

LOWEST SELECTABLE SPEED (VLS)

VLS is the lowest selectable speed. VLS is used to determine the Final Approach Speed (VAPP)
in normal conditions.
For more information about VLS, Refer to DSC-22_10-50-20 Characteristic Speeds.
REFERENCE SPEED (VREF)
VREF is equal to the VLS of CONF FULL. VREF is used to determine the Final Approach Speed
(VAPP) when a system failure affects the landing performance.
For more information about VREF, Refer to DSC-22_10-50-50 Other Speeds.
FINAL APPROACH SPEED (VAPP)
VAPP is the speed of the aircraft when crossing the runway threshold. The flaps/slats are in the
landing configuration, and the landing gears are extended.
For more information about VAPP, Refer to DSC-22_10-50-50 Other Speeds.
GO-AROUND SPEED
In the case of a missed approach, the go-around climb gradient is calculated at the go-around
speed.
The standard go-around speed is 1.23 VS1G of the go-around configuration. For approaches with
a decision height at or above 200 ft, where approach climb performance is found restrictive, the
go-around speed can be increased up to a maximum limit. For more information about maximum
go-around acceleration speed, Refer to AFM/PERF-LDG Approach Climb and Landing Climb.

BTK A318/A319/A320/A321 FLEET EFB-LDG-20 P 1/4

FCOM A 23 NOV 21
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FLIGHT CREW LANDING SPEEDS AND DISTANCES DEFINITIONS
OPERATING MANUAL

LANDING DISTANCES DEFINITIONS

Ident.: EFB-LDG-20-00022593.0001001 / 15 NOV 21
Applicable to: ALL

REQUIRED LANDING DISTANCE

The RLD is the regulatory reference to be used for dispatch landing performance computation.
The RLD is the factored certified landing distance based on:
‐ Maximum manual braking initiated immediately after main gear touchdown
‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when
reverse thrust is taken into account)
‐ Antiskid system and all ground spoilers operative
‐ The regulatory dispatch factor.
Note: The RLD calculation considers the effect of the MEL/CDL items that affect the landing
performance.
IN-FLIGHT LANDING DISTANCE
The In-Flight Landing Distance reflects the performance achievable in a typical operational landing
without margin.
The In-Flight Landing Distance calculation assumes:
‐ An airborne phase of 7 s from threshold to touchdown
‐ In the case of manual braking: maximum manual braking initiated immediately after main gear
touchdown
‐ In the case of autobrake: normal system delays in braking activation
‐ Antiskid system and all ground spoilers operative
‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when
reverse thrust is taken into account).
Note: The In-Flight Landing Distance calculation considers the effect of the inoperative
system(s) following:
‐ An MEL/CDL dispatch that affects the landing performance
‐ An in-flight failure (ECAM alert) that affects the landing performance.

Note: The In-Flight Landing Distance fulfills the requirements of the Landing Distance at Time
of Arrival (LDTA) described in Air Ops AMC1 CAT.OP.MPA.303(e).
FACTORED IN-FLIGHT LANDING DISTANCE
The definition of the In-Flight Landing Distance does not include any margin. The In-Flight Landing
Distance is a realistic distance achievable in nominal conditions, i.e. the actual conditions during
the landing are those used for the computation.

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FLIGHT CREW LANDING SPEEDS AND DISTANCES DEFINITIONS
OPERATING MANUAL

It is recommended to apply an appropriate margin to the In-Flight Landing Distance (either

determined with or without failure) in order to cover:
‐ The variability in flying techniques (e.g. flare execution, delay in application of the deceleration
means)
‐ Unexpected conditions at landing (e.g. real runway friction vs. reporting, turbulence, crosswind).
L2 The FLD is defined as:
‐ The In-Flight Landing Distance multiplied by a Factor, or
‐ The In-Flight Landing Distance plus an Increment.
L1 It is the airlines responsibility to define the margins (and their applicability) to apply on top of the
In-Flight Landing Distance.
The recommended margin is a Factor of 1.15 on the In-Flight Landing Distance. In an emergency
situation, the flight crew may decide to disregard this margin.
ROW  LANDING DISTANCE
The ROW  landing distance is calculated below 400 ft based on:
‐ The detected runway
‐ The current outside condition (e.g QNH, Temperature…)
‐ Dry and wet runway conditions
‐ A realistic manual or automatic landing, normal flare, and de-rotation technique
‐ Maximum braking
‐ IDLE REV, when runway condition/braking action is assumed to be DRY-6
‐ MAX REV, when runway condition/braking action is assumed to be WET-5.

