Presentacion Exp

A320 PILOTS AND FLIGHT DISPATCHERS
PERFORMANCE TRAINING 2009
CIT-TAI-INI-PIL-PFDA-A320-PP-00
CIT – Centro de Instrucción Técnica.
CONTENT
PERFORMANCE
◙GROUND LIMITATIONS
◙PERFORMANCE LIMITATIONS
◙MTOW
◙FLEXIBLE TAKE-OFF
◙LANDING PERFORMANCE
◙DESPRESSURIZATION
◙PERFORMANCE EXCERCISES
◙EFFECT QNH / BLEEDS / GRAD
Performance Engineer Course – Data Acquisition and Analysis 2/50

TRAINING OBJECTIVE
Once the training has been completed, students will

be able to identify those essential and necessary
factors that affect the aircraft performance, and apply
the theory and practices on the daily basis airline
operations in order to support the efficiency and
safety levels.

Takeoff
Ground Limitations
Ground Limitations
1 Takeoff Lengths
2 Takeoff Distances

Takeoff Lengths
EU-OPS 1.1 ; FAR 1.1
 Runway
 “Rigid or flexible rectangular area on concrete or

asphalt
used for takeoff and landing.”

Takeoff Lengths
 Stopway
 Rectangular area beyond the takeoff runway:

• centered on the same centerline, at least as wide as the
runway
• able to support the airplane during an abortive takeoff, without
causing structural damage to the airplane
• designated by the airport authorities for use in decelerating the
aircraft in case of aborted takeoff

Takeoff Lengths
 Clearway
 Rectangular area beyond the runway, centered on the

same centerline, and under control of the airport
authorities.

Takeoff Lengths
 Clearway
MIN 500 ft

authorities, featuring:
• Minimum width: 500 ft

Takeoff Lengths
 Clearway
MIN 500 ft
MAX 1.25%
authorities, featuring:
• Slope < 1.25 %

Takeoff Lengths
 Clearway ok
(MAX 26”) not ok
MIN 500 ft
MAX 1.25%
authorities, featuring :
• Slope < 1.25 %
• No prominence except threshold lights (if < 26” above surface)

Takeoff Lengths
 Clearway
runway length clearway length
½ runway
 In addition, clearway cannot exceed half the runway

length (computation limitation).

Takeoff Lengths
 Clearway
runway length clearway length
½ runway
 A clearway increases the TOW,

but it is useless over 15% of the runway length.

Ground Limitations
1 Takeoff Lengths
2 Takeoff Distances

Takeoff Distances
EU-OPS 1.480 ; FAR 121.189
 TORA
(Takeoff Run Available)
 Airport authorities :
• “TORA is the part of the Takeoff surface free of obstacles.”
• “It consists of a surface capable of carrying the aircraft under
all normal operating conditions.”

Takeoff Distances
EU-OPS 1.480 ; FAR 121.189
 TORA
(Takeoff Run Available)
TORA
 Airport authorities :
• “TORA is the part of the Takeoff surface free of obstacles.”
• “It consists of a surface capable of carrying the aircraft under
all normal operating conditions.”
 It is equal to the runway length available for Takeoff.

Takeoff Distances
EU-OPS 1.480 ; FAR 121.189
 ASDA
(Accelerate Stop Distance Available)
TORA
ASDA
 Runway length available for acceleration and

subsequent deceleration, including stopway, if any.

Takeoff Distances
EU-OPS 1.480 ; FAR 121.189
 TODA
(Takeoff Distance Available)
TORA
ASDA
TODA
 It is the runway length available for Takeoff plus

adjoining clearway, if any.

Takeoff
Performance limitations
Performance Limitations
1 Limiting speeds
2 Operating speeds
3 Takeoff distances
4 Takeoff trajectory
5 Factors of influence

Speeds
 Limiting Speeds  Operating Speeds

 VMCG  V1
 VMCA • VEF
 VMU  VR
• VLOF
 VMBE
 V2
 VTIRE
 VOPS (F, S, O)
 VLS
All these speeds are CAS (Calibrated Air Speeds), except VMBE and VTIRE

Limiting Speeds: VMCG
CS 25.149 ; FAR 25.149

CS 25.149 ; FAR 25.149
 Minimum Control speed on Ground,

from which a sudden failure of the critical engine
can be controlled by use of primary flight controls
only, the other engine(s) remaining at full takeoff
power.

CS 25.149 ; FAR 25.149
power.
Engine Failure:
torque due to remaining engine

CS 25.149 ; FAR 25.149
power.

CS 25.149 ; FAR 25.149
power.

CS 25.149 ; FAR 25.149
power.
The actions of the pilot:

• Recover control of the aircraft
• Enable safe takeoff continuation
Limitations (regulatory):
• Normal piloting skill
• Rudder control forces under 150 lb

CS 25.149 ; FAR 25.149
power.
Test conditions:
• Most critical T/O configuration
• Most unfavorable center of gravity
• Most unfavorable TOW
• Aircraft trimmed for T/O
Determination of VMCG:
• Operating engines on TOGA
Lateral deviation less than 30 ft

Concerns: A318, A319, A320, A321
 Minimum Control speed on Ground:

Narrow runways
 Runways with a width between 30 and 45 m:
• For runway width > 40 m, VMCG remains unchanged
• For runway width < 40 m, VMCG must be increased
(from 1.5 to 2.5kt)
The dispatch from / to narrow runways

is not allowed in case of:
• nose wheel steering inoperative
• one brake or more inoperative.

