A320 Performance Training Manual

A318/A319/A320/A321

PERFORMANCE TRAINING MANUAL

PERFORMANCE PART OF TRANSITION

COURSE WITH AIRBUS

DOCUMENTATION

Rtr: U0S2SP0

This document must be used for training purpose only.

Under no circumstances should this document be used as a reference.

No part of this manual may be reproduced in any form, by any means,

without the prior written permission of Airbus SAS.

1, rond-point Maurice Bellonte

31707 Blagnac Cedex

France © AIRBUS S.A.S 2005. All rights reserved..

THIS PAGE INTENTIONALLY LEFT BLANK

A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE CONTENTS

U0S2SP0 TABLE OF CONTENTS Pages

1. COURSE CONTENTS.................................................................................................................. 1

2. OPERATIONS DOCUMENTS .................................................................................................... 5

3. FCOM 2 EXTRACTS.................................................................................................................. 13

4. FCOM 3 EXTRACTS.................................................................................................................. 35

5. QRH EXTRACTS........................................................................................................................ 67

6. GUIDED EXAMPLES ................................................................................................................ 71

7. TAKE-OFF PERFORMANCE REMINDER ........................................................................ 103

8. LANDING PERFORMANCE REMINDER........................................................................... 139

DATE: MAY 2005 Page i ZUAD101

A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE CONTENTS

DATE: MAY 2005 Page ii ZUAD101


A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE COURSE CONTENTS

DATE: SEP 2006 Page 1 ZUAD112

1. COURSE CONTENTS CONTENTS:

1.1. Schedule of the Course..................................................................................................................................................2 1.2. Course Objectives..........................................................................................................................................................3



1.1. Schedule of the Course

Documentation Overview FCOM VOL 2 - Flight Preparation FCOM VOL 3 QRH Section 4 Performance Training Manual:

• Provides documentation for use during this course,

• Summary of the course and examples used are available for future reference,

• Extracts of FCOM are provided and these will be used for LOFT and EVAL.

Computer Flight Plan Description of relevant information on CFP Gross error check of fuel calculation with FMGS

Flight Preparation RTOW Calculation Flexible Temperature Fluid Contaminated RWY

Flight Operations Fuel Calculation Cruise Optimization Approach and Landing Go-Around Single Engine Operations

Loading Load and Trim Sheet

Additional Take Off Performance Performance Review Quick Reference Calculations



1.2. Course Objectives − The main objective of this course is to present the AIRBUS performance documentation:

• Flight Crew Operating Manual, FCOM.

− To do so, the following will be reviewed: • Basic regulations, • Aircraft performance.

− By the end of this course, you will know: • What kind of information you can get in the AIRBUS documentation, • Where to find this information, • How to use the information.

− More particularly, you will know: • How to determine the Max. TOW and the corresponding speeds, • How to determine the "Flexible Temperature" (or assumed temperature).




A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE OPERATIONS DOCUMENTS


2. OPERATIONS DOCUMENTS CONTENTS:

2.1. Computerized Flight Planning Paris/Cairo/Louxor.......................................................................................................6 2.2. Take-Off Charts (RTOW) .............................................................................................................................................7 2.3. Paris Orly Airport Chart ..............................................................................................................................................13 2.4. Cairo Airport Chart .....................................................................................................................................................14

A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE OPERATIONS DOCUMENTS


2.1. Computerized Flight Planning Paris/Cairo/Louxor

Replace this page by page 7, in 17x11 inches format



Replace this page by page10, in 17x11 inches format



A318/A319/A320/A321 PERFOMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE OPERATIONS DOCUMENTS


2.3. Paris Orly Airport Chart

A318/A319/A320/A321 PERFOMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE OPERATIONS DOCUMENTS


2.4. Cairo Airport Chart

A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE FCOM 2 EXTRACTS


3. FCOM 2 EXTRACTS CONTENTS:

3.1. Loading........................................................................................................................................................................16 3.2. Take Off ......................................................................................................................................................................17 3.3. Landing Performance ..................................................................................................................................................25 3.4. Special Operations.......................................................................................................................................................27 3.5. Flight Planning ............................................................................................................................................................32



3.1. Loading



3.2. Take Off

















3.3. Landing Performance





3.4. Special Operations











3.5. Flight Planning











4. FCOM 3 EXTRACTS CONTENTS:

4.1. Operating Limitations..................................................................................................................................................38 4.2. Supplementary Techniques .........................................................................................................................................48 4.3. In Flight Performance..................................................................................................................................................52 4.4. Single Engine Operation .............................................................................................................................................60



4.1. Operating Limitations





















4.2. Supplementary Techniques









4.3. In Flight Performance

















4.4. Single Engine Operation


















A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE QRH EXTRACTS


5. QRH EXTRACTS CONTENTS:

5.1. Abnormal Procedures ..................................................................................................................................................70



5.1. Abnormal Procedures





A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE GUIDED EXAMPLES


6. GUIDED EXAMPLES CONTENTS:

6.1. Example 1: MTOW.....................................................................................................................................................75 6.2. Example 2: MTOW.....................................................................................................................................................76 6.3. Example 3: MTOW.....................................................................................................................................................78 6.4. Example 4: Determination of Flexible Temperature...................................................................................................81 6.5. Example 5: Determination of Flexible Temperature...................................................................................................82 6.6. Example 6: Determination of Flexible Temperature...................................................................................................84 6.7. Example 7: Determination of Flexible Temperature...................................................................................................86 6.8. Example 8: Determination of Flexible Temperature...................................................................................................88 6.9. Example 9: Contaminated Runway.............................................................................................................................90 6.10. Example 10: Go-Around Weight ..............................................................................................................................92 6.11. Example 11: Go-Around Temperature ......................................................................................................................93 6.12. Example 12: Flight Planning.....................................................................................................................................94 6.13. Example 13: Actual Landing Distance......................................................................................................................96 6.14. Example 14: Determination of Vapp.........................................................................................................................97 6.15. Example 15: Abnormal Procedure ............................................................................................................................98 6.16. Example 16: Single Engine Strategy.......................................................................................................................100 6.17. Example 17: Take-Off: Use of Quick References Tables.......................................................................................101 6.18. Example 18: Load and Trim Sheet..........................................................................................................................103



Use of RTLOW Charts



6.1. Example 1: MTOW

PURPOSE What is the maximum permissible takeoff weight and associated speeds?