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FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

DRY RUNWAY
Ident.: EFB-LDG-30-00022594.0001001 / 28 MAY 20
Applicable to: ALL

A runway is dry when its surface is:

‐ Free of visible moisture
‐ Not contaminated.

WET RUNWAY
Ident.: EFB-LDG-30-00022595.0001001 / 15 NOV 21
Applicable to: ALL

A runway is considered as wet, when the surface is covered by any visible moisture or water up to
and including 3 mm (1/8 in) depth. When the water film does not exceed 3 mm (1/8 in), there is no
significant danger of hydroplaning.
Note: 1. A damp runway is considered wet, regardless of whether or not the surface has a shiny
appearance.
2. A runway is considered slippery wet when a significant portion of its surface does not
comply with the applicable minimum friction criteria.

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FCOM A to B 16 NOV 22
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FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

CONTAMINATED RUNWAY
Ident.: EFB-LDG-30-00022596.0001001 / 03 NOV 22
Applicable to: ALL

A runway is contaminated when a significant portion (depending on the applicable regulation) of its
surface is covered with:
‐ A layer of fluid contaminant not considered as thin
‐ A hard contaminant.
DESCRIPTION OF FLUID CONTAMINANTS
In terms of performance, a contaminated runway is a runway covered by a fluid contaminant with a
depth of more than 3 mm (1/8 in). The fluid contaminant can be either:
‐ Dry snow
‐ Wet snow
‐ Standing water
‐ Slush.
Fluid Contaminants reduce friction forces, and cause:
‐ Precipitation drag
‐ Hydroplaning.
L2 Fluid contaminants descriptions:
‐ Dry snow is snow that, if compacted by hand, does not stay compressed when released. The
wind can blow dry snow. The density of dry snow is approximately 0.2 kg/l (1.7 lb/US Gal).
‐ Wet snow is snow that, if compacted by hand, stays compressed when released, and with which
snowballs can be created. The density of wet snow is approximately 0.4 kg/l (3.35 lb/US Gal).
‐ Standing water occurs due to heavy rain and/or not sufficient runway drainage. Standing water
has a depth of more than 3 mm (1/8 in).
‐ Slush is snow soaked with water, which spatters when stepped on firmly. Slush occurs
at temperatures of approximately 5 °C, and has a density of approximately 0.85 kg/l
(7.1 lb/US Gal).
L1 DESCRIPTION OF HARD CONTAMINANTS
In terms of performance, a contaminated runway is a runway covered by a hard contaminant that
can be either:
‐ Compacted snow
‐ Ice (Cold and Dry)
‐ Wet ice.
Hard contaminants only reduce friction forces.

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FCOM C→ 16 NOV 22
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FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

L2 Hard contaminants descriptions:

‐ Compacted snow: the maintenance personnel use a snow groomer to compress the snow on a
runway in order to obtain a hard surface
‐ Ice (Cold and Dry): situation in which ice occurs on the runway in cold and dry conditions
‐ Wet ice: when the ice on a runway melts, or there are loose/fluid contaminants on top of the ice,
the ice is referred to as "wet ice". When there is wet ice on a runway, braking and directional
control are difficult or not possible, because the runway surface is very slippery.
L1 LANDING PERFORMANCE CALCULATION
L2 COMPUTATION ASSUMPTIONS
The following assumptions are considered for the calculation:
‐ The contaminant covers the entire length of the runway
‐ For fluid contaminants, the landing distance calculation does not take credit of the
precipitation drag.
L1 EQUIVALENCES
In terms of performance:
‐ A fluid contamination is equivalent to wet, up to a maximum depth of 3 mm (1/8 in) of:
• Dry snow
• Wet snow
• Standing water
• Slush.
‐ Frost is equivalent to wet, unless a lower runway performance code is reported
‐ Slippery wet is equivalent to Dry snow
‐ Compacted snow with OAT above -15 °C is equivalent to Dry snow
Note: Compacted snow is appropriate for OAT at or below -15 °C.
‐ Dry snow over compacted snow is equivalent to Dry snow
‐ Wet snow over compacted snow is equivalent to Wet snow.
Note: ‐ In the case of a downgraded RWYCC for dispatch computation, Airbus recommends
to perform the landing computation with a contaminant included in this RWYCC’s
category in the RCAM.
‐ In the case of a downgraded or upgraded RWYCC, the flight crew should use
the recommendations applicable to in-flight performance calculation. For more
information, Refer to FCTM/LANDING PERFORMANCE / DOWNGRADED OR
UPGRADED RWYCC.

