A318/A319/A320/A321 PERFORMANCE TRAINING

Transcription

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..
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FLIGHT CREW PERFORMANCE COURSE
U0S2SP0
A318/A319/A320/A321 PERFORMANCE TRAINING MANUAL
CONTENTS
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
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CONTENTS
DATE: MAY 2005
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COURSE CONTENTS
1. COURSE CONTENTS
CONTENTS:
1.1. Schedule of the Course..................................................................................................................................................2
1.2. Course Objectives..........................................................................................................................................................3
DATE: SEP 2006
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COURSE CONTENTS
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
DATE: SEP 2006
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COURSE CONTENTS
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).
DATE: SEP 2006
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COURSE CONTENTS
DATE: SEP 2006
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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
DATE: SEP 2006
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2.1. Computerized Flight Planning Paris/Cairo/Louxor
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A318/A319/A320/A321 PERFOMANCE TRAINING MANUAL
2.3. Paris Orly Airport Chart
DATE: SEP 2006
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A318/A319/A320/A321 PERFOMANCE TRAINING MANUAL
2.4. Cairo Airport Chart
DATE: SEP 2006
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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
DATE: SEP 2006
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FCOM 2 EXTRACTS
3.1. Loading
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FCOM 2 EXTRACTS
3.2. Take Off
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
3.3. Landing Performance
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
3.4. Special Operations
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
3.5. Flight Planning
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 2 EXTRACTS
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FCOM 3 EXTRACTS
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
DATE: SEP 2006
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FCOM 3 EXTRACTS
4.1. Operating Limitations
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
4.2. Supplementary Techniques
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
4.3. In Flight Performance
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
4.4. Single Engine Operation
DATE: SEP 2006
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
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FCOM 3 EXTRACTS
DATE: SEP 2006
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QRH EXTRACTS
5. QRH EXTRACTS
CONTENTS:
5.1. Abnormal Procedures ..................................................................................................................................................70
DATE: SEP 2006
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QRH EXTRACTS
5.1. Abnormal Procedures
DATE: SEP 2006
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QRH EXTRACTS
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QRH EXTRACTS
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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
6.9. 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
DATE: SEP 2006
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GUIDED EXAMPLES
Use of RTLOW Charts
DATE: SEP 2006
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GUIDED EXAMPLES
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
Temperature
: 51°C
QNH
: 1003 hPA
: OFF
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.
DATE: SEP 2006
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GUIDED EXAMPLES
PURPOSE
LFPO ATIS
Takeoff runway
: 08
Runway condition
: WET
Wind calm
Total Anti-ice
Temperature
: 51°C
QNH
: 1003 hPa
: OFF
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.
∆ QNH : -10 hPA.
Step 4 – Total corrections
∆ WET + ∆ QNH
Conf 1+F ∆W=-600-800=-1400
∆V1= -6-0=-6
DATE: SEP 2006
Conf 2: ∆W=-400-800=-1200
∆V1= -3-0=-3
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Conf 3: ∆W=-200-800=-1000
∆V1= -3-0=-3
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GUIDED EXAMPLES
∆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).
DATE: SEP 2006
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GUIDED EXAMPLES
PURPOSE
LFPO ATIS
Takeoff runway
: 08
Runway condition
: WET
Wind calm
Total Anti-ice
Temperature
: 3°C
QNH
: 1003 hPA
: ON
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
Interpolated Speeds: 158/58/60
Conf 2: 81.9-0.95=80.95 T
Conf 3: 82-0.95=81.05 T
Interpolated Speeds: 155/55/60
Speeds: 156/56/59
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.
∆ QNH : -10 hPA.
DATE: SEP 2006
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GUIDED EXAMPLES
∆ 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:
•
•
•
•
take off runway 08,
Caution: runway length reduced to 1500 m due to work in progress.
runway condition WET,
wind calm,
DATE: SEP 2006
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•
•
GUIDED EXAMPLES
temperature 47° C,
QNH 1013 hPA,
Aircraft status:
•
•
•
•
•
A 320-214
anti-icing OFF
Take off configuration : optimum.
Answer:
MTOW = 53 400 kg Conf 1+F.
V1 = 115 kt
Vr = 128 kt
V2 = 131 kt
DATE: SEP 2006
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GUIDED EXAMPLES
6.4. Example 4: Determination of Flexible Temperature
PURPOSE
What is the maximum permissible flexible temperature and associated speeds?
LFPO ATIS
Actual TOW: 68.1 T
Takeoff runway
: 08
Runway condition
: DRY
Wind calm
Total Anti-ice
Temperature
: 3°C
QNH
: 1003 hPA
: OFF
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.