LFPO ATIS AIRCRAFT STATUS: A320-214 Provides the following data: MTOW Structure: 75.5 T

Takeoff runway : 08 Takeoff Configuration: Optimum

Runway condition : DRY Air conditioning : ON

Wind calm Total Anti-ice : OFF

Temperature : 51°C

QNH : 1003 hPA

Step 1 - Refer to RTOW Enter the table Wind 0 / Temperature 51°C.

Read 74 200 kg for Conf 1 + F, 74 100 kg for Conf 2, and 74 100 kg for Conf 3.

Step 2 - Corrections – Influence of delta pressure ∆ QNH : -10 hPA.

Read (-0.8 T) for Conf 1+F, Conf 2 and Conf 3.

Read (∆V1 = 0, ∆VR = 0, ∆V2 = 0) for Conf 1+F, Conf 2 and Conf 3.

Step 3 - Correct the weights Conf 1 + F 74 200 - 800 = 73 400 kg.

Conf 2 74 100 - 800 = 73 300 kg.

Conf 3 72 700 - 800 = 73 300 kg.

Step 4 – Find the speeds Conf 1 + F 73 400 kg.

V1 = 156 - 0 = 156 kt, VR = 156 - 0 = 156 kt, V2 = 157 - 0 = 157 kt.

Answer MTOW = 73 400 kg in configuration 1 + F.

Speeds: 156 - 156 - 157.







Runway condition : WET Air conditioning : ON


Temperature : 51°C

QNH : 1003 hPa


Read (74.2 156/56/57) for Conf 1+F; (74.1 152/52/56) for Conf 2; and (74.1 152/52/55) for Conf 3.

Step 2 - Corrections – Influence of runway condition WET: (-0.6 T, ∆V1 = -6, ∆VR = -2, ∆V2 = -2) for Conf 1+F,

(-0.4 T, ∆V1 = -3, ∆VR = 0, ∆V2 = 0) for Conf 2,

(-0.2 T, ∆V1 = -3, ∆VR = 0, ∆V2 = 0) for Conf 3.




Step 4 – Total corrections ∆ WET + ∆ QNH

Conf 1+F ∆W=-600-800=-1400 Conf 2: ∆W=-400-800=-1200 Conf 3: ∆W=-200-800=-1000

∆V1= -6-0=-6 ∆V1= -3-0=-3 ∆V1= -3-0=-3



∆VR=-2-0=-2 ∆VR=0 ∆VR=0

∆V2=-2-0=-2 ∆V2=0 ∆V2=0

Answer MTOW = 73 100 kg in configuration 3

V1 = 149 kt, Vr = 152 kt, V2 = 155 kt

NOTE:

As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM 2.02.25).








Wind calm Total Anti-ice : ON

Temperature : 3°C

QNH : 1003 hPA


Read (81.9 161/61/63) for Conf 1+F; (81.9 159/59/64) for Conf 2; and (82.0 159/59/61) for Conf 3.

Step 2 - Corrections for Total Anti-ice- Refer to 2.02.14 p 1 OAT<=ISA+5: subtract 950 kg

Step 3 - Refer to RTOW, find new speeds with the corrected weight. Conf 1+F: 81.9-0.95=80.95 T Conf 2: 81.9-0.95=80.95 T Conf 3: 82-0.95=81.05 T

Interpolated Speeds: 158/58/60 Interpolated Speeds: 155/55/60 Speeds: 156/56/59

Step 4 - Corrections – Influence of runway condition WET: (-0.6 T, ∆V1 = -6, ∆VR = -2, ∆V2 = -2) for Conf 1+F,

(-0.4 T, ∆V1 = -3, ∆VR = 0, ∆V2 = 0) for Conf 2,

(-0.2 T, ∆V1 = -3, ∆VR = 0, ∆V2 = 0) for Conf 3.






Step 6 – Total corrections ∆ WET + ∆ QNH

Conf 1+F ∆W=-600-800=-1400 Conf 2: ∆W=-400-800=-1200 Conf 3: ∆W=-200-800=-1000

∆V1= -6-0=-6 ∆V1= -3-0=-3 ∆V1= -3-0=-3

∆VR=-2-0=-2 ∆VR=0 ∆VR=0

∆V2=-2-0=-2 ∆V2=0 ∆V2=0

MTOW = 80 050 kg in configuration 3

NOTE:

• This is a theoretical MTOW as the structural MTOW of this aircraft is 75 500 kg. This example is a typical case for a

FLEX Takeoff, as explained in the next chapter.

Exercise 1: LFPO ATIS provides the following data:

• take off runway 08, • runway condition WET, • wind -10 kt, • temperature 47° C, • QNH 1023 hPA,

Aircraft status:

• A 320-214 • MTOW structure 75.5 t • air conditioning ON, • anti-icing OFF • Take off configuration : optimum.

Answer:

MTOW = 74 400 kg V1 = 133 kt Vr = 141 kt V2 = 144 kt

Exercise 2: LFPO ATIS provides the following data:

• take off runway 08, • Caution: runway length reduced to 1500 m due to work in progress. • runway condition WET, • wind calm,



• temperature 47° C, • QNH 1013 hPA,

Aircraft status:

• A 320-214 • MTOW structure 75.5 t • air conditioning ON, • anti-icing OFF • Take off configuration : optimum.

Answer:

MTOW = 53 400 kg Conf 1+F. V1 = 115 kt Vr = 128 kt V2 = 131 kt



6.4. Example 4: Determination of Flexible Temperature

PURPOSE What is the maximum permissible flexible temperature and associated speeds?

LFPO ATIS AIRCRAFT STATUS: A320-214 Provides the following data: Actual TOW: 68.1 T




Temperature : 3°C

QNH : 1003 hPA

Step 1 - Refer to RTOW Enter the table Wind 0 and Weight 68.1 T

Read (59°C 153/53/54) for Conf 1+F, (58°C 147/47/50 by interpolation) for Conf 2, and (58°C 146/46/48) for Conf 3.