Limiting Speeds: VMCA
CS 25.149 ; FAR 25.149
 Minimum Control speed in the Air at which the

aircraft can be controlled

CS 25.149 ; FAR 25.149

aircraft can be controlled either:
 With a 5° maximum bank angle,
Max 5°

CS 25.149 ; FAR 25.149

 With a 5° maximum bank angle, or
 No heading change.
In case of failure of one engine,
the other engine(s) remaining
at takeoff power.
Max 5°

CS 25.149 ; FAR 25.149

 With a 5° maximum bank angle, or
 No heading change.
Actions of the pilot:
• Rudder forces under 150 lbs
• Normal pilot strength and skill required to
maintain heading change below 20°
Max 5°

Limiting Speeds: VMU
CS 25.107 ; FAR 25.107

CS 25.107 ; FAR 25.107
 Minimum Unstick speed is the lowest calibrated

airspeed at and above which the aircraft can safely
lift off the ground and continue the takeoff without
encountering critical conditions.
 What are these critical conditions ?

CS 25.107 ; FAR 25.107


 The necessary angle of attack is also important:
the rear of the aircraft can hit the ground.

CS 25.107 ; FAR 25.107


 The necessary angle of attack is too important:
the rear of the a/c can hit the ground.
 Insufficient lateral control:
engine or wing can hit the ground.

CS 25.107 ; FAR 25.107


 The necessary angle of attack is too important:
the rear of the a/c can hit the ground.
 Insufficient lateral control:
may cause engine or wing to hit the
ground.

CS 25.107 ; FAR 25.107

 VMU (N-1) and VMU (N)
With one engine With all engines

inoperative operating

Limiting Speeds: VMBE
CS 25.109 ; FAR 25.109
 Maximum Brake Energy Speed:

 Maximum (ground) speed for full braking to achieve a full stop
 At higher speed, brakes would not absorb all the heat energy
produced and would be damaged
 VMBE depends on:
• TOW
• Acceleration rate
• Meteorological Conditions
• Runway Slope

Limiting Speeds: VTIRE
CS 25.109 ; FAR 25.109
 Maximum Tire Speed:

 Maximum ground speed specified in order to limit the
centrifugal forces and the heat generation that may
damage the tire structure
 VTIRE specified by the tire manufacturer.
For A320 family aircraft models,

VTIRE = 195 kts

1 Limiting speeds
2 Operating speeds
3 Takeoff distances

Operating Speeds: V1
CS 25.107 ; FAR 25.107
 V1: Takeoff decision speed chosen by the applicant
 V1 is the speed limit at which the pilot can interrupt

takeoff

CS 25.107 ; FAR 25.107
If I am aware of a failure before V1,

I will ...
... safely abort takeoff.
V V1 Speed

CS 25.107 ; FAR 25.107
If I am aware of a failure after V1,

I MUST complete the takeoff.
1. From that point,
I am sure to reach
35 ft
the takeoff limited
height.
V1 V Speed

CS 25.107 ; FAR 25.107
If I am aware of a failure after V1,

I MUST complete the takeoff.
2. I am too fast to brake
safely before the end
of the stopway.
V1 V Speed

CS 25.107 ; FAR 25.107
 VEF: Engine Failure speed

 The speed at which the critical engine is assumed to
fail.
 During flight test, critical engine is made inoperative at
VEF.
The aircraft must
 VEF  VMCG
remain under control
to complete the takeoff.

CS 25.107 ; FAR 25.107
Failure Failure detected,

occurrence pilot ready to react
 VEF: Engine Failure speed
V V EF 1
 Relation between V1 and VEF:

 Time between failure and its recognition = 1s.
 The aircraft is still accelerating...
 V1  VEF

CS 25.107 ; FAR 25.107
VR
VMCG  Failure
 VEF: Engine VEF < V1speed
VMBE
 Relation between V1 and VEF:

 Time between failure and its recognition = 1s.
 The aircraft is still accelerating...
 V1  VEF

CS 25.107 ; FAR 25.107
 V2: Takeoff climb speed
 To be reached before the 35 ft takeoff height above
TOD
 Maintained during 1st and 2nd segment, until reaching
the acceleration height (at least 400 ft)
 All Engines Operating Takeoff:
Takeoff climb speed is higher than V2 (10-15 kts)

Operating Speeds: VOPS F
 VOPS F: Minimum speed at which the flaps may be

retracted at takeoff
 Corresponds to maneuver speed in CONF 2 or

CONF 3
 Target speed when the aircraft is in CONF 2 or CONF 3

Operating Speeds: VOPS F
 VOPS F: Minimum speed at which the flaps may be

Maneuver
Speed

Operating Speeds: VOPS S
 VOPS S: Minimum speed at which the slats may be

 Corresponds to maneuver speed in CONF 1

 Target speed when the aircraft is in CONF 1

Operating Speeds: VOPS S
 VOPS S: Minimum speed at which the slats may be

Maneuver
Speed

Operating Speeds: O
 O: Green dot speed

 Engine out operating speed in CLEAN configuration
(best lift to drag ratio speed)
 Corresponds also to the final takeoff speed
 Represented by a green dot on the PFD scale

Operating Speeds: O
 O: Green dot speed
Maneuver
Speed

Operating Speeds: VLS
FAR 25.729
 VLS: Lowest Selectable Speed

 During flight phases, the pilot should not select a speed
below VLS.
VLS = 1.23 Vs1g

Operating Speeds: VLS
FAR 25.729
 VLS: Lowest Selectable Speed

 During flight phases, the pilot should not select a speed
below VLS.
VLS = 1.23 Vs1g
 Rule applied for landing:

• During landing, pilots have to maintain a calibrated speed of no
less than VLS down to a height of 50 feet above the airport.