∆ QNH : -10 hPA.
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
DATE: SEP 2006
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GUIDED EXAMPLES
PURPOSE
LFPO ATIS
Actual TOW: 68.1 T
Takeoff runway
: 08
Runway condition
: WET
Wind calm
Total Anti-ice
Temperature
: 3°C
QNH
: 1003 hPA
: OFF
WET:
-1°C for Conf 1+F, Conf 2 and Conf 3.
∆ QNH : -10 hPA.
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.
DATE: SEP 2006
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GUIDED EXAMPLES
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
DATE: SEP 2006
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GUIDED EXAMPLES
PURPOSE
LFPO ATIS
Actual TOW: 68.1 T
Takeoff runway
: 08
Runway condition
: WET
Wind calm
Total Anti-ice
Temperature
: 3°C
QNH
: 1003 hPA
: ON
Step 2 - Corrections for Total Anti-ice- Refer to 2.02.14 p 1
Total Anti-ice correction on Flex temp is 2°C.
WET:
-1°C for Conf 1+F, Conf 2 and Conf 3.
∆ QNH : -10 hPA.
Step 5 – Total corrections: temperature
∆ Anti-ice + ∆ WET + ∆ QNH
Conf 1+F ∆°C =-2-1-2=-5°C
DATE: SEP 2006
Conf 2: ∆°C =-2-1-2=-5
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Conf 3: ∆°C =-2-1-2=-5
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GUIDED EXAMPLES
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
Speeds: 147 - 151 - 152.
NOTE:
•
FCOM 2.02.25).
•
CT > OAT
CT > T ref
DATE: SEP 2006
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GUIDED EXAMPLES
PURPOSE
LFPO ATIS
Actual TOW: 52.4 T
Takeoff runway
: 08
CONF 1 + F
Runway condition
: WET
Wind calm
Total Anti-ice
Temperature
: 3°C
QNH
: 1003 hPA
: OFF
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
WET:
(-1°C, ∆V1 = -6, ∆VR = -2, ∆V2 = -2) for Conf 1+F,
∆ QNH : -10 hPA.
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
Speeds: 127 - 131 - 131.
DATE: SEP 2006
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GUIDED EXAMPLES
NOTE:
•
FCOM 2.02.25).
•
CT > OAT
CT > T ref
DATE: SEP 2006
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GUIDED EXAMPLES
PURPOSE
LFPO ATIS
Actual TOW: 57.4 T
Takeoff runway
: 08
CONF 3
Runway condition
: DRY
Wind calm
Total Anti-ice
Temperature
: 3°C
QNH
: 1003 hPA
: OFF
CAUTION: runway length reduced to 1500 m due to work in progress
Enter the table Wind 0 and Weight 57.4 T with CONF 3
Read (59°C 117/17/21).
∆ QNH : -10 hPA. As TFlex is above TVMC, use corrections in gray box.
Read -2°C.
∆ QNH
∆°C =-2=-2°C.
Answer
Tflex: 57°C in Conf 3
Speeds: 117 - 117 - 121.
NOTE:
•
CT > OAT
CT > T ref
DATE: SEP 2006
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GUIDED EXAMPLES
Exercise:
•
•
•
•
•
take off runway 08,
runway condition DRY,
wind +10 kt,
temperature 35° C,
QNH 1023 hPA,
Aircraft status:
•
•
•
•
•
A 320-214
anti-icing OFF
Take off configuration : Optimum
Answer:
CONF 3
T Flex = 51 C
V1 = 153 kt
Vr = 153 kt
V2 = 156 kt
DATE: SEP 2006
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GUIDED EXAMPLES
6.9. Example 9: Contaminated Runway
PURPOSE
Find the MTOW and speeds.
LFPO ATIS
BLEEDS STATUS
Take-off runway
: LFPO 08
Total Anti-ice
Runway condition
: Covered by 7mm of Slush
Wind
: calm
Temperature
: 3°C
QNH
: 1003 hPA
: ON
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
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
DATE: SEP 2006
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GUIDED EXAMPLES
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:
•
•
•
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
DATE: SEP 2006
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GUIDED EXAMPLES
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.
DATE: SEP 2006
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GUIDED EXAMPLES
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.
DATE: SEP 2006
Page 93
ZUAD162
GUIDED EXAMPLES
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
DATE: SEP 2006
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GUIDED EXAMPLES
Taxi = 140 kg (cf FCOM)
Step 5 - Total fuel
Total fuel:
Holding
+
1140
+
Alternate
+
2 023
+
Trip fuel
+
10 146
+
Reserves
+
505
+
Taxi
+
140
----------------------=
DATE: SEP 2006
Total fuel
-----------------------=
13 954 kg
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GUIDED EXAMPLES
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
DATE: SEP 2006
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GUIDED EXAMPLES
6.14. Example 14: Determination of Vapp
PURPOSE
Find the Vapp.
