Airbus A320 Performance Notes

 Performance Notes ---------------------------pre ssure is 1013.25 hp and Density is 1.225Kg/cubic 1.225Kg/cub ic 1. ISA Temp at MSL is 15 Deg Celsius, pressure meter. 2. OAT = ISA Temp + ISA Dev 3. Pressure Altitude = Elevation + [28*(1013 - QNH)] 4. Altitude Correction = 4*ISA temperature Deviation*Indicated altitude/1000 Altitude = Indicated Altitude + Altitude Correction 5. True Altitude (118.8*Temperature emperature Deviation ) 6. Density Altitude = Pressure Altitude + (118.8*T 7. Slope = (Change of height in ft/Runway length in ft)*100 ; down slope = -ve, Up Slope = +ve . 8. TORA - The length of runway which is declared available and suitable for the ground run of an aeroplane taking off. 9. Clearway - A defined rectangular area on the ground or water under the control of the appropriate authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height. 1. The origin of a clearway should be at the end of the take-off run available. 2. The length of a clearway should not exceed half the length of the take-off run available. 3.  A clearway should extend laterally to a distance of at least 75 m on each side of the extended centre line of the runway. 4. The ground in a clearway should not project above a plane having an upward slope of 1.25 per cent, the lower limit of this plane being a horizontal line which: 1. a) is perpendicular to the vertical plane containing the runway centre line; and 2. b) passes through a point located on the runway centre line at the end of the take-off run available. 10. Stopway - A defined rectangular area on the ground at the end of take-off run available prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off. 1. A stopway shall have the same width as the runway with which it is associated. 2. A stopway should be prepared or constructed so as to be capable, in the event of an abandoned take-off, of supporting the aeroplane which the stopway is intended to serve without inducing structural damage to the aeroplane. 3. The surface of a paved stopway shall be so constructed or resurfaced as to provide surface friction characteristics at or above those of the associated a ssociated runway. 11. TODA - The take off distance available means either the distance from the point on the surface of the aerodrome at which the aeroplane can commence its take off run to the nearest obstacle in the direction of take off projecting above the surface of the aerodrome and capable of affecting the safety of the aeroplane, or one and one half times the take off run available, whichever is the less. 12. ASDA - An accurate description would be the distance from the point on the surface of the aerodrome at which the aeroplane can commence its take-off run to the nearest point in the direction of take-off at which the aeroplane cannot roll over the surfaces of the aerodrome and be brought to rest in a emergency without the risk of accident. 13. ASDA = TORA + Stopway 14. TODA = TORA + Clearway Leng th if ASDA = TODA 15. Balanced Field Length 16. RESA - Runway end safety area is an area symmetrical about the extended runway centre line and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway. 1. A runway end safety area shall extend from the end of a runway strip to a distance of at least 90 m. 2. The width of a runway end safety area shall be at least twice that of the associated runway. 17. Screen height for wet Runway is 15 feet and for dry Runway is 35 feet. 18.  Climb gradients for Twine Engines Aircraft :- 1 Engine inoperative - Second T/O Segment Climb gradient - 2.4%, Final Fina l T/O Segment Climb gradient - 1.2%, 1.2 %, Approach Climb gradient 2.1%, Approach climb gradient for Cat ii - 2.5%; Two Two Engines operative Approach Climb gradient - 3.2%.