Operating Speeds: conclusion
1.13 Vs1g
V2
VR
VMCG VMBE
V1
VEF 35 ft
VLOF
VTIRE

1 Limiting speeds
2 Operating speeds
3 Takeoff distances

Takeoff Distances
EU-OPS 1.490
 Lineup adjustments
 When the access to the runway does not allow aircraft
positioning at the threshold (e.g. 90° taxiway entry)

Takeoff Distances
EU-OPS 1.490
 When the access to the runway does not allow aircraft
positioning at the threshold (e.g. 90° taxiway entry)
 Dependant of the type of aircraft and runway

 Used to compute takeoff performance

Takeoff Distances
EU-OPS 1.490
90 deg Runway Entry

TODA
e.g… A320 10.9 m
 Adjustment to TOD:
From the Main Gear to the beginning of the runway
Takeoff Distances
EU-OPS 1.490
90 deg Runway Entry

TODA ASDA
e.g… A320 10.9 m 23.6 m
 Adjustment to ASD:
From the Nose Gear to the beginning of the runway
Takeoff Distances
EU-OPS 1.490
 Multiple entries
Beginning of TODA Beginning of ASDA

Takeoff Distances
EU-OPS 1.490
 Multiple entries
Beginning of TODA Beginning of ASDA

Takeoff Distances
FAR 25.113
 TODN-1 dry:
Takeoff Distance One Engine Out on dry runway
All Engines Operating One Engine Inoperative
V2
TODN-1 dry = From BR to 35 ft
V=0 VEF V1 VR VLOF 35 ft
TODN-1 dry
Horizontal distance along the T/O path from the Brake Release point
to the point at which the aircraft is 35 ft above the takeoff surface

Takeoff Distances
FAR 25.113
 TODN dry:
Takeoff Distance All Engines Operating on dry runway
All Engines Operating +15%
V2
1.15 × TODN dry = From BR to 35 ft + 15%
V=0 V1 VR VLOF 35 ft
TODN dry
1.15 × TODN dry

Takeoff Distances
FAR 25.113
 TODdry:
Takeoff Distance on dry runway
35 ft
TODN-1 dry
Definition: TOD dry
TOD dry is the greatest of:
+15%
TODN-1 dry
35 ft
1.15 × TODN dry
TODN dry
1.15 × TODN dry
One engine out: is limiting for 2-engine aircraft

Takeoff Distances
FAR 25.113
 TODdry:
Takeoff Distance on dry runway
35 ft
TODN-1 dry
Definition: TOD dry
TOD dry is the greatest of:
+15%
TODN-1 dry
35 ft
1.15 × TODN dry
TODN dry Requirement for T/O:

1.15 × TODN dry TOD dry  TODA

Takeoff Distances
FAR 25.113
 TODN-1 wet:
Takeoff Distance One Engine Out on wet runway
All Engines Operating One Engine Inoperative
V2
TODN-1 wet = From BR to 15 ft

15 ft
TODN-1 wet
TODN-1 dry

Takeoff Distances
FAR 25.113
 TODwet:
Takeoff Distance on wet runway
Definition: TOD wet

TOD wet is the greatest of:
TODN-1 wet
TODdry
Requirement for T/O:

TOD wet  TODA

Takeoff Distances

Takeoff Distances

Takeoff Distances

Takeoff Distances

Takeoff Distances

Takeoff Distances

Takeoff Distances

Takeoff Distances

Takeoff Distances

Takeoff Distances
FAA

Takeoff Distances

Takeoff Distances
CS 25.109 ; FAR 25.109
 ASDN-1 dry:
Accelerate Stop Distance one engine out on dry runway
One Engine Inoperative
All Engines Operating Idle
(+ Brakes)
1s 2s
V=0 VEF V1 V=0
ASDN-1dry is the sum of the distances necessary to:

•
ASD
Accelerate from a standing start to VEFN-1withdry
all engines at TOGA
• Accelerate from VEF to V1 assuming that the critical engine fails at V EF
• Add a distance margin equivalent to 2 seconds at constant V1 speed
• Come to a full stop (all engines at Idle), assuming that no means of retarding
the aircraft have been applied before that stage
Takeoff Distances
CS 25.109 ; FAR 25.109
 ASDN-1 dry:
Accelerate Stop Distance one engine out on dry runway
Accelerate - Stop Time Sequence

Throttles Max braking
reduced efficiency
Engine Decision
failure speed Brake Ground spoilers
application fully efficient
VEF V1
0 1 2 3 4 5 Time (s)
1s T = 2s

Takeoff Distances
CS 25.109 ; FAR 25.109
 ASDN dry:
Accelerate Stop Distance all engines operating on dry runway
All Engines
Why ASDOperating Idle
with All Engines Operating?
(+ Brakes)
 A non-engine related failure may result in a rejected takeoff.
2s
V=0 V1 V1 V=0
ASDN dry is the sum of the distances

ASD necessary to:
N dry
• Accelerate from a standing start to V1 plus a distance equivalent to
2 seconds at constant V1 speed.
the aircraft have been applied before that stage.

Takeoff Distances
CS 25.109 ; FAR 25.109
 ASDN dry:
Accelerate Stop Distance all engines operating on dry runway
Braking means:
All•Engines Operating
Wheel brakes Idle
• Spoilers
(+ Brakes)
• Reversers 2s
 not on dry runways
V=0  on wet and contaminated
V1 V1 runways V=0
ASDN dry is the sum of the distances

ASD necessary to:
N dry
• Accelerate from a standing start to V1 plus a distance equivalent to
2 seconds at constant V1 speed.
the aircraft have been applied before that stage.