Landing
GW
: 62 000 kg
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
DATE: SEP 2006
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GUIDED EXAMPLES
6.15. Example 15: Abnormal Procedure
PURPOSE
Find the Actual Landing Distance and Vapp.
Landing
GW
: 62 000 kg
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
DATE: SEP 2006
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GUIDED EXAMPLES
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
DATE: SEP 2006
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GUIDED EXAMPLES
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
DATE: SEP 2006
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GUIDED EXAMPLES
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
OAT
: 20°C
Conf
:1+F
62 ft
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
DATE: SEP 2006
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GUIDED EXAMPLES
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
DATE: SEP 2006
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GUIDED EXAMPLES
6.18. Example 18: Load and Trim Sheet
Dry operating weight
: 43 100 kg
CG
: 24%
Pantry adjustment
: + 100 kg Zone E
Cargo 1
Cargo 3
Cargo 4
Cargo 5
: 1 000 kg
: 1 000 kg
: 2 000 kg
: 457 kg
Cabin OA
Cabin OB
Cabin OC
: 10
: 60
: 40
Total fuel
: 13 500 kg
DATE: SEP 2006
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GUIDED EXAMPLES
THIS
PAGE LEFT INTENTIONALLY BLANK
DATE: SEP 2006
Page 104
ZUAD162
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
DATE: SEP 2006
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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
DATE: SEP 2006
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ZUAD172
The pilot’s action:
recover control of the aircraft
enable safe Take Off continuation
Determination of VMCG:
lateral deviation under 30 ft
DATE: SEP 2006
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7.1.2. Limiting Speeds: VMCA
Minimum Control speed in the Air at which aircraft can be controlled either:
5ºmax
• with a 50 maximum bank angle, or:
• with zero yaw.
DATE: SEP 2006
Page 108
ZUAD172
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
DATE: SEP 2006
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ZUAD172
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
DATE: SEP 2006
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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.
If I am aware of a failure before V1
I can
... safely abort TakeOff
V
DATE: SEP 2006
Page 111
1
V
Speed
ZUAD172
If I am aware of a failure after V1
I MUST follow on TakeOff
1. From that point,
35 ft
I am sure to reach
the TO limited height.
V1
V
Speed
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.
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.
DATE: SEP 2006
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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
1.1 VMCA
1.05 VMCA
VMCG ≤
V1
1.2 VS (or 1.13 VS1G)
V2
VR
35 ft
(JAR geometric
1.08 VMU (AEO)
limitations)
1.04 VMU (OEI)
VLOF
DATE: SEP 2006
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ZUAD172
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
500 ft min
1.25% max
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%
DATE: SEP 2006
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ZUAD172
• No prominence except threshold lights ( if < 26 in above surface)
not ok
ok
(26 in max)
500 ft min
1.25% max
7.2.5.4. TakeOff Distance Available
TODA
It is the Runway + Clearway lengths.
DATE: SEP 2006
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7.2.5.5. TakeOff Run Available
TORA
It is the Runway length only.
7.2.5.6. Acceleration Stop Distance Available
ASDA
It is the Runway + Stopway lengths.
DATE: SEP 2006
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ZUAD172
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
All Engines Operating
One Engine Inoperative
V2
TODOEI = From BR to 35 ft
VEF
V1
VR
VLOF
35 ft
TODOEI
7.3.1.2. All Engines Operating
+ 15%
V2
V1
VR
VLOF
35 ft
TODAEO
DATE: SEP 2006
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ZUAD172
7.3.2. TakeOff Run Distances (TOR)
7.3.2.1. One Engine Inoperative
TOROEI = From BR to middle point between Vlof and 35 ft
VEF
V1
VR
V2
VLOF
35 ft
//
TOROEI
//
+ 15%
V2
V1
VR
VLOF
//
35 ft
//
TORAEO
DATE: SEP 2006
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ZUAD172
7.3.3. Accelerate Stop Distance (ASD)
7.3.3.1. One Engine Inoperative at VEF
Idle
All engines operating
2s
V1
VEF
V=0
accelerate stop distance
with one engine inoperative
All engines operating
2s
V1
Idle
V=0
accelerate stop distance
with all engines operating
Braking means:
•
Wheel brakes,
•
Spoilers,
•
Reversers:
. not on dry runways,
. certified on wet runways,
. mandatory on contaminated runways.