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FCOM ←C→ 16 NOV 22
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FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

RESTRICTIONS
For maximum depth of fluid contaminants, Refer to EFB-LDG-30 Runway Condition Assessment
Matrix for Landing.
Dispatch to a runway covered with wet ice is not permitted, unless a specific method for
performance assessment has been established by the operator.
Refer to the AFM for further guidance.

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FCOM ←C 16 NOV 22
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FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING

Ident.: EFB-LDG-30-00022597.0001001 / 15 NOV 21
Applicable to: ALL

Related Landing Maximum

Runway Surface Conditions Observations on
Performance Crosswind
Deceleration and
Runway State or / and for Landing
AIREP(1) Directional Control RWYCC Level
Runway Contaminant (Gust included)
Dry - - 6 DRY 38 kt
Damp
Wet
Up to 3 mm (1/8 in) of water
Braking deceleration
Slush
is normal for the
Up to 3 mm (1/8 in)
Good wheel braking effort 5 GOOD 38 kt
Dry snow
applied. Directional
Up to 3 mm (1/8 in)
control is normal.
Wet snow
Up to 3 mm (1/8 in)
Frost
Braking deceleration
Compacted snow Good to and controllability GOOD TO
4 29 kt
OAT at or below -15 °C Medium is between Good MEDIUM
and Medium.
Dry snow
More than 3 mm (1/8 in), up to
100 mm (4 in)
Braking deceleration
Wet snow
is noticeably reduced
More than 3 mm (1/8 in), up to 30 mm
for the wheel braking
(6/5 in) Medium 3 MEDIUM 25 kt
effort applied.
Compacted snow
Directional control
OAT above -15 °C
may be reduced.
Dry snow over compacted snow
Wet snow over compacted snow
Slippery wet
Standing Water
Braking deceleration
More than 3 mm (1/8 in), up to 13 mm
and controllability is
(1/2 in) Medium MEDIUM
between Medium and 2 20 kt
Slush to Poor TO POOR
Poor. Potential for
More than 3 mm (1/8 in), up to 13 mm
hydroplaning exists.
(1/2 in)
Braking deceleration
is significantly
Ice (cold & dry) Poor reduced for the 1 POOR 15 kt
wheel braking effort
applied. Directional
Continued on the following page

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Continued from the previous page

Related Landing Maximum
Runway Surface Conditions Observations on
Performance Crosswind
Deceleration and
Runway State or / and for Landing
AIREP(1) Directional Control RWYCC Level
Runway Contaminant (Gust included)
control may be
significantly reduced.
Wet ice Braking deceleration
Water on top of Compacted Snow is minimal to
non-existant for
Less
the wheel braking 0 - -
than Poor
Dry Snow or Wet Snow over ice effort applied.
Directional control
may be uncertain.
(1) AIREP: Special Air Report of Braking Action
Note: Refer for FCOM LIM-AFS chapter for Automatic Approach, Landing and Rollout limitations.