Read (-2°C) for Conf 1+F, Conf 2 and Conf 3.

Step 3 - Correct the Temperature Conf 1 + F 59-2 = 57°C.

Conf 2 58-2 = 56°C.

Conf 3 58-2 = 56°C.

Answer: Tflex: 57°C in Conf 1+F

Speeds: 153 - 153 – 154.

NOTE:

• Check that corrected temperature: CT <= T flex max

CT > OAT

CT > T ref









Temperature : 3°C

QNH : 1003 hPA



Step 2 - Corrections – Influence of runway condition WET: -1°C for Conf 1+F, Conf 2 and Conf 3.



Step 4 – Total corrections: temperature ∆ WET + ∆ QNH

Conf 1+F ∆°C =-1-2=-3°C Conf 2: ∆°C =-1-2=-3 Conf 3: ∆°C =-1-2=-3

Step 5 – Total corrections: speeds WET: ∆V1 = -6, ∆VR = -2, ∆V2 = -2 for Conf 1+F,

∆V1 = -3, ∆VR = 0, ∆V2 = 0 for Conf 2,

∆V1 = -3, ∆VR = 0, ∆V2 = 0 for Conf 3.

NOTE:

• When calculating a Flex takeoff, wet runway corrections are the only ones taken into consideration, as they have an effect on ASD and acceleration.



Answer: Tflex=56°C in Conf 1+F

Speeds = 147 - 151 - 152

NOTE:

• As two corrections are applied, speeds must be checked against minimum speeds (first on RTOW and secondly in FCOM 2.02.25).


CT > OAT

CT > T ref








Wind calm Total Anti-ice : ON

Temperature : 3°C

QNH : 1003 hPA



Step 2 - Corrections for Total Anti-ice- Refer to 2.02.14 p 1 Total Anti-ice correction on Flex temp is 2°C.

Step 3 - Corrections – Influence of runway condition WET: -1°C for Conf 1+F, Conf 2 and Conf 3.



Step 5 – Total corrections: temperature ∆ Anti-ice + ∆ WET + ∆ QNH

Conf 1+F ∆°C =-2-1-2=-5°C Conf 2: ∆°C =-2-1-2=-5 Conf 3: ∆°C =-2-1-2=-5



Step 6 – Total corrections: speeds WET: ∆V1 = -6, ∆VR = -2, ∆V2 = -2 for Conf 1+F,

∆V1 = -3, ∆VR = 0, ∆V2 = 0 for Conf 2,

∆V1 = -3, ∆VR = 0, ∆V2 = 0 for Conf 3.

NOTE:

• When calculating a Flex takeoff, wet runway corrections are the only ones taken into consideration, as they have an effect on ASD and acceleration.

Answer Tflex: 54°C in Conf 1+F

Speeds: 147 - 151 - 152.

NOTE:



CT > OAT

CT > T ref






Takeoff runway : 08 CONF 1 + F



Temperature : 3°C

QNH : 1003 hPA


Read (67°C for 62.4 T 143/43/43)

Step 2 - Corrections for V1/VR/V2=1KT/1000KG 62.4-52.4 = 10 T ∆V1= ∆VR= ∆V2=-10 V=133 kt VR=133 kt V2=133 kt

Step 3 - Corrections – Influence of runway condition WET: (-1°C, ∆V1 = -6, ∆VR = -2, ∆V2 = -2) for Conf 1+F,


Read (-2°C) for Conf 1+F

Step 5 – Total corrections: temperature and speeds ∆ WET + ∆ QNH Conf 1+F ∆°C =-1-2=-3°C

∆V1 = -6, ∆VR = -2, ∆V2 = -2 for WET Runway

Answer Tflex: 64°C in Conf 1+F

Speeds: 127 - 131 - 131.



NOTE:



CT > OAT

CT > T ref






Takeoff runway : 08 CONF 3



Temperature : 3°C

QNH : 1003 hPA CAUTION: runway length reduced to 1500 m due to work in progress

Step 1 - Refer to RTOW Enter the table Wind 0 and Weight 57.4 T with CONF 3

Read (59°C 117/17/21).

Step 2 - Corrections – Influence of delta pressure ∆ QNH : -10 hPA. As TFlex is above TVMC, use corrections in gray box.

Read -2°C.

Step 3 – Total corrections ∆ QNH

∆°C =-2=-2°C.

Answer Tflex: 57°C in Conf 3

Speeds: 117 - 117 - 121.

NOTE:


CT > OAT

CT > T ref



Exercise: LFPO ATIS provides the following data:

• take off runway 08, • runway condition DRY, • wind +10 kt, • temperature 35° C, • QNH 1023 hPA,

Aircraft status:

• A 320-214 • MTOW structure 75.5 t • air conditioning ON, • anti-icing OFF • Take off configuration : Optimum

Answer:

CONF 3 T Flex = 51 C V1 = 153 kt Vr = 153 kt V2 = 156 kt



6.9. Example 9: Contaminated Runway

PURPOSE Find the MTOW and speeds.

LFPO ATIS BLEEDS STATUS Provides the following data: Air conditioning : ON

Take-off runway : LFPO 08 Total Anti-ice : ON

Runway condition : Covered by 7mm of Slush

Wind : calm

Temperature : 3°C

QNH : 1003 hPA

Step 1 – Maximum Takeoff Weight on Dry Runway- Refer to RTOW Enter the table Wind 0 kt / Temperature 3°C

Read 81 900 kg for Conf 1 + F, 81 900 kg for Conf 2 and 82 000 kg for Conf 3

Step 2 - Corrections for Total Anti icing and QNH - Refer to 2.02.24 p 1 and RTOW Corrections = ∆ BLEED + ∆ QNH

∆ W = - 950 kg - 800 kg = - 1750 kg

Step 3 - Correct the weights Conf 1 + F: 81 900 - 1 750 = 80 150 kg

Conf 2 : 81 900 - 1 750 = 80 150 kg

Conf 3 : 82 000 – 1 750 = 80 250 kg

Step 4 - Corrections for Contaminant - Refer to 2.04.10 p 8 Enter the table :