19. Lighting system :- Threshold Lights - Green (spacing 3m horizontally); Runway Edge lights White(spacing 60m along the runway); Runway Centreline lights - White centreline lighting extends from the threshold to 900m from the runway end, the following 600m is lit with alternate white and red lights, and the final 300m lit by red centreline lighting(spacing lighting(spacing 15m or 30m along the runway); End Lights - Red (4 equally spaced); Taxiway edge lights - Blue (Spacing 60m, 30m); Taxiway Taxiway Centreline lights - Green (spacing 30m, 15m, 7.5m). 20. CMV (Conversion of Reported Meteorological Visibility to RVR) :1. The minimum length of approach lights for application of CMV is 420m. 2. An Operator should ensure that a meteorological visibility to RVR conversion is not used; 1. a) for takeoff 2. b) for calculating any other required RVR minimum less than 800 m, 3. c)for visual/circling approaches, 4. d) or when reported RVR is available. 5. e) or when reported visibility is below 800 m and RVR (instrumented or human observation) is not available 3. Note- If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. “RVR more than 1500 metres”, it is not considered to be a reported value for the purpose of this paragraph. 4. RVR = 1. Reported Meteorological visibility *1.5 (day) or Reported Meteorological visibility*2 (night) for HI Approach lighting (length!420 m.) 2. Reported Meteorological visibility *1 (day) or Reported meteorological visibility *1.5 (night) for Any type of lighting installation other than above(length!420 m.) 3. Reported Meteorological visibility *1(day) or not allowed in night for NO LIGHTING. 21. Commencement and Continuation of Approach (Approach Ban Policy):RVR/Visibility is 1. The PIC shall not commence an instrument approach if the reported RVR/Visibility below the applicable minimum. 2. If, after commencing an instrument approach, the reported RVR/Visibility falls below the applicable minimum, the approach shall not be continued: 1. below 1 000 ft above the aerodrome; or 2. into the final approach segment. 3. If, after entering the final approach segment or descending below1000 ft above the aerodrome elevation, the reported RVR/visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H. 4. The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained. 5. Where the RVR is not available, RVR values may be derived by converting the reported visibility (Refer CMV). 6. The touch-down zone RVR is always controlling. If reported and relevant, the mid-point and stop-end RVR are also controlling. contro lling. The minimum RVR value for the mid-point is 125 1 25 m or the RVR required for the touch-down zone if less, and 50 m for the stop-end. For aeroplanes equipped with a stop-end (roll-out) guidance or control system, the minimum RVR value for the mid-point is 50 m. 7. Note: “Relevant”, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 knots. 22. Ground Speed Mini function :- Ground Speed Mini ensures that irrespective of wind variations and gusts during an approach to landing, the energy of the aircraft is maintained above a minimum level ensuring standard aerodynamic margins versus stall. The minimum energy level is represented by the Ground Speed the aircraft will have at touch down. This Ground Speed is called “GROUND SPD MINI”. GS mini = VAPP - Tower Tower Head Wind Component. To understand this, lets assume that the calculated Vls is 129kts and the reported tower winds is 30kts. Vapp = 129 +1/3 +1/3 HW (1/3rd of 30) = 129 + 10 = 139kts GS mini = Vapp (139) - HW (25) = 114kts 114kts Now irrespective of the HW Component & Gust, the aircraft ground speed will not drop below 114kts and the IAS target will increase to ensure that this threshold is always maintained. This will be reflected on the ND.