Takeoff Distances
CS 25.109 ; FAR 25.109
 ASD:
Accelerate Stop Distance on dry runway
One Engine Inoperative
V=0 VEF V1 V=0

 Requirement for T/O:
ASD  ASDA
ASDN-1 dry
V=0 V1 V1 V=0
ASDN dry

1 Limiting speeds
2 Operating speeds
3 Takeoff distances

Takeoff trajectory
 Engine Thrust limitation
 5 Min TOGA - All Engines Operating
 10 Min TOGA - One Engine Inoperative

Takeoff Trajectory
End: the highestCS
of25.1511 ; FAR 25.1511
 Definition of 4 segments CS 25.1515 ; FAR 25.1515
• 1 500 ft above the takeoff surface
CS 25.1521 ; FAR 25.1521
• Max continuous thrust for remaining engine,
En-route configuration achieved,
Maximum climb gradient
TO dist. Takeoff flight path climb
End
Start:
• at the end of the takeoff distance
• 35 ft above the runway or clearway
35 ft
Segments: 1 2 3 final

Takeoff Trajectory
FAR 25.1511
 Definition of 4 segments FAR 25.1515
FAR 25.1521
End of first segment:

• Critical engine inoperative
• Flaps/Slats extended
TO dist. •Takeoff flight
Landing path
gear retracted climb
Speed: V2
End
End of 2nd segment:

• Landing gear retracted
• Acceleration height reached
35 ft
VEF Speed: V2

Takeoff Trajectory
FAR 25.1511
FAR 25.1521
End of 2nd segment:
• Landing gear retracted
TO dist. Takeoff flight path
• Acceleration climb
height reached
Speed: V2 End
2nd segment requirements:

• 2 engines : 2.4 % gradient
• TOGA /FLEX
• V2
35 ft
VEF

Takeoff Trajectory
FAR 25.1511
FAR 25.1521
End of 2nd segment: End of third segment:

• Critical engine inoperative • Critical engine inoperative
TO dist. • Flaps/Slats
Takeoff flight path retracted climb
• Landing gear retracted • Landing gear retracted
• Acceleration height reached • Acceleration height maintained End
Speed: V2 Speed: Green dot
35 ft
VEF

Takeoff Trajectory
FAR 25.1511
FAR 25.1521
End of third segment:
• Flaps/Slats retracted
TO dist. • Landing
Takeoff gear retracted
flight path climb
• Acceleration height maintained
Speed: Green dot End
Green dot:
best lift to drag ratio
Thrust: TOGA MAX CONT
35 ft
VEF

Takeoff Trajectory
FAR 25.1511
FAR 25.1521
•
TO dist. Takeoff Landing gear retracted
flight path climb
Green dot:
Minimum acceleration height:

400 ft. 400 ft
35 ft
VEF

Takeoff Trajectory
FAR 25.1511
FAR 25.1521
flight path climb
Green dot:
10 min
Maximum acceleration height:
height at which green dot is reached
35 ft 10 min after Takeoff.
VEF

Takeoff Trajectory
FAR 25.1511
FAR 25.1521
flight path climb
Green dot:
3rd segment minimum requirements:

• Positive (or nil) gradient,
• Acceleration resources equivalent to the following minimum gradients:
35 ft  2 engines : 1.2 %
VEF

Takeoff Trajectory
FAR 25.1511
FAR 25.1521
End of final segment:

• critical engine failed
TO dist. • flaps
Takeoff flight retracted
path climb
• gear retracted
Final segment minimum gradient:

• 2 engines : 1.2 %
35 ft Speed requirement : Green dot > 1.25 Vs
VEF

Takeoff Trajectory
Former FAR rule
 Comment: 5 min TOGA ONE ENGINE OUT
Maximum acceleration height: 5 min End

height at which green dot is reached
5 min after T/O.
Problem of height:
Severely limited TOW due to 3rd segment obstacles.
Increasing OEI TOGA power availability to 10mins
35 ft allows higher level acceleration heights and increased
VEF TOWs.

Takeoff Trajectory
EU-OPS 1.495
 Net takeoff flight path
Net flight path: Gross flight path - 0.8% climb gradient for a twin
- 1.0% climb gradient for a quad

gross f.p. End
net f.p.
- 0.8 % for TWIN
35 ft

Takeoff Trajectory
EU-OPS 1.495
 Net takeoff flight path
Obstacle Clearance
End
net f.p. Net Flight Path = Reference

for obstacle clearance
Minimum margin = 35 feet
35 ft
35 ft

1 Limiting speeds
2 Operating speeds
3 Takeoff distances

Factors of Influence
 Sustained parameters  Chosen parameters

 Temperature,  Flap setting
Pressure Altitude  Decision speed V1
 Air bleed
 V2 / VS ratio
 Wind,
Moisture
 Runway condition,
Runway slope

CS 25.237 ; FAR 25.237
The takeoff distances

increase with Temp and Pressure Altitude

CS 25.237 ; FAR 25.237
 Air bleed
 Air conditioning
 Anti-ice
 Effect on Performance
• The Takeoff Distances increase with Air bleed, due to engine
performance
• Climb gradient decreases, due to thrust decrease

CS 25.237 ; FAR 25.237
 Wind
 Effect on T/O distances (TOD, ASD):
air speed
wind Headwind
Headwind shortens T/O distances.
Only 50% should be taken into account,

according to regulation.
ground speed

CS 25.237 ; FAR 25.237
 Wind
 Effect on T/O distances (TOD, ASD):
air speed wind

Tailwind
Tailwind increases T/O distances.

Regulation prescribes that
150% should be taken into account.
ground speed

EU-OPS 1.480
 Contaminants - Definitions:
 Hard contaminants:
• Compacted snow
• Ice These reduce friction forces
 Fluid contaminants:
• Water
These reduce friction forces, and cause
• Slush
precipitation drag, spray impingement
• Loose snow drag and aquaplaning

EU-OPS 1.480
 Friction forces
Aircraft Motion
Friction Force

EU-OPS 1.480
 Braking Friction coefficient : μ
μ = Friction Force
Load
Aircraft Motion
Friction Force
LOAD = % of GW on one tire

EU-OPS 1.480
 Precipitation drag is made of:

 Displacement drag:
2 effects:
Produced by the displacement of the contaminant fluid path by the
•tire.Improve the deceleration rate:
 SprayPositive effect (in case
impingement drag:of rejected takeoff)
•Produced
Worsen bythe
the acceleration
spray thrown uprate:
by the wheels (mainly those of
theNegative
nose gear)effect
onto the(for takeoff)
fuselage.

Factors of influence
EU-OPS 1.480
 Runway  contaminated
When more than 25% of the area in use is covered by :

 Surface water, slush or loose snow,
equivalent to more than 3mm of water,
 Wet, dry or compacted snow,
 Ice, including wet ice.