Runway length = 3 000 m for Conf 1 + F,

Runway length = 3 000 m for Conf 2 ,

Runway length = 2 500 m for Conf 3

Read decrements:

- 17.3 t for Conf 1 + F,

- 16.9 for Conf 2,

- 17.0 for Conf 3



Step 5 - Correct the weights Conf 1 + F: 80 150 - 17 300 = 62 850 kg

Conf 2 : 80 150 – 16 900 = 63 250 kg

Conf 3 : 80 250 – 17 000 = 63 250 kg

Step 6 - Check that MTOW remains equal to corrected weight Conf 1 + F = 62 850 kg

Conf 2 = 63 250 kg

Conf 3 = 63 250 kg

Step 7 - Speeds determination 2.04.10 p 8 Retain Conf 3 as takeoff configuration (lower takeoff speeds)

MTOW = 63 250 kg

Enter the table Conf 3 with actual weight = 63 250 kg

Read speeds: 125 kt - 138 kt - 142 kt

NOTE: On contaminated runways, use only TOGA, whatever your take off weight.

Exercise:

LFPO ATIS provides the following data:

• take off runway 08, • runway condition 5 mm water, • MTOW DRY: Conf 1+F - 72000 kg, Conf 2 – 71100 kg, Conf 3 – 71200 kg

Answer:

CONF 1, 61900 kg V1 = 122 kt Vr = 140 kt V2 = 143 kt



6.10. Example 10: Go-Around Weight Determine maximum go-around weight. Refer to: 3.05.05 p 3 and 3.05.35 p2/3

Airport elevation: 1300 ft

Temperature: 46°C

QNH : 990 hPA

Step 1 Determine Airport pressure altitude - table 3.05.05 p 3 corresponding to FLAPS configuration

- Table 3.05.05 p 3 : QNH correction = 700 ft

- Airport elevation = 1 300 ft

- Airport pressure altitude = 700 + 1 300 = 2 000 ft

Step 2 Enter column for airport pressure altitude, here 2 000 ft

Step 3 Enter line for OAT, here 46°C

Step 4 At intersection read the maximum Go Around weight:

- 69 400 kg on CONF 2

- 68 200 kg on CONF 3

in this case., check that it is above your actual Go-Around weight.

Step 5 If applicable, apply corrections for Air conditioning, anti-ice, at bottom of the page.



6.11. Example 11: Go-Around Temperature Determine maximum go-around weight. Refer to: 3.05.05 p 3 and 3.05.35 p2/3

Airport elevation: 300 ft

Estimated landing weight: 64 500 kg Conf 3

QNH : 1023 hPA

Determination of maximum Go-Around temperature in CONF 3 - Refer to 3.05.35 P2/3

Step 1 Determination of the Pressure Altitude: Altitude correction: -300 ft

Airport elevation: +300 ft

Pressure Altitude: = 0 ft

Step 2 Enter column for airport pressure altitude, here 0 ft

Step 3 Try to find estimated landing weight value.

In this case, last line reads 66 700 kg

Step 4 Read corresponding maximum Go-Around temperature in LH column. Check it is above the OAT. Here 55°C is also T MAX.

Step 5 No Go around climb gradient limitation.



6.12. Example 12: Flight Planning

Trip Trip route : Paris - Cairo

Distance : 1800 NM

Wind component : + 30 kts

Cruise : FL 350 : M.78

Alternate Alternate route : Cairo - Luxor

Distance : 296 NM ( ISA ), FL 390

Wind component : + 30 kts

Holding : FL 15 ( ISA ) Green Dot Speed

EZFW : 60700 kg

Step 1 - Determination of fuel for holding - Refer to 3.05.25 p 2 Enter the table with FL 15 and GW = 60 700 kg

Read the fuel flow: 1140 kg ( 1140 kg/ is the fuel flow for one engine during one hour )

Step 2 - Determination of fuel for alternate- Refer to 2.05.60 p 4 / 2.05.50 p 3 Determination of the air distance: use of table 2.05.60 p 4 (enter with 300 NM and 30 kt of tailwind )

Read NAM = 280 NM)

Enter table 2.05.50 p 3 with 280 NM and FL 390, read fuel = 1 915 kg

Correct for reference weight deviation: (61 - 55) x 18 = 108 kg

Alternate fuel = (1 915 + 108) = 2023 kg

Step 3 - Determination of fuel to destination - Refer to 2.05.60 p 2 Refer to 2.05.40 p 10 Determination of the air distance: use of table 2.05.60 p 2 (enter with 1 800 NM and 30 kt of tailwind

Read NAM = 1 692 NM)

Enter table 2.05.40 p 10 with 1 692 NM and FL 350, read fuel = 9 210 kg

Correct for reference weight deviation: (64 - 55) x 104 = 936 kg

Trip fuel = (9 210 + 936) = 10 146 kg

Step 4 - Reserves and taxi fuel Reserves = 5% of the trip fuel. Reserves = 5% of 10 146 kg = 505 kg



Taxi = 140 kg (cf FCOM)

Step 5 - Total fuel Total fuel: Holding + 1140

+ Alternate + 2 023

+ Trip fuel + 10 146

+ Reserves + 505

+ Taxi + 140

----------------------- ------------------------

= Total fuel = 13 954 kg



6.13. Example 13: Actual Landing Distance

PURPOSE Find the Actual Landing Distance.

Landing GW : 62 000 kg

Elevation : 1000 ft

Wind calm

Step 1 - Refer to 2.03.10 p 3 Enter the table: Weight 62 t / Dry Rwy

Read Actual Landing Distance = 840 m

Step 2 - Correction for airport elevation - Refer to 2.03.10 p 3 Correction = 3%

Step 3 - Correct the Landing Distance Landing Distance = 840 * 1.03 = 865 m

Answer Actual Landing Distance = 865 m



6.14. Example 14: Determination of Vapp

PURPOSE Find the Vapp.


Elevation : 1 000 ft

Wind calm

Step 1 - Refer to QRH 2.31

Enter the table Weight 60-64 / Conf full

Read VLS = 132 kt (with interpolation)

Step 2 - Correction Wind calm, Add 5 kt

Step 3 - Determine the Vapp Vapp = 132 + 5 = 137 kt

Answer Vapp = 137 kt



6.15. Example 15: Abnormal Procedure

PURPOSE Find the Actual Landing Distance and Vapp.