BTK A318/A319/A320/A321 FLEET EFB-LDG-30 P 6/6

FCOM ←D 16 NOV 22
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FLIGHT CREW DISPATCH REQUIREMENTS
OPERATING MANUAL

GENERAL
Ident.: EFB-LDG-40-00022598.0001001 / 28 NOV 19
Applicable to: ALL

LANDING PERFORMANCE CALCULATION

The landing performance calculation is made with the landing performance (LDG PERF)
application, with the computation type set to DISPATCH.
REQUIREMENT ON THE LANDING DISTANCE
The Landing Distance Available (LDA) at destination must be at least equal to the Required
Landing Distance (RLD) for the planned landing weight.
REQUIREMENT ON THE GO-AROUND PERFORMANCE
The go-around climb gradient must be at least equal to:
‐ 2.1 %
‐ The gradient published in the airport approach chart.
Note: EU-OPS requires a minimum go-around climb gradient of 2.5 % for instrument
approaches with decision heights below 200 ft.

DISPATCH ON DRY RUNWAY

Ident.: EFB-LDG-40-00022599.0001001 / 28 NOV 19
Applicable to: ALL

Landing performance is calculated without the benefit of thrust reversers, as per regulation.
L2 For information, the AFM publishes the autoland landing distance increments on dry runways.

DISPATCH ON WET RUNWAY

Ident.: EFB-LDG-40-00022600.0001001 / 28 NOV 19
Applicable to: ALL

Landing performance is calculated without the benefit of thrust reversers, as per regulation.
The RLD for a wet runway is the RLD for the dry runway multiplied by 1.15.

DISPATCH ON CONTAMINATED RUNWAY

Ident.: EFB-LDG-40-00022601.0001001 / 28 NOV 19
Applicable to: ALL

Landing performance can be calculated with the benefit of the thrust reversers.
For operators complying with EU-OPS regulation, the landing weight on a contaminated runway
cannot exceed the landing weight on a wet runway.

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FCOM A to D 23 NOV 21
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FLIGHT CREW DISPATCH REQUIREMENTS
OPERATING MANUAL

DISPATCH WITH MEL OR CDL ITEM

Ident.: EFB-LDG-40-00022602.0001001 / 28 NOV 19
Applicable to: ALL

The aircraft can be dispatched with deferred MEL or CDL items. In this case, the LDA must be at
least equal to the RLD calculated with the applicable MEL or CDL item selected.
MEL or CDL items that affect landing performance are:
‐ MEL items that reduce braking capabilities (brakes, spoilers, thrust reversers if applicable)
‐ MEL items that have an impact on thrust available for go-around (engine anti-ice valve stuck open)
‐ CDL items that increase aircraft drag (seals, fairings).
L2 CDL items are divided in two categories: negligible and non-negligible items.
If the number of negligible CDL items is less or equal to three, no penalty applies.
If the number of negligible CDL items is more than three, a drag increase for each item is applied.

IN-FLIGHT LANDING DISTANCE CROSSCHECK

Ident.: EFB-LDG-40-00022603.0001001 / 15 NOV 21
Applicable to: ALL

The FLD may, in some cases, and particularly on contaminated runway, exceed the RLD considered
at dispatch.
The requirements at dispatch remain unchanged and are based on the RLD. It is however
recommended to make a preliminary calculation of the FLD at dispatch.
Based on this crosscheck, the crew only need to perform a computation during Descent Preparation
in case of changes since dispatch.
If the FLD exceeds the LDA at destination, the Operator may limit the planned weight at destination
by the maximum between the RLD and the FLD. The Operator may also consider suitable
destination alternates.

ROW  LANDING DISTANCE CROSSCHECK

Ident.: EFB-LDG-40-00022715.0001001 / 28 MAY 20
Applicable to: ALL

The ROW  landing distance may, in some cases, exceed the RLD considered at dispatch.
If the conditions remain unchanged, the flight crew will not be authorized to initiate an approach
(unless a specific authorization is obtained from the appropriate authority to deactivate the
ROW/ROP  ).
As a consequence, the dispatch conditions should be adapted in order to prevent a ROW  alert
being triggered.