23. Characteristic Speeds :- The characteristic speeds displayed on the PFD are computed by the Flight Augmentation Computer (FAC ), according to the FMS weight data. da ta. The speeds displayed by the MCDU are computed by the FMS , based on the aircraft gross weight or the predicted gross weight (for approach or go-around). 1. VS : Stalling speed. Not displayed. For a conventional aircraft, the reference stall speed, VSmin, is based on a load factor that is less than 1 g. This gives a stall speed that is lower than the stall speed at 1 g. All operating speeds are expressed as functions of this speed (for example, VREF = 1.3 VSmin). Because aircraft of the A320 family have a low-speed protection feature (alpha limit) that the flight crew cannot can not override, Airworthiness Authorities have reconsidered the definition of stall speed for these aircraft. All the operating speeds must be referenced to a speed that can be demonstrated by flight tests. This speed is designated VS1g. Airworthiness Authorities have agreed that a factor of 0.94 represents the relationship between VS1g for aircraft of the A320 family and VSmin for conventional aircraft types. As a result, Authorities allow aircraft of the A320 family to use the following fo llowing factors : V2 = 1.2 " 0.94, VS1g = 1.13 VS1g, VREF = 1.3 " 0.94 VS1g = 1.23 VS1g. 2. VLS : Lowest Selectable Speed. Represented by the top of an amber strip along the airspeed scale on the PFD. Computed by the FAC , based on FMS, and corresponds to 1.13 VS during takeoff, or following a touch and go. Becomes 1.23 VS, after retraction of one step of flaps. Becomes 1.28 VS, when in clean configuration. (Note: If in CONF 0 VLS were 1.23 VS (instead of 1.28 VS), the alpha protection strip would hit the VLS strip on the PFD). Above 20 000 ft, VLS is corrected for Mach effect to maintain a buffet margin of 0.2g. In addition, VLS increases when the speedbrakes are extended. In landing configurations (CONF 3 and FULL) VLS is always equal to, or greater than, VMCL. 3. F : Minimum speed at which the flaps may be retracted at takeoff. In approach, used as a target speed when the aircraft is in CONF 2 or CONF 3. Represented by “F” on the PFD speed scale. 4. S : Minimum speed at which the slats may be retracted at takeoff. In approach, used as a target speed when the aircraft is in CONF 1. Represented by “S” on the PFD airspeed scale. 5. O : Green dot speed. Engine-out operating speed in clean configuration. (Best lift-to-drag ratio speed). Also corresponds to the final takeoff speed. Represented by a green dot on the PFD scale. Below 20 000 ft equal to 2 " weight (tons) +85 Above 20 000 ft, add 1 kt per 1 000 ft (For A321, Below 20 000 ft equal to 1.5 " weight (tons) +110 Above 20 000 ft, add 1 kt per 1 000 ft). 24. LIMIT SPEEDS :1.  VA : Maximum design maneuvering speed. This corresponds to the maximum structural speed permitted for full control deflection, if alternate or direct law is active. 2.  VMCG : Minimum speed, on the ground during takeoff, at which the aircraft can be controlled by only using the primary flight controls, after a sudden failure of the critical engine, the other engine remaining at takeoff thrust. w ith a 3. VMCA : Minimum control speed in flight at which the aircraft can be controlled with maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff thrust (takeoff flap setting, gear retracted). 4. VMCL : Minimum control speed in flight, at which the aircraft can be controlled with a maximum bank of 5 °, if one engine fails, the other engine remaining at takeoff thrust (approach flap setting). 5. VFE : Maximum speed for each flap configuration. 6.  VLE : Maximum speed with landing gear extended. 7. VLO : Maximum speed for landing gear operation. VMO : Maximum speed. 8. VFE NEXT : Maximum speed for the next (further extended) flap lever position. 25. PROTECTION SPEEDS :- V # PROT, V# MAX and VSW are computed by the FAC , based on aerodynamic data. They are only used for display on the PFD , and not for flight control protection (the activation of the protections is computed by the ELAC). 1.  V# PROT : Angle of attack protection speed. Corresponds to the angle of attack at which the angle of attack protection becomes active. Represented by the top of a black and amber strip along the PFD speed scale, in normal law.