Elevation : 1 000 ft

Wind calm

Green + Yellow Hyd out

Step 1 - Refer to QRH 2.32 Enter the table HYD Green + Yellow

Read corrections: Flaps pos 3, Increment to VREF = 25 kt, Landing distance is multiplied by 2.6

Step 2 – Corrections

Vapp = 132 + 25 = 157 kt

Landing Distance = 865 * 2.6 = 2 249 m

Answer Vapp = 157 kt

Actual Landing Distance = 2 249 m



Exercise 1: Questions:

1- Determine Vapp, ALD, landing configuration.

2 - Is it possible to land the aircraft?

KEWR conditions: • Runway 011 • Airport elevation 16 ft • LDA 2072 m • Runway condition DRY, • Wind + 30 kt,

Aircraft status: • A 320-214 • Landing weight 64 t • Landing configuration 1 ≤ FLAPS < 2, SLATS ≥ 1

Answer: 1 - Vapp = 154 kt ALD = 1050 m Conf 3 2 - JAA : ALD ≤ LDA 1050 m ≤ 2072 m: Yes FAA : ALD x 1.15 ≤ LDA 1050 x 1.15 = 1208 m ≤ 2072 m: Yes



6.16. Example 16: Single Engine Strategy

PURPOSE Find the strategy to adopt.

SAT : - 36° C ( ISA = + 15)

GW : 64 000 kg

FL : 330

MORA : 24 000 ft

Step 1 - LRC Ceiling - Refer to 3.06.20 p 1 Enter the table Weight 64 000 / ISA + 15

Read LRC ceiling = 23 700 ft

Step 2 - Drift Down Ceiling - Refer to 3.06.40 p 5 Enter the table Weight 64 000 / FL 330

Read Drift Down ceiling = 25 100 ft

Initial speed = 226 kt

Answer The drift down strategy has to be adopted.

Drift down ceiling = 25 100 ft

Initial speed = 226 kt



6.17. Example 17: Take-Off: Use of Quick References Tables

PURPOSE Find the MTOW, and speeds.

LFPO Data: Airport elevation : 276 ft Take off conditions

Runway length : 3 320 m Air conditioning ON, Total Anti-ice OFF

Runway slope : 0.07% Obstacle: From BR 3 764 m

QNH : 989 hPA 62 ft

OAT : 20°C

Conf : 1 + F

Step 1 - Detemination of pressure Altitude - Refer to 3.05.05 p 3 Enter the table with QNH = 989

Read correction of + 700 ft

Add this correction to the airport elevation: 700 + 276 = 976 ft

Step 2 - Determination of corrected Runway - Refer to 2.02.40 p 2 Enter the table with Runway length = 3 500 m and read correction for the slope: 600 m per percent

Corrected Runway length = 3 320 - 600 * 0.1 = 3 260 m

Step 3 - Find MTOW- Refer to 2.02.40 p 5 Enter table with 3250 / 20°C

Read MTOW = 81 200 kg

Step 4 - Corrections for air conditioning - Refer to 2.02.24 p 1 Air conditioning: - 2 200 kg

MTOW = 81 200 - 2 200 = 79 000 kg



Step 5 - Corrections for Obstacle - Refer to 2.02.50 p 2 Obstacle height = 62 + ( 0.07 * 50 ) = 66 ft (correction due to the slope)

Obstacle distance from end of runway = 3 764 - 3 320 = 444 m

Weight decrement = 9.0 t

Gradient = 3.6%

MTOW = 79 000 - 9 000 = 70 000 kg

Speeds V1 = 147 kt, Vr = 151 kt, V2 = 152 kt

Answer MTOW = 70 000 kg

Speeds V1 = 147 kt, Vr = 151 kt, V2 = 152 kt



6.18. Example 18: Load and Trim Sheet

Dry operating weight : 43 100 kg

CG : 24%

Pantry adjustment : + 100 kg Zone E

Cargo 1 : 1 000 kg Cargo 3 : 1 000 kg Cargo 4 : 2 000 kg Cargo 5 : 457 kg

Cabin OA : 10 Cabin OB : 60 Cabin OC : 40

Total fuel : 13 500 kg



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A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE TAKEOFF PERFORMANCE REMINDER


7. TAKEOFF PERFORMANCE REMINDER CONTENTS: 7.1. Limiting Speeds: VMCG..............................................................................................................................................106

7.1.1. Limiting Speeds: VMCA ....................................................................................................................................108 7.1.2. Limiting Speeds: VMU......................................................................................................................................110

7.2. Operating Speeds: V1, VR, V2....................................................................................................................................111 7.2.1. Operating Speeds: V1.......................................................................................................................................111 7.2.2. Operating Speeds: VR ......................................................................................................................................113 7.2.3. Operating Speeds: V2.......................................................................................................................................113 7.2.4. Limiting/Operating Speeds: Relative Positions...............................................................................................113 7.2.5. TakeOff Lengths ..............................................................................................................................................114

7.3. TakeOff Distances .....................................................................................................................................................117 7.3.1. TakeOff Distances (TOD) ...............................................................................................................................117 7.3.2. TakeOff Run Distances (TOR) ........................................................................................................................118 7.3.3. Accelerate Stop Distance (ASD) .....................................................................................................................119 7.3.4. Association of TakeOff Distances and Lengths ..............................................................................................120

7.4. Line Up Allowances..................................................................................................................................................120 7.5. TakeOff Trajectory....................................................................................................................................................123 7.6. Runway Condition.....................................................................................................................................................124

7.6.1. LPC List Box ...................................................................................................................................................124 7.6.2. Runways Wet and Contaminated.....................................................................................................................124

7.7. Factors of Influence ...................................................................................................................................................125 7.7.1. Wind and Moisture: .........................................................................................................................................125

7.8. TakeOff Optimization ...............................................................................................................................................130 7.8.1. Runway Length:...............................................................................................................................................130 7.8.2. Other Limitations:............................................................................................................................................130 7.8.3. Obstacles:.........................................................................................................................................................131 7.8.4. Result ...............................................................................................................................................................132

7.9. Engine Performance ..................................................................................................................................................133 7.9.1. Principle...........................................................................................................................................................133 7.9.2. Flexible TakeOff..............................................................................................................................................136 7.9.3. Derated Takeoff`..............................................................................................................................................137



7.1. Limiting Speeds

7.1.1. Limiting Speeds: VMCG

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 remaining at TakeOff power.