EU-OPS 1.480
 Runway  wet
When the area in use has a shiny appearance,

being covered by surface water, slush or loose snow,
equivalent to less than 3mm of water.

EU-OPS 1.475
EU-OPS 1.480
 Runway  damp
“When the surface is not dry, but when moisture on it does

not give it a shiny appearance.”
FAA: Damp runways are considered as wet.

EU-OPS: Damp runways are considered as dry.
EASA thinks to consider damp runways as wet.

EU-OPS 1.480
 Runway slope
 It must not exceed ± 2%.
Positive slope increases T/O distances
+ 2%
- 2%
Negative slope decreases T/O distances

 Sustained parameters  Chosen parameters

 Temperature,  Flap setting
Pressure Altitude  Decision speed V1
 Air bleed
 V2 / VS ratio
 Wind,
Moisture
 Runway condition,
Runway slope

 Flap setting
 Flaps increase lift...
CL
 Flaps increase drag...

CD
C’L
C’D

 Flap setting
• T/O distances are reduced
CL
 Flaps increase drag...

• T/O gradient decreases CD
C’L
C’D

 Flap setting
• T/O distances are reduced.
Takeoff configurations on Airbus family:
CONF 1+F
 Flaps increase drag... CONF 2
• T/O gradient decreases. CONF 3
T/O distances are reduced. T/O gradient decreases.

 Decision speed V1
 The most penalizing conditions are taken into account:
the failure (VEF) occurs 1 second before V1.
V2

Low V1 implies short acceleration
 Decision speed V1 with All Engines Operating.

Long TOD
V2
Short ASD

High V1 means long acceleration
 Decision speed V1 with All Engines Operating.

Short TOD
V2
Long ASD

 V2 / VS ratio
 Being limited by VS, V2 is set through the V2/VS ratio.
 VV22/V influence:
is Sthe speed required when reaching 35 ft height.
High V2/VS  long TOD  high 2nd segment gradient
 V2 is determined by VR, as nondT/O parameters can be
Low V2/VS  short TOD  low 2 segment gradient
changed after lift off: high V2  high VR

Takeoff Limitations
Limitation Codes
 Reminder:
 Runway,
with One Engine Inoperative (3):
• TODN-1  Runway,
• TORN-1 with All Engines Operating (7):
• ASDN-1 • TODN
• TORN
These limits are set to their maximum value

 In flight: (e.g. TOD = TODA, ASD = ASDA)
 Rolling:
• 1st segment to increase the TOW.
• Tire Speed
(2) (5)
• 2nd segment • Brake Energy
(6)
(2)
• Final Takeoff
(acceleration segment)
Takeoff
Flexible Takeoff
Flexible Takeoff
1 Principle of thrust reduction
2 Flexible Takeoff
3 Conclusion

Principle of thrust reduction

 When the Actual Takeoff Weight is lower than the Maximum
Takeoff Weight, you can perform a takeoff with less than the
max takeoff thrust.

 Benefits of thrust reduction:
 Save the engine life
 Improve engine reliability
 Reduce maintenance costs

Flexible Takeoff
2 Flexible Takeoff
3 Conclusion

Flex Temperature
AMJ 25-13 ; AC 25-13
Weight Thrust
Flat rated Thrust
EGT Limit
MTOW
Required
Thrust
Tref OAT Temp

Flex Temperature
AMJ 25-13 ; AC 25-13
Weight Thrust
Available Flat rated Thrust

Max TOW Flex Takeoff: what for?
Thrust
EGT Limit
ToRequired
enable takeoff without engines at full rate reduces:
Actual TOW •
the probability of a failure (safety aspect)
Thrust
• the engine deterioration rate and associated
maintenance costs (economic aspect)
OAT Tref Flex Temp Temp

Flex Temperature
CONF 1+F
5 kt tailwind
ATOW = 66000 kg
OAT = 30°C

Flex Temperature
ASD = ASDA
Flex Temperature
ASD = ASDA
Flex Temperature
ASD = ASDA FAA does not consider Runway Lineup

Flex Temperature

Flex Temperature

Flex Temperature
AMJ 25-13 ; AC 25-13
Weight Thrust

Max TOW
Thrust
EGT Limit
66000 Required
Actual TOW Thrust
30°C 32 58 Temp
OAT Tref TFlex
Flex Temperature
AMJ 25-13 ; AC 25-13
Weight Thrust

Max TOW
Thrust
EGT Limit
66000 Required
Actual TOW Thrust
30°C 32 37 58 Temp
OAT Tref TFlex
ASD = ASDA FAA does not consider Runway Lineup
FLX position

Flexible Takeoff
2 Flexible Takeoff
3 Conclusion

Conclusion
HIGH ALTITUDE TAKEOFF:
Purpose: More power for better ASD, but high V2 for better climb gradient
LOW ALTITUDE TAKEOFF:
Purpose: More power for better ASD and low V1 for the same purpose

Conclusion
 Flexible Takeoff  The Effect is Particularly
 Minimum thrust required for Significant
Takeoff  With the First Degrees of
 Possibility to recover TOGA Flex (first degrees of
at any moment power reduction)
 Not allowed on
contaminated runways
 No performance
improvement
 Apply the
Recommendations on
FCOM 2

Landing
Landing Performance
Dispatch Requirement
In-Flight Requirement

Landing performance
Landing

Landing performance
1 Landing distance available
2 Landing speeds
3 Performance limitations

Landing Distance
PART 1.1 ; FAR 1.1
 LDA
 It is the runway length,
the stopway cannot be used for landing calculation.
LDA

Landing Distance
 Approach surface
15°
Runway
300 m
Approach
surface 60 m

Landing Distance
 Obstacle influence on LDA
2%
60 m

Landing Distance
 Obstacle influence on LDA
Displaced threshold
LDA

Landing performance
2 Landing speeds

Landing Speeds
 Limiting speed:
 VMCL
 Operating speeds:
 VLS
 VREF
 VAPP

Operating speed: VLS
CS 25.729 ; FAR 25.729
 Lowest selectable speed
(Conf 3 or Conf Full)
 During flight phases, pilots should not select a speed
below VLS
VLS
50 ft
 Rule applied for landing:

During landing, pilots have to maintain a calibrated speed of no
less than VLS down to a height of 50 feet above the airport

Operating speed: VREF
 Reference speed (Conf Full)
VREF = VLS (Conf Full)
VLS
50 ft
 Minimum landing speed in Landing Configuration Full

at a height of 50 feet above the runway surface.