2. V# MAX : Maximum angle of attack speed. Corresponds to the maximum angle of attack that may be reached in pitch normal law. Represented by the top of a red strip along the PFD speed scale, in normal law. 3. VSW : Stall warning speed. Represented by a red and black strip along the speed scale when the flight control normal law is inoperative. 4. VMAX : Represented by the bottom of a red and black strip along the speed scale. Determined by the FAC according to the aircraft configuration. Is equal to VMO (or speed corresponding to MMO ), VLE or VFE. 26. Minimum Acceleration Altitude :1.  The aeroplane must reach V2 before it is 35 ft above the takeoff surface and must continue at a speed not less than V2 until it is 400 ft above the takeoff surface” 2. At each point along the takeoff flight path, starting at the point at which the aeroplane reaches 400 ft above the takeoff surface, the available gradient of climb may not be less than: 1. • 1.2% for a two-engined airplane 2. • 1.7% for a four-engined airplane”. 3. So, below 400 feet, the speed must be maintained constant to a minimum of V2. Above 400 feet, the aircraft must fulfill a minimum climb gradient, which can be transformed into an acceleration capability in level flight. Therefore, the regulatory minimum acceleration height is fixed to 400 feet above the takeoff surface. 4. Nevertheless, during the acceleration segment, obstacle clearance must be ensured at any moment. Therefore, the operational minimum acceleration height is equal to or greater than 400 feet. Acceleration Altitude :- The Maximum Takeoff Takeoff Thrust (TOGA) is certified for use for a 27. Maximum Acceleration maximum of 10 minutes, in case of an engine failure at takeoff, and for a maximum of 5 minutes with all engines operating. The Maximum Continuous Thrust (MCT), which is not timelimited, can only be selected once the enroute configuration is achieved (i.e. when the aircraft is in clean configuration at green dot speed). As a result, the enroute configuration (end of the third segment) must be achieved within a maximum of 10 minutes after takeoff, thus enabling the determination of a maximum acceleration height. Critical 28. Hydroplanning :- Crtical depth = total depth of the runway texture + tyre tread & Tyre Critical Speed (Rotating tyres, For T/O) in Kts = 9*Square root of tyre pressure in PSI, Tyre Tyre Critical Speed (Non-Rotating tyres, For Landing) in Kts = 7.1*square root of tyre pressure in PSI; Dynamic Hydroplanning Occurs if Water flooded depth dep th > Critical depth & Aircraft Speed> Critical tyre speed. RTOW CHARTS, The available limitation codes are: $ 29. - In TAP RTOW 1. Maximum computation weight : 1 2.  Second segment or first segment : 2 3. Runway length - one engine inoperative : 3 4. Obstacles : 4 5. Tire speed : 5 6. Brake energy : 6 o perative : 7 7. Takeoff distance/run all engines operative 8. Final takeoff : 8 TakeOff and landing Performance Universal Software 30. - In (Operational and Certified TakeOff (OCTOPUS) RTOW CHARTS, CHARTS, The available limitation codes are : $ 1. First segment : 1 2. Second segment : 2 3. Runway length : 3 4. Obstacles : 4 5. Tire speed : 5 6. Brake energy : 6 7. Maximum computation weight : 7 8. Final takeoff : 8 9. VMU : 9

Temperature or Reference Temperature Temperature at or below which, Temperature Temperature 31. Tref - Tref is flat rating Temperature has no influence on Engine Take Take off thrust at given pressure altitude. Above this reference temperature, Engine thrust is limited by the Exhaust Gas Temperature. Temperature. The consequence is that the available thrust decreases as the temperature increases. Temperature for Take off. 32. Tmax - Tmax is the maximum certified Temperature an d the corresponding thrust t hrust is 33. Tflex - A takeoff at reduced thrust is called a flexible takeoff, and called flexible thrust. When the actual takeoff weight (ATOW) is lower than MTOW, MTOW, takeoff may be performed with less than th an the maximum takeoff thrust (TOGA). The maximum permissible takeoff weight decreases when temperature increases, so it is possible to assume a temperature at which the actual takeoff weight would be the limiting one. This temperature is called Flexible Temperature. 1. Thrust must not be reduced by more than 25 % of the full rated takeoff thrust. 