Engine Failure: torque due to remaining engine



The pilot’s action: recover control of the aircraft enable safe Take Off continuation

Determination of VMCG: lateral deviation under 30 ft



7.1.2. Limiting Speeds: VMCA

Minimum Control speed in the Air at which aircraft can be controlled either:

• with a 50 maximum bank angle, or:

• with zero yaw.

5ºmax



Summary:

Limiting speed: VMCA

Definition: Minimum Control speed in the Air at which aircraft can be controlled either: • with a 50 maximum bank angle, or

• with zero yaw.

... in case of failure of one engine, the other engine remaining at TakeOff power.

5º max



7.1.3. Limiting Speeds: VMU 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 ?

• the necessary angle of attack is too great: the rear of the A/C can hit the ground.

• Insufficient lateral control, may cause engine or wing to hit the ground.

Limiting speeds : V MU



7.2. Operating Speeds: V1, VR, V2

7.2.1. Operating Speeds: V1 Definition:

TakeOff decision speed chosen by the applicant.

V1 is the speed limit at which the pilot can interrupt TakeOff in case of failure.

V V 1

Speed

If I am aware of a failure before V1

I can

... safely abort TakeOff



Summary:

Operating speed: V1

Definition: TakeOff decision speed chosen by the applicant.

V1 is the speed limit at which the pilot can interrupt TakeOff in case of failure.

V1 V Speed

If I am aware of a failure after V1

I MUST follow on TakeOff

35 ft 1. From that point, I am sure to reach the TO limited height.

If I am aware of a failure after V1

I MUST follow on TakeOff

2. I am too fast to brake safely before the end of the stopway.



7.2.2. Operating Speeds: VR Definition: VR is the Rotation speed at which the aircraft is rotated for lift off.

7.2.3. Operating Speeds: V2 Definition: V2: TakeOff climb speed.

To be reached before the 35 ft TakeOff height above T.O.D. Maintained during 1st and 2nd segment, until the minimum acceleration height is reached (at least 400 ft).

7.2.4. Limiting/Operating Speeds: Relative Positions

VLOF

V 2

V 1

V R

1.08 VMU (AEO)

35 ft

VMCG ≤

1.1 VMCA

1.2 VS (or 1.13 VS1G) 1.05 VMCA

1.04 VMU (OEI)

(JAR geometric limitations)



7.2.5. TakeOff Lengths

7.2.5.1. Runway:

“ Rigid or flexible rectangular area made of concrete or asphalt used for TakeOff and landing ”

7.2.5.2. Stopway

Rectangular area beyond the TakeOff runway:

Centered on the same (center)line, at least as wide as the runway, designated by the airport authorities for use in decelerating the aircraft in case of aborted TakeOff.

7.2.5.3. Clearway

Rectangular area beyond the runway, located on the same centerline, and under control of the airport authorities, featuring:

• Minimum width: 500 ft

• Slope < 1.25%

500 ft min

1.25% max



• No prominence except threshold lights ( if < 26 in above surface)

7.2.5.4. TakeOff Distance Available

It is the Runway + Clearway lengths.

500 ft min

1.25% max

not ok

ok (26 in max)

TODA



7.2.5.5. TakeOff Run Available

It is the Runway length only.

7.2.5.6. Acceleration Stop Distance Available

It is the Runway + Stopway lengths.

TORA

ASDA



7.3. TakeOff Distances

7.3.1. TakeOff Distances (TOD) • TakeOff Distance (TOD)

• TakeOff Run (TOR)

• Acceleration Stop Distance (ASD)

7.3.1.1. One Engine Inoperative

7.3.1.2. All Engines Operating

TODOEI

All Engines Operating One Engine Inoperative

V1 VR VLOF VEF

V2 TODOEI = From BR to 35 ft

35 ft

V1 VR VLOF

All Engines Operating

V2

35 ft

+ 15%

TODAEO



7.3.2. TakeOff Run Distances (TOR)

7.3.2.1. One Engine Inoperative


V1 VR VLOF

V2

All Engines Operating

// //

35 ft

+ 15%

TORAEO

All Engines Operating One Engine Inoperative

VEF V1 VR VLOF

V2 TOROEI = From BR to middle point between Vlof and 35 ft

// //TOROEI

35 ft



7.3.3. Accelerate Stop Distance (ASD)

7.3.3.1. One Engine Inoperative at VEF


Braking means:

• Wheel brakes,

• Spoilers,

• Reversers: . not on dry runways, . certified on wet runways, . mandatory on contaminated runways.

V = 0 V1

Idle 2s

All engines operating

accelerate stop distance

with all engines operating

Idle

2s

V = 0 VEF

All engines operating

One Engine Inoperative

V1

accelerate stop distance

with one engine inoperative



7.3.4. Association of TakeOff Distances and Lengths

7.4. Line Up Allowances It is necessary to take into account the runway length decrease due to the line up. The calculation of TODA, ASDA and TORA do not take into account the aircraft line up on the runway considered for Take Off. This line up distance depends on aircraft design and the access possibility on the runway.

Two cases are studied, and in both cases, two distances are considered:

A Adjustment to TakeOff distance

B Adjustment to accelerate stop distance

ASD available

TOD available

Runway length

A

B

35 ft

V=0 V1 VR VLO

V2

35 ft

RWY

TOR ASD

TOD

SWY CWY



90° runway entry aircraftmodel

minimum line up distance correction

TODA (m) ASDA (m) A320 12 26

TTaakkeeOOffff Distance ((TTOODD)) aaddjjuussttmmeenntt

AAcccceelleerraattee SSttoopp DDiissttaannccee ((AASSDD)) aaddjjuussttmmeenntt



180° turnaround aircraftmodel

minimum line up distance correction

TODA (m) ASDA (m) A320 18 32

TakeOff Distance (TOD) adjustment

Accelerate Stop Distance (ASD) adjustment



7.5. TakeOff Trajectory

ONE ENGINE OUT

MAXIMUM ACCELERATION HEIGHT TO dist.