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FCOM E to G 23 NOV 21
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FLIGHT CREW IN-FLIGHT PERFORMANCE ASSESSMENT
OPERATING MANUAL

GENERAL
Ident.: EFB-LDG-50-00022605.0001001 / 15 NOV 21
Applicable to: ALL

During flight, the flight crew performs a landing performance computation if the landing conditions
changed compared with the landing performance computation at dispatch, or with a previous
computation (e.g. runway, weather conditions, in-flight failure affecting performance, diversion).
The landing performance calculation is made with the landing performance (LDG PERF) application,
with the computation type set to IN-FLIGHT.
The landing distance used for this computation is the FLD. The flight crew uses the RCAM to
determine the landing performance level.
If the aircraft has been dispatched with deferred MEL or CDL items, the In-Flight Landing Distance
and FLD must be calculated with the applicable MEL or CDL items selected.
In an emergency situation, the flight crew may decide to disregard the FLD. In this case the flight
crew must check that the In-Flight Landing Distance is shorter than the LDA at the destination or
diversion airport.
L2 For more information on In-Flight Landing Distances, Refer to EFB-LDG-20 Landing Distances

Definitions.

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FCOM A 23 NOV 21
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FLIGHT CREW IN-FLIGHT PERFORMANCE ASSESSMENT
OPERATING MANUAL

LANDING PERFORMANCE WITHOUT IN-FLIGHT FAILURE

Ident.: EFB-LDG-50-00022606.0001001 / 28 NOV 19
Applicable to: ALL

LANDING PERFORMANCE CALCULATION

The flight crew enters the expected landing conditions and calculates the landing performance.
FLAPS LEVER POSITION
The FLAPS lever position for landing is at flight crew's discretion.
VAPP DETERMINATION
VAPP is calculated by the FMS and is displayed on the APPR panel of the FMS PERF page.
L2 The VAPP is calculated by the FMS as the maximum of:
‐ VMCL + 5 kt
‐ 1.23*VS1G + APPR COR.
APPR COR is the highest of:
‐ 5 kt in case of A/THR ON
‐ 5 kt in case of Ice Accretion in CONF FULL
10 kt in case of Ice Accretion in CONF 3
‐ 1/3 Headwind component (excluding gust - maximum 15 kt).

BTK A318/A319/A320/A321 FLEET EFB-LDG-50 P 2/4

FCOM B 23 NOV 21
 PERFORMANCE (EFB)
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FLIGHT CREW IN-FLIGHT PERFORMANCE ASSESSMENT
OPERATING MANUAL

LANDING PERFORMANCE FOLLOWING IN-FLIGHT FAILURE

Ident.: EFB-LDG-50-00022607.0001001 / 28 NOV 19
Applicable to: ALL

LANDING PERFORMANCE ECAM INDICATIONS

After an aircraft system failure that occurs in flight, the flight crew follows the associated ECAM
procedure.
When required, the ECAM displays landing performance indications in the applicable procedure.
The ECAM alert items are displayed on the ECAM STATUS page. The ECAM displays LDG DIST
PROC APPLY if an ECAM alert item affects landing performance.
LANDING PERFORMANCE CALCULATION
The flight crew enters the ECAM alerts item that affect performance and expected landing
conditions in the LDG PERF application to calculate the landing performance.
FLAPS LEVER POSITION
The flight crew selects the FLAPS lever position requested by the ECAM.
Note: If there are no ECAM instructions, the FLAPS lever position for landing is at flight crew's
discretion.
VAPP DETERMINATION
 If the ECAM displays LDG DIST PROC APPLY:
The flight crew enters into the FMS - PERF - APPR page the VAPP value computed by the
LDG PERF application.

ROW  LANDING DISTANCE CROSSCHECK

Ident.: EFB-LDG-50-00022608.0001001 / 28 MAY 20
Applicable to: ALL

The ROW  landing distance may, in some cases, exceed the factored in-flight landing distance.
The flight crew will not be authorized to initiate an approach if a ROW  alert is expected (unless a
specific authorization is obtained from the appropriate authority to deactivate the ROW/ROP  ).
If a ROW  alert is expected, and the flight crew is not authorized to deactivate the ROW/ROP 
, the flight crew should request to change the runway, or initiate a diversion.

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FCOM C to D 23 NOV 21

A318/A319/A320/A321
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IN-FLIGHT PERFORMANCE ASSESSMENT

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