2. Enables compliance with the aeroplane controllability requirements in the event that maximum takeoff thrust is applied at any point in the takeoff path i.e. Minimum control speeds are calculated with maximum Takeoff Takeoff Thrust. 3. The thrust for takeoff is not considered as a takeoff operating limit 4. The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions. 5. The flexible temperature cannot be lower than the flat rating temperature TREF or the actual temperature (OAT). (OAT). Temperature is limited to Tmaxflex which ensures the thrust reduction is NOT 6. The flexible Temperature more than 25% of the full rated thrust. 7. The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any engine deterioration, or maintain an adequate engine performance monitoring program to follow up the engine parameters. 34. Tmaxflex - Thrust decreases with increase in flexible Temperature & thrust reduction cannot exceed 25% of the maximum takeoff thrust, thus leading to a maximum flexible temperature. Temperature above which the speeds are 35. TVMC - Tvmc is a fictitious value that indicates the Temperature close to a Vmcg/Vmca limitation or are Vmcg/Vmca limited. Takeoff :- Contaminated Runway, Reported Windshear, Windshe ar, LVTO, LVTO, Anti Skid inoperative, 36. TOGA Takeoff Performance so warrant, Any MEL Items which requires TOGA Thrust for Takeoff, Takeoff, ATOW=RTOW, TOW=RTOW, Any criteria for flex T/O doesn't meet. Takeoff Thrust :- Derated takeoff thrust, for an aeroplane, is a takeoff thrust less than 37. Derated Takeoff the maximum takeoff thrust, for which exists in the AFM a set of separate and independent or clearly distinguishable, takeoff limitations and performance data that complies with all requirements of Part 25. When operating with a derated takeoff thrust, the value of the thrust setting parameter which establishes thrust for takeoff is presented in the AFM and is considered a NORMAL TAKEOFF OPERATING LIMIT. 1. Minimum Control Speeds with Derated Thrust - A given derate level corresponds to the basic maximum thrust reduced by a given percentage. Therefore, the new maximum available thrust at any point of the takeoff flight path is cut back, compared to the nonderated thrust. New minimum control speeds (VMCG, VMCA) can then be established, as per JAR/FAR 25.149. A reduction in the minimum control speeds sometimes generates a takeoff performance benefit (higher MTOW) when taking-off on a short runway. Indeed, the decision speed V1 is the maximum speed at which it is still possible to reject the takeoff and stop the aircraft within the runway limits. Nevertheless, V1 must be greater than VMCG, and the Accelerate Stop Distance is often the most constraining limitation on a short runway. A reduction of the VMCG can then permit a reduction of the ASD for a given takeoff weight, and lead to better takeoff performance when the MTOW without derate is ASD/VMCG limited. thru st and Derated Takeoff Takeoff thrust :38. Difference between Flex takeoff thrust 1. Flexible thrust :1. • Thrust level is less than TOGA fo r a flex Takeoff Takeoff is computed by adjusting the th e max Takeoff Takeoff thrust 2. • Performance for performance. 3. • At any moment it is possible to recover TOGA.

no t considered as Takeoff operating 4. • Thrust setting parameters for flex Takeoff are not limits. Takeoff cannot be performed perfo rmed on contaminated runways. runw ays. 5. • Flex Takeoff 2. Derated thrust :1. • Thrust level is less than TOGA 2. • A new set of performance data is provided in the Flight Manual for each derate level. 3. • TOGA selection is not possible during Takeoff. operating rating limit for Takeoff. Takeoff. 4. • Thrust setting parameters are considered as an ope Takeoff is allowed on contaminated runways. 5. • Derated Takeoff 39. ICAO ANNEXES :1. Annex 1 - Personnel Licensing o f the Air 2. Annex 2 - Rules of 3. Annex 3 - Meteorological Services 4. Annex 4 - Aeronautical Charts 5. Annex 5 - Units of Measurement 6. Annex 6 - Operation of Aircraft 7. Annex 7 - Aircraft Nationality and Registration Marks 8. Annex 8 - Airworthiness of Aircraft 9. Annex 9 - Facilitation Telecommunications 10. Annex 10 - Aeronautical Telecommunications 11. Annex 11 - Air Traffic Services 12. Annex 12 - Search and Rescue Accident and Incident Investigation 13. Annex 13 - Aircraft Accident 14. Annex 14 - Aerodromes 15. Annex 15 - Aeronautical Information Services 16. Annex 16 - Environmental Protection 17. Annex 17 - Security 18. Annex 18 - The Safe Transportation of Dangerous Goods by Air 19. Annex 19 - Safety management. 