Operating speed: VAPP
 Final approach speed

 During approach phase,
• Flaps/Slats in Landing Configuration
• Landing gears are extended
VAPP  VLS
Correction:
- Headwind
VLS - A/THR use VAPP
- Ice accretion

Operating speed: VAPP
 Final approach speed

 The FMGS and managed speed is used to define VAPP
target.
It gives efficient effect guidance with windy conditions:
VAPP target = GS mini + actual headwind

GS mini = VAPP - Tower wind
 Actual wind is measured by ADIRS,

and the tower wind is entered on the MCDU.

Landing performance
2 Landing speeds
3.1 Landing distances
3.2 Go around requirements

FAR 25.125
 Actual Landing Distance (ALD – 4.03)
Assumes :
• Vls for Manual Ldg
• Vls + 5 for Autoland
Ground Speed = 0 • Full Manual Braking
50 ft
ALD
 “The distance required to land and bring the aircraft to

a complete stop from a height of 50 ft above the
runway”

 Autoland Landing Distance (ALD – 4.04)

 Vls + 5 is required when A/THR is used, or when
Autoland is performed
 ALD in autoland is:
ALD = (Da + Dg)

 RLD in autoland is:
RLD = ALD x 1.15

• Da is the airborne phase distance
• Dg is the ground phase distance

 Automatic landing
Airborne phase = Da
50 ft d1 d2 3 d2
GS Mean Plus 3 times the standard deviation

Threshold Origin Touchdown statistically established from > than 1000
Point simulated automatic landings

 Automatic landing
Ground phase = Dg
50 ft VTD + 3 VTD
Threshold 0
 VTD = Touch-down speed
 VTD = Standard deviation of VTD
 The Ground Phase Dg for an automatic landing is established as with a manual landing, assuming a
touchdown speed equal to the mean touchdown speed ( V TD ) plus three times the standard deviation of this
speed ( VTD )

Landing performance
2 Landing speeds
3.1 Landing distance
3.2 Go around requirements

CS 25.121 ; FAR 25.121
 Go around requirements
 Approach Climb Requirement
Max Go-Around Weight
Assumptions:
(N-1) engines Min gradient:
TOGA thrust
2 engines: 2.1%
Gear retracted
CAT II & III: 2.5%
Approach Conf
50 ft
LD

CS 25.119 ; FAR 25.119
 Go around requirements
 Landing Climb Requirement
Max Go-Around Weight
This constraint is covered

by the Approach Climb
requirement
Assumptions:
N engines
TOGA thrust
Min gradient:
Gear extended
Landing Conf 3.2%
LD

Landing performance
2 Landing speeds

 Landing distance calculation is made for ISA conditions. It does not
depend on OAT variations, but a safe margin covers it.
The Landing Distance increases with Pressure Altitude
The landing distance increases with Press Alt

 Aerodynamic effect
Go around gradient decreases when Press Alt and OAT increase
 Aerodynamic and engine effects

Headwind
 Headwind: air speed
• shortens Landing distance wind
• Only 50% must be taken into

account.
ground speed
 Note.- This condition forms part of the Airbus
 performance software.
Tailwind
 Tailwind: air speed wind
• increases Landing distance
• 150% of its effect must be
taken into account.
ground speed

EU-OPS 1.515
 Runway Condition and Slope
 Runway condition:
• Runway state impacts on performance.
 Runway slope:
• No slope is taken into account.

 Chosen parameters: VAPP

 At a given weight,
an increase of VAPP increases the landing distance.
Low VAPP 50 ft High VAPP

50 ft
V=0 V=0
Short LD Long LD

 Chosen parameters: Configuration

 Flaps increases Lift:
• Lift decreases VS, VAPP and landing distance.
CL
Landing configurations:
Conf 3
Conf Full
C’L

 Chosen parameters: Configuration

 Flaps increases Lift:
• Lift decreases VS, VAPP and landing distance.
 Flaps increases Drag:
• Drag decreases go-around gradient.
CL
Landing configurations:
Conf 3
CD Conf Full
C’L
C’D

Landing
Dispatch Requirement

Landing Distances
EU-OPS 1.515 ; FAR 121.195 & 197
 Required landing distance
(RLD) on dry runway
GS = 0
50 ft
RLD £ LDA
ALD
RLDdry = = 1.667 x ALD i.e.
0.6
ALD £ 0.6 LDA

Landing Distances
EU-OPS 1.520 ; FAR 121.195
(RLD) on wet runway
GS = 0
50 ft
RLD wet = 1.15 x RLD dry

i.e. RLDwet £ LDA
RLD wet = 1.917 x ALD dry

Landing Distances
EU-OPS 1.520
(RLD) on contaminated runway
GS = 0
50 ft
1.15 x ALDconta
RLDconta = MAX
RLD wet

Landing Distances

(RLD) With Autoland
GS = 0
50 ft
1.15 x ALDAuto
RLDAuto = MAX
RLD Manual
FCOM 2.03.10 PAG 1

Go around requirements
EU-OPS 1.510
 CAT I approach
 “For instrument approaches with a missed approach
gradient greater than 2,1 % an operator shall verify that
the expected landing mass of the aeroplane allows a
missed approach with a climb gradient equal to or
greater than the applicable missed approach gradient
in the one-engine inoperative missed approach
configuration and speed”
The gradient is certified gradient or more

if the approach charts require a higher value
for obstacle consideration.