DATE: SEP 2006
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7.3.4. Association of TakeOff Distances and Lengths
V2
V=0
V1
VR
35 ft
VLO
RWY
CWY
SWY
TOR
ASD
TOD
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:
35 ft
B
A
ASD available
TOD available
Runway length
A Adjustment to TakeOff distance
B Adjustment to accelerate stop distance
DATE: SEP 2006
Page 120
ZUAD172
90° runway entry
aircraft
model
A320
minimum line up distance correction
TODA (m)
12
ASDA (m)
26
T akeOff
Distance
(TOD)
adjust ment
Accelerate Stop
Distance ( AS D)
adjust ment
DATE: SEP 2006
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ZUAD172
180° turnaround
aircraft
model
A320
minimum line up distance correction
TODA (m)
18
ASDA (m)
32
TakeOff
Distance
(TOD)
adjustment
Accelerate
Stop Distance
(ASD)
adjustment
DATE: SEP 2006
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ZUAD172
7.5. TakeOff Trajectory
Green dot:
10 min after TO
ONE ENGINE OUT
MAXIMUM ACCELERATION HEIGHT
TO dist.
End
Gradient > 1.2%
MINIMUM ACCELERATION HEIGHT
Gradient > 2.4%
Green dot:
35 ft
best lift-to-drag ratio
Gradient > 0%
V1
Segments:
DATE: SEP 2006
1
2
3
Page 123
final
ZUAD172
7.6. Runway Condition
7.6.1. LPC List Box
7.6.2. Runways Wet and Contaminated
Runway :
Wet
Water
< 3 mm
3 - 13 mm (½’)
Slush
< 2 mm
2 - 13 mm (½’)
Wet snow
< 4 mm
4 - 25 mm (1’)
Dry snow
< 15 mm
15 - 25 mm (2’)
Comp Snow
DATE: SEP 2006
Contaminated
all
Page 124
ZUAD172
7.7. Factors of Influence
Sustained parameters:
Chosen parameters:
• Temperature,
• Flap setting,
• Pressure Altitude,
• Decision speed V1,
• Air bleed,
• V2 / Vs ratio.
• Wind,
• Moisture,
• Runway condition.
7.7.1. Wind and Moisture:
Effect on TO distances (TOD, TOR, ASD):
7.7.1.1. Headwind
air speed
Headwind
wind
Headwind shortens TO distances
Only 50 % must be taken into
account, according to regulation.
ground speed
DATE: SEP 2006
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7.7.1.2. Tailwind
Tailwind
air speed
wind
Tailwind increases TO distances
Regulation prescribes that
150 % should be taken into account.
ground speed
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.
TOD: screen height = 15 ft
TOR: It ends at VLOF
15 ft
35 ft
TOROEI
DATE: SEP 2006
//
TOROEI
//
Page 126
ZUAD172
7.7.1.4. Runway Slope
It mustn't exceed ± 2%
Positive slope increases TO distances
± 2%
Negative slope decreases TO distances
7.7.1.5. Flap Setting
Flaps increase lift...
CL
• TO distances
are reduced.
Flaps increase drag...
• TO gradient decreases.
CD
C’L
C’D
TakeOff configurations on Airbus family:
Conf 1+F
TO distances
are reduced
DATE: SEP 2006
TO gradient decreases
Conf 2
Conf 3
Page 127
ZUAD172
7.7.1.6. Decision Speed V1
The most penalizing conditions are taken into account: the failure ( VEF ) occurs 1 second before V1.
Long TOD
VEF
VLOF
VR
V1
Short ASD
35 ft
Low V1 implies
short acceleration
with All Engines
Operating.
Short TOD
VEF
V1
VR
VLOF
35 ft
Long ASD
High V1 means
long acceleration
with All Engines
Operating.
DATE: SEP 2006
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ZUAD172
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
Long TOD
VEF
V1
VR
35 ft
VLOF
High second segment gradient
DATE: SEP 2006
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ZUAD172
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%).
DATE: SEP 2006
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ZUAD172
7.8.3. Obstacles:
To avoid an obstacle, you have different possibilities:
2.4% Gross trajectory
35 ft
0.8%
Net trajectory
TOD
ASD
Climb grad
Flaps
increases
increases
increases
TO Weight
decreases
decreases
increases
V1
decreases
increases
no change
V2
increases
no change
increases
DATE: SEP 2006
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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.
V2/Vs = 1.27
2nd
TOD
Obstacle
Optimum weight
ASD
DATE: SEP 2006
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7.9. Engine Performance
7.9.1. Principle
weight
You need less Thrust
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.