40. Cost Index = Cost of Time / Cost of fuel. 41. What is side step - You approach for an Runway with instruments available and Land on other Runway without instruments. 42.  Why is Sharklet aircraft used for Delhi Moscow - Due terrain of 22000 feets in AfganisthanSharklet has drift down altitude of 25000 feet. 43. What is variable stator Vane? To detect unreliable airspeed a irspeed and Crew incapacitation incapa citation ; if 44. What is the Significance of 100 Kts?- To speed difference is more than 6kts, 6 kts, reject Takeoff. Takeoff. Takeoff at speed 110kts, will you reject? - At 100kts because of 45.  If Cargo Doors fault comes at Takeoff T/O inhibition it will not appear if appears you will not reject. 46. At Top of descend, you get bomb on board threat, what would be your actions? - Land immediately (within 30 minutes) and after landing proceed to isolated Bay and if step ladder is not available evacuate. 47. You have one engine fire, landed and parking brake set - fire goes out and APU is not available, will you taxi? t axi? - Since Single Engine Taxi Taxi require APU running- Yes, we will taxi since it's an emergency call. 48. Failures require rejected takeoff : Above 100 kt, and below V1: Rejecting the takeoff at these speeds is a more serious matter, particularly on slippery runways. It could lead to a hazardous situation, if the speed is approaching V1. At these speeds, the Captain should be "go-minded" and very few situations should lead to the decision to reject the takeoff: 1.Fire warning, or severe damage 2.Sudden loss of engine thrust 3.Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely 4.Any red ECAM warning 5.Any amber ECAM caution listed bellow: $ F/CTL SIDESTICK FAULT $ ENG FAIL $ ENG REVERSER FAULT $ ENG REVERSE UNLOCKED $ ENG 1(2) THR LEVER FAULT. Exceeding the EGT red line or nose gear vibration should not result in the decision to reject takeoff above 100 kt. In case of tire failure between V1 minus 20 kt and V1, unless debris from the tires has

caused serious engine anomalies, it is far better to get airborne, reduce the fuel load, and land with a full runway length available. The V1 call has precedence over any other call. 49. QUESTIONS :50. 1. BUSS : The BUSS information is based on the angle of attack (AOA), and depends on the slat/flap configuration. The BackUp Speed Scale (BUSS) enables to fly the aircraft when airspeed indications are unreliable. When the BUSS is activated : $ The BUSS replaces the normal speed $ The GPS altitude replaces the barometric altitude scale. OUT: - With the ADS-B OUT capability, capability, the Mode S transponders automatically au tomatically and 51. 2. ADS-B OUT: continuously transmit surveillance data, without preliminary interrogation, to: $ The ATC ground station $ Aircraft capable of ADS-B IN function. The ADS-B ADS-B OUT surveillance data that are automatically and continuously transmitted, include the following: $ The latitude and longitude, the Horizontal Integrity Limit (HIL), the difference between barometric altitude and geometric altitude, the ground speed, all supplied by GPS $ The barometric altitude supplied by ADIRS $ The track, the vertical speed, all supplied by the IRs $ The flight number (registered on the ATC ATC flight plan and entered in the FMS during cockpit preparation) supplied by the FMS $ The emergency situation indicator $ The selected altitude and heading, the barometric pressure setting (QNH /QFE ) from FCU. 52. 4. Manoeuvring speeds : Characteristic Speeds - FSO Speed. 53. 6. SRS : The SRS mode controls pitch to steer the aircraft along a path in the vertical plan at a speed defined by the SRS guidance law. 54. Vd/Md = 381Kts/Mach0.89 55. BYPASS RATIO : 56. AIE = 5.4 57. CFM = 5.9 58. LEAP : 11 Twin Annular Pre Swirl 59. Type of Combustion chamber in LEAP - TAPS - Twin 60. Thrust Ratings : 61. A320- AIE - 25000 pounds 62. A319 - CFM-56- 5B6 - 23500 pounds 63. A320 - CFM - 56- 5B4- 27000 pounds 64. A321- CFM-56-5B3- 32000 pounds 65. A320- LEAP 1A- 26600 pounds 66. A320CEO - A320 Current Engine Option 67. A320NEO - New Engine Option