Go around requirements
EU-OPS 1.510
 CAT II or CAT III approach
 “For instruments approach with decision height below
200 ft:
The approach mass must allow:
• a missed approach gradient of climb at least 2.5%,
• or, the published gradient, whichever the greater.
 “The use of an alternative method must be approved
by the authority”.
The gradient is 2.5% or more

if the approach charts require a higher value
for obstacle consideration.

Landing limitations
 Maximum Structural Landing Weight (MSLW)

CS 25.25 ; FAR 25.25
CS 25.473 ; FAR 25.473
EU-OPS 1.607 ; AC 120.27C
 Certified design MSLW (Flight manual)

• Example:
– A340-300: 190 t
– A320-200: 64.5 t / 66.0 t
– A310-300: 124 t

Landing limitations
 Structural Limitations:
 MSLW is determine in accordance with
• Structure criteria during landing impact with Vertical speed
equal to –3.05 m/s (i.e. –600 feet/min)

Conclusion
 Conclusion
Maximum Structural Maximum Performance

Landing Weight Landing Weight
Structural MSLW Runway limited

Go-around limited
Maximum Landing Weight

MLW

Computing Landing Distance In-flight

Contents
1 Landing Distance Policy
2 Landing Distance without failure in flight
3 Landing Distance with failure in flight
4 Conclusion

Landing Distance Policy
For dispatch Required Landing

Distance
ALD dry
Dry
runway 67% RLD dry = ALD/ 0.6
ALD wet
Wet
runway 15% RLD wet = 1.15 x RLD dry
Conta. ALD contaminated

runway
15% RLD conta
RLD conta = max of (ALD conta x 1,15 or RLD wet)

For dispatch Required Landing

Distance
Autoland Landing Conf

Distance with 3 or
Aircraft Without Autobrake FULL
Failure (QRH 4.04)
Actual Landing Conf
Distance 3 or
Computation in without Autobrake FULL
flight
Aircraft System Actual Landing

Conf
Failure (QRH 4.03) Distance without FULL
Autobrake x Coef

 Actual Landing Distance calculation assumes:

 Approach at Vref speed
 Full Manual Braking
Excessive approach speed:

Each 5 kts adds ~ 5% to landing distance
50 ft
Fast approach + long flare ~ 10% increment in landing distance

Actual Landing Distance calculation assumes:
 Approach speed is Vls

 Full Manual Braking
 ground spoiler
 antiskid
 uniform depth and density of contaminant layer

Contents
4 Conclusion

Landing distance without failure in flight
 Flight crew should take into account runway conditions (dry, wet
or contaminated) at airport destination
 Use Autoland Landing Distance with Autobrake:

 Takes into account the Vapp as per FMGC computation
 Realistic Actual Landing Distance
Autoland landing distance : Takes into account

dispersion on the airborne distance and on
the speed at touchdown
Profile considered for the actual landing distance (Manual Landing)

Flight crew should take into account runway conditions (dry, wet or
contaminated) at airport destination
 Use « Autoland Landing Distance with Autobrake »:

 Alternatively use « Landing Distance Without Autobrake »:

 Assumes:
Approach speed is Vls
Full Manual Braking
argin
m
No

Flight crew should take into account runway conditions (dry, wet or
contaminated) at airport destination
 Use « Autoland Landing Distance with Autobrake »:
 Alternatively
use « Landing Distance without Autobrake »:
 Assumes Vref (or Vls conf 3)
No Margin
 Up to the flight crew to ensure that ALD is compatible

with the runway length
 Airline may prefer to define fixed margins
Slippery runway is the most common reason for overrun at landing
 As far as possible avoid the combination of slippery runway and

a factor such as tailwind or increase in approach speed

Contents
4 Conclusion



Landing distance with failure in flight
Background
 Upon Airworthiness Authority request, A320 landing distance
coefficients take into account:
Dry Wet Conta runways
 Coefficients optimized for each runway condition

Shorten the ALD (not an envelope coef.)
 Landing distance coefficients have been updated :

– Harmonization of A320 / A330 / A340 for Dry, Wet, Conta. Coefficients.
 Common Landing Distance computation for A320 / A330 /

A340
Why have Landing Distance Coefficients been slightly increased ?

 Example: A330 coefficients increase
FAILURE (ENH) FCOM NEW NEW NEW
QRH 4.02 SEQ 015 OLD COEFF COEFF COEFF % INCREASE % INCREASE % INCREASE ALD DRY ALD WET ALD 1/4 SLUSH ALD DRY
FCOM 3.02.080 SEQ 102 COEFF DRY WET CONTA ON DRY ON WET ON CONTA (130 T) (130 T) (130 T) (230 T)
EMER ELEC 1.1 1.25 1.4 1.5 13.6 27.3 36.4 920 1160 1490 1460
G+B SYS LO PR
0<=S<1 2.4 2.5 2 1.9 4.2 -16.7 -20.8 920 1160 1490 1460
G+B SYS LO PR
1<=S<2 2.3 2.4 1.9 1.8 4.3 -17.4 -21.7
G+B SYS LO PR
S>=2 1.9 2.35 1.85 1.7 23.7 -2.6 -10.5
G+Y SYS LO PR
0<=F<1+F 1.7 1.75 2 2.1 2.9 17.6 23.5
G+Y SYS LO PR
1+F<=F<2 1.4 1.65 1.8 1.8 17.9 28.6 28.6
G+Y SYS LO PR
2<=F<3 1.5 1.6 1.75 1.75 6.7 16.7 16.7
G+Y SYS LO PR
F=3 1.4 1.65 1.8 1.75 17.9 28.6 25.0
G+Y SYS LO PR
F>3 1.4 1.7 1.75 1.7 21.4 25.0 21.4 920 1160 1490 1460
10.5 11.8 10.8
Average of ldg
ON DRY ON WET ON CONTA.
dist increase for
10,5 % 11,8 % 10,8 %
all failure cases:

 New Flare and Approach Phase :
Flight Test Data

Theoretical Flight Path
Retained Flight Path for
computation
More representative of a « standard airline » flare and approach phase

 Optimization / tuning of failure effects on ALD accross

the A320 / A330 / A340 fleet
 Single coefficient for all airfield elevations and aircraft weights
Summary :
More realistic / operational coefficients
But still no margins
Up to the flight crew to ensure that « ALD x coef » is

compatible with runway length at destination
Airline may prefer to define fixed margins

Landing distance is to be calculated when ECAM displays failure with

« LDG DIST PROC… … APPLY »
 Using the QRH

Landing distance with failure in flight Dry Runway
Landing distance with failure = ALD dry (without rev) x coefficient dry
 Coefficients computation assumes that reversers are not used.

Landing distance with failure in flight Dry Runway
Credit of reverser thrust may be considered:
Failure in Flight
All reversers
Ldg Dist = ALD dry with rev x Coef.
remain available
h t C rew
g
At Fli etion
Discr
Failure in Flight
At least one
reverser is Ldg Dist = ALD dry without rev x Coef.
inoperative

Wet / Contaminated
Runway
Airbus’ choice for wet and contaminated runway is to take credit of
available reverser thrust:
 To minimize the landing distance for such runway conditions.
 The ldg dist coef takes into account the failed systems,
including reverser(s) if any.
 Computation is based on ALD with reversers on wet or

contaminated runways.

Wet / Contaminated
Runway
+ Apply correction for reverser use
Landing distance with failure wet = ALD wet (with rev) x coefficient wet
Landing distance with failure conta = ALD conta (with rev) x coefficient conta

Contaminated
Landing distance with failure in flight Runway
As far as possible avoid landing on contaminated runway when a

landing distance factor applies.
If not possible, pay particular attention to:
- The available runway length and runway condition
- The approach speed
- The flight path and the flare

Conclusion
 JAR OPS 1.400 = Captain responsibility to ensure safe landing:
Pilot responsibility to check for appropriate runway length
 New computed coef. provide more operational landing distance with

failure
 Avoid contaminated runway when a landing distance factor applies

Cabin Pressurization Failure
EN ROUTE CABIN PRESSURIZATION FAILURE
22 Minute Oxygen Profile








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A320 PILOTS AND FLIGHT DISPATCHERS

PERFORMANCE TRAINING 2009

Performance Engineer Course – Data Acquisition and Analysis 2/50

Once the training has been completed, students will

Performance Engineer Course – Data Acquisition and Analysis 3/50

Performance Engineer Course – Data Acquisition and Analysis 5/50

 “Rigid or flexible rectangular area on concrete or

Performance Engineer Course – Data Acquisition and Analysis 6/50

 Rectangular area beyond the takeoff runway:

Performance Engineer Course – Data Acquisition and Analysis 7/50

 Rectangular area beyond the runway, centered on the

Performance Engineer Course – Data Acquisition and Analysis 8/50

 Rectangular area beyond the runway, centered on the

Performance Engineer Course – Data Acquisition and Analysis 9/50

Performance Engineer Course – Data Acquisition and Analysis 10/50

Performance Engineer Course – Data Acquisition and Analysis 11/50

runway length clearway length

 In addition, clearway cannot exceed half the runway

Performance Engineer Course – Data Acquisition and Analysis 12/50

runway length clearway length

 A clearway increases the TOW,

Performance Engineer Course – Data Acquisition and Analysis 13/50

Performance Engineer Course – Data Acquisition and Analysis 14/50

Performance Engineer Course – Data Acquisition and Analysis 15/50

Performance Engineer Course – Data Acquisition and Analysis 16/50

 Runway length available for acceleration and

Performance Engineer Course – Data Acquisition and Analysis 17/50

 It is the runway length available for Takeoff plus

Performance Engineer Course – Data Acquisition and Analysis 18/50

Performance Engineer Course – Data Acquisition and Analysis 21/50

 Limiting Speeds  Operating Speeds

Performance Engineer Course – Data Acquisition and Analysis 22/50

Performance Engineer Course – Data Acquisition and Analysis 23/50

 Minimum Control speed on Ground,

Performance Engineer Course – Data Acquisition and Analysis 24/50

Performance Engineer Course – Data Acquisition and Analysis 25/50

Performance Engineer Course – Data Acquisition and Analysis 26/50

Performance Engineer Course – Data Acquisition and Analysis 27/50

The actions of the pilot:

Performance Engineer Course – Data Acquisition and Analysis 28/50

Performance Engineer Course – Data Acquisition and Analysis 29/50

 Minimum Control speed on Ground:

The dispatch from / to narrow runways

Performance Engineer Course – Data Acquisition and Analysis 30/50

 Minimum Control speed in the Air at which the

Performance Engineer Course – Data Acquisition and Analysis 31/50

 Minimum Control speed in the Air at which the

Performance Engineer Course – Data Acquisition and Analysis 32/50

 Minimum Control speed in the Air at which the

Performance Engineer Course – Data Acquisition and Analysis 33/50

 Minimum Control speed in the Air at which the

Performance Engineer Course – Data Acquisition and Analysis 34/50

Performance Engineer Course – Data Acquisition and Analysis 35/50

 Minimum Unstick speed is the lowest calibrated

 What are these critical conditions ?

Performance Engineer Course – Data Acquisition and Analysis 36/50

 Minimum Unstick speed is the lowest calibrated

 What are these critical conditions ?

Performance Engineer Course – Data Acquisition and Analysis 37/50

 Minimum Unstick speed is the lowest calibrated

 What are these critical conditions ?

Performance Engineer Course – Data Acquisition and Analysis 38/50

 Minimum Unstick speed is the lowest calibrated