V1

35 ft

MINIMUM ACCELERATION HEIGHT

Green dot: best lift-to-drag ratio

Green dot: 10 min after TO

End

Segments: 1 2 3 final

Gradient > 1.2%

Gradient > 2.4%

Gradient > 0%



7.6. Runway Condition

7.6.1. LPC List Box

7.6.2. Runways Wet and Contaminated

Runway : Wet Contaminated

WaterSlushWet snowDry snowComp Snow

< 3 mm< 2 mm< 4 mm< 15 mm

3 - 13 mm (½’)2 - 13 mm (½’)4 - 25 mm (1’)15 - 25 mm (2’)all



7.7. Factors of Influence

7.7.1. Wind and Moisture: Effect on TO distances (TOD, TOR, ASD):

7.7.1.1. Headwind

Chosen parameters:

• Flap setting,

• Decision speed V1,

• V2 / Vs ratio.

Sustained parameters:

• Temperature,

• Pressure Altitude,

• Air bleed,

• Wind,

• Moisture,

• Runway condition.

air speed

ground speed

wind

HHeeaaddwwiinndd sshhoorrtteennss TTOO ddiissttaanncceess

OOnnllyy 5500%% mmuusstt bbee ttaakkeenn iinnttoo aaccccoouunntt,, aaccccoorrddiinngg ttoo rreegguullaattiioonn..

Headwind



7.7.1.2. Tailwind

7.7.1.3. Regulation Changes on Wet and Contaminated Runways • Performance depends on the depth of the contaminant.

Wet and contaminated runways.

• All Engines Operating TOD, TOR, and ASD, are the same, whatever the runway condition.

• One Engine Inoperative: TOD, TOR are different.

air speed

ground speed

wind Tailwind

TTaaiillwwiinndd iinnccrreeaasseess TTOO ddiissttaanncceess

RReegguullaattiioonn pprreessccrriibbeess tthhaatt 115500%% sshhoouulldd bbee ttaakkeenn iinnttoo aaccccoouunntt..

35 ft

TOD: screen height = 15 ft TOR: It ends at VLOF

TOROEI // // TOROEI

15 ft



7.7.1.4. Runway Slope It mustn't exceed ± 2%

7.7.1.5. Flap Setting

Flaps increase lift...

• TO distances are reduced.

Flaps increase drag...

• TO gradient decreases.

TakeOff configurations on Airbus family:

± 2%

Positive slope increases TO distances

Negative slope decreases TO distances

CL

C’L

C’D

CD

Conf 1+F

Conf 2

Conf 3

TO distances are reduced

TTOO ggrraaddiieenntt ddeeccrreeaasseess



7.7.1.6. Decision Speed V1 The most penalizing conditions are taken into account: the failure ( VEF ) occurs 1 second before V1.

High V1 means

long acceleration with All Engines

Operating.

Low V1 implies short acceleration

with All Engines Operating.

35 ft

Long TOD

VEF VR V1 VLOF

Short ASD

VEF VR V1 VLOF 35 ft

Long ASD

Short TOD



7.7.1.7. V2 / Vs Ratio Being limited by VS, V2 is set through the V2/VS ratio.

V2 is the speed required when reaching 35 ft height.

V2 is determined by VR, as no TO parameters can be changed after lift off: high V2 ⇒ high VR

High V2 / VS

V2/VS influence: High ratio long TOD high 2nd segment slope

Low ratio short TOD low 2nd segment slope

VEF VR V1 VLOF 35 ft

High second segment gradient

Long TOD



7.8. TakeOff Optimization

7.8.1. Runway Length: • ASD

− ASD 1 E/O ≤ ASDA, and

− ASD all engines ≤ ASDA

• TOD

− TOD 1 E/O ≤ TODA, and

− TOD all engines ≤ TODA

• TOR

− TOR 1 E/O ≤ TORA, and

− TOR all engines ≤ TORA

7.8.2. Other Limitations: • speeds,

• 1st segment gradient (> 0%),

• 2nd segment gradient (> 2.4%),

• brake energy,

• obstacle,

• tire speed,

• final TakeOff (> 1.2%).



7.8.3. Obstacles: To avoid an obstacle, you have different possibilities:

TOD ASD Climb grad

Flaps increases increases increases

TO Weight decreases decreases increases

V1 decreases increases no change

V2 increases no change increases

2.4% Gross trajectory

Net trajectory

0.8% 35 ft



7.8.4. Result Optimization

Limitations for given:

• runway,

• wind,

• temperature,

• pressure,

• flaps setting,

• V2/Vs ratio.

At a given V2/Vs ratio, we have an optimum weight.

Just explore all the range of V2/Vs to have the MTOW.

2nd

TOD Obstacle

ASD

V2/Vs = 1.27

Optimum weight



7.9. Engine Performance

7.9.1. Principle

When your Actual TakeOff Weight is lower than the Maximum TakeOff Weight, you can perform a TakeOff with less than the max TakeOff thrust.

This thrust reduction improves engine life and reduces maintenance costs.

weight

You need less Thrust



Which part of the aircraft is concerned ?

7.9.1.1. Reminder about engines and thrust

Trust levers Thrust variation with OAT

engine

aerodynamics

Thrust

OAT Tref

EGT limit



Trust levers

Five positions on Airbus aircraft:

• TOGA: TakeOff - Go Around Maximum thrust available. Its use can’t exceed 10 min.

• MCT: Maximum Continuous Thrust FLX: Flex TO Thrust... Maximum thrust for long use.

• CL: Climb Thrust.

• Idle: No power.

• Max reverse.

Thrust variation with OAT

Power

OAT Tref

EGT limit

Weight Thrust

N1



7.9.2. Flexible TakeOff

7.9.2.1. Flex Temperature

Flex TakeOff: what for ?