DATE: SEP 2006
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Which part of the aircraft is concerned ?
engine
aerodynamics
7.9.1.1. Reminder about engines and thrust
Trust levers
Thrust variation with OAT
Thrust
EGT limit
Tref
DATE: SEP 2006
Page 134
OAT
ZUAD172
Trust levers
Power
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
Weight
Thrust
N1
EGT limit
Tref
DATE: SEP 2006
Page 135
OAT
ZUAD172
7.9.2. Flexible TakeOff
7.9.2.1. Flex Temperature
Weight
Max
TOW
Actual
TOW
Thrust reduction must not exceed
25%, to quickly recover full
available TOGA thrust if necessary.
Thrust
Available
Thrust
Flat rated Thrust
EGT
Limit
Needed
Thrust
25%
reduction max
T Flex
max
OAT
Tref
Flex
Temp
OAT
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.
DATE: SEP 2006
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ZUAD172
7.9.3. Derated Takeoff`
Short runway: TOGA is used & V1 min is high
V2
V1=VMCG
VR
35ft
ACC STOP
This is due to excess of thrust
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.
V1=VMCG
VR
35ft
ACC STOP
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
DATE: SEP 2006
Page 137
ZUAD172
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.
Each derate level is certified and is associated to a new set of performance data
Certified
Certified
-4%
-8%
engine
Certified
Certified
-12%
engine
-16%
Certified
Certified
-20%
-24%
engine
engine
engine
DATE: SEP 2006
Page 138
engine
ZUAD172
Principle
Advantages of derated take off :
•
•
TOGA Thrust
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.
•
Max. thrust
available
OAT (°C)
-10
-5
0
!
5
10
15
20
25
30
35
40
6 level of derate available: 4%,8%,12%,16%,20%,24%.
The original TOGA will never be available during TO.
Flexible thrust
Derated thrust
• Thrust level is less than TOGA
• Thrust level is less than TOGA
• Performance for a flex Take-Off is computed by
adjusting the max Take-Off thrust performance.
• A new set of performance data is provided in the
Flight Manual for each derate level.
• At any moment it is possible to recover TOGA.
• TOGA selection is not possible during Take-Off.
• Thrust setting parameters for flex Take-Off are not
considered as Take-Off operating limits.
• Thrust setting parameters are considered as an
operating limit for Take-Off.
• Flex Take-Off cannot be performed on contaminated
runways.
• Derated Take-Off is allowed on contaminated
runways.
DATE: SEP 2006
Page 139
ZUAD172
DATE: SEP 2006
Page 140
ZUAD172
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
DATE: SEP 2006
Page 141
ZUAD182
8.1. Definitions
8.1.1. Landing Distance Available
LDA = Landing Distance Available
LDA ≤ TORA (shifted threshold)
LDA
8.1.2. Actual landing distance
Braking means :
- Brakes
- Spoilers
- Antiskid
GS = 0 kt
ALD
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
DATE: SEP 2006
Page 142
ZUAD182
VAPP = 1.23 Vs1g
GS = 0 kt
50 ft
ALD
Maximum braking is
assumed from the
touchdown
Actual Landing Distances are
demonstrated during flight tests
Actual Landing Distance: factors of influence
Landing distance calculation is made for :
- ISA temperature
- slope = 0%
- standard QNH
DATE: SEP 2006
- landing weight (LW)
- wind
- airport elevation
Page 143
ZUAD182
8.1.3. Required Landing Distance
GS = 0 kt
50 ft
ALD
Dry Runway (No reversers):
RLDDRY =
ALDDRY
0.6
= 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
DATE: SEP 2006
Page 144
ZUAD182
GS = 0 kt
50 ft
ALD
Contaminated Runway (With or without reversers):
RLDCONTA = MAX (1.15 x ALDCONTA ; RLDWET )
DATE: SEP 2006
Page 145
JAR-OPS only
ZUAD182
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:
RLD dry = ALD / 0.6 ≤ LDA
On Wet Runways:
RLD wet = 1.15 RLD dry ≤ LDA
On Contaminated Runways (JAR-OPS operators only):
ALD contaminated x 1.15
≤ LDA
RLD contaminated = the greatest of
RLD
For contaminated runways, the manufacturer must provide landing performance data and
detailed instructions about the use of antiskid, reverse, airbrake or spoilers.
DATE: SEP 2006
Page 146
ZUAD182
8.3. In Flight Requirements
8.3.1. Actual Landing Distance
ALD x coefficient (system failure) ≤ LDA
JAR
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)
DATE: SEP 2006
Page 147
ZUAD182
DATE: SEP 2006
Page 148
ZUAD182

A318/A319/A320/A321 PERFORMANCE TRAINING

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