TakeOff without using full thrust reduces:

• the probability of a failure (safety aspect),

• the engine deterioration rate and associated maintenance costs (economic aspect).

Flex TakeOff:

The pilot types the Flex. Temp. in the MCDU:

Setting thrust levers on FLX will provide the necessary thrust for TakeOff.

Actual TOW

Max TOW

Weight Thrust

Available Thrust

Needed Thrust

Flat rated Thrust

EGT Limit

OAT Tref Flex Temp

OAT

25% reduction max

Thrust reduction must not exceed 25%, to quickly recover full available TOGA thrust if necessary.

T Flex max



7.9.3. Derated Takeoff`

This is due to excess of thrust

TOGA is used & V1 min is highShort runway:

The present take off weight is VMCG limited, because of a short ASD and a high V1 min. We can observe a large excess of thrust after lift off. This excess of performance (thrust) is penalizing on ground and not necessary after lift off.

ACC STOP

35ft

V2

VR V1=VMCG

If, for the same TO weight, the maximum TO thrust is reduced or derated by a given percentage of X%, the associated VMCG is decreased.

Consequently:

– V1 may be reduced,

– ACC/STOP distance is decreased accordingly,

– climb out performance may still be met.

Thus derated take off may allow to increase TO weight

ACC STOP

35ft VR V1=VMCG



The Derated TO thrust is therefore to be considered as the maximum TO thrust rating available for a given take off.

It determines the new VMCG and the new VMCA applicable during that take off.

The use of Derated take off thrust:

• increases payloads when operating on:

- short runways,

- contaminated runways.

• also saves engine life.

engineengineengine

engineengine

Certified Certified Certified Certified Certified

engine

Certified

-4% -8% -12% -16% -20% -24%

Each derate level is certified and is associated to a new set of performance data



Principle

Flexible thrust Derated thrust

• Thrust level is less than TOGA

• Performance for a flex Take-Off is computed by adjusting the max Take-Off thrust performance.

• At any moment it is possible to recover TOGA.

• Thrust setting parameters for flex Take-Off are not considered as Take-Off operating limits.

• Flex Take-Off cannot be performed on contaminated runways.

• Thrust level is less than TOGA

• A new set of performance data is provided in the Flight Manual for each derate level.

• TOGA selection is not possible during Take-Off.

• Thrust setting parameters are considered as an operating limit for Take-Off.

• Derated Take-Off is allowed on contaminated runways.

Advantages of derated take off :

• significant reduction of engine stress (like Flex TO), • decreasing TOGA will also decrease VMCG, and

the available value of V1, which enables short TO, • allowed on contaminated Runways.

! The original TOGA will never be available during TO. 6 level of derate available: 4%,8%,12%,16%,20%,24%.

TOGA Thrust

-10 -5 0 5 10 15 20 25 30 35 40

Max. thrust available

OAT (°C)




A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL FLIGHT CREW PERFORMANCE COURSE LANDING PERFORMANCE REMINDER


8. LANDING PERFORMANCE REMINDER CONTENTS: 8.1. Definitions ................................................................................................................................................................. 142

8.1.1. Landing Distance Available ............................................................................................................................ 142 8.1.2. Actual landing distance ................................................................................................................................... 142 8.1.3. Required Landing Distance ............................................................................................................................. 144

8.2. Dispach Requirements .............................................................................................................................................. 146 8.2.1. Required Landing Distance ............................................................................................................................. 146

8.3. In Flight Requirements.............................................................................................................................................. 147 8.3.1. Actual Landing Distance ................................................................................................................................. 147



8.1. Definitions

8.1.1. Landing Distance Available

8.1.2. Actual landing distance

LDA = Landing Distance Available

LDA

LDA ≤ TORA (shifted threshold)

GS = 0 kt

ALD

Braking means : - Brakes - Spoilers - Antiskid

The Actual Landing Distance (ALD) is the distance required to land and bring the aircraft to a complete stop from a height of 50 ft above the runway



Actual Landing Distance: factors of influence

Landing distance calculation is made for :

VAPP = 1.23 Vs1g

Maximum braking is assumed from the

touchdown Actual Landing Distances are demonstrated during flight tests

GS = 0 kt

ALD

50 ft

- ISA temperature - slope = 0% - standard QNH

- landing weight (LW) - wind - airport elevation



8.1.3. Required Landing Distance

GS = 0 kt 50 ft

ALD

Dry Runway (No reversers):

RLDDRY = 6.0DRYALD

= 1.667 x ALDDRY

GS = 0 kt 50 ft

ALD Wet Runway (No reversers): RLDWET = 1.15 x RLDDRY RLDWET = 1.15 x 1.667 x ALDDRY

RLDWET = 1.917 x ALDDRY



GS = 0 kt 50 ft

ALD

Contaminated Runway (With or without reversers):

RLDCONTA = MAX (1.15 x ALDCONTA ; RLDWET) JAR-OPS only



8.2. Dispach Requirements

8.2.1. Required Landing Distance

In all cases, and for both regulations ( JAR and FAR ), the requirement is:

RLD ≤ LDA

On Dry Runways:

On Wet Runways:

On Contaminated Runways (JAR-OPS operators only):

RLD dry = ALD / 0.6 ≤ LDA

RLD wet = 1.15 RLD dry ≤ LDA

ALD contaminated x 1.15

RLD contaminated = the greatest of ≤ LDA RLD

For contaminated runways, the manufacturer must provide landing performance data and detailed instructions about the use of antiskid, reverse, airbrake or spoilers.



8.3. In Flight Requirements

8.3.1. Actual Landing Distance

JAR ALD x coefficient (system failure) ≤ LDA

The safety margin remains at the Captain’s discretion. FAR ALD x coefficient (system failure) x 1.15 ≤ LDA

The 1.15 factor is not requested in case of emergency (to be evaluated by the flight

crew). « NEW RULE » ( Safety Alert For operators from 31st Aug 2006 )

ALD must account for:

- Pressure altitude

- Wind

- Surface condition (dry, wet or contaminated)

- Approach speed

- Landing weight & configuration

- Planned use of airplane ground deceleration devices (brakes, spoilers, antiskid, reversers)




Documents

A320 Performance Training Manual