Escolar Documentos
Profissional Documentos
Cultura Documentos
Rtr: U422ST0
This document must be used
for training purpose only.
Under no circumstances
should this document be used as a reference.
1. COURSE CONTENTS
CONTENTS:
LPC utilisation
LPC presentation
Weight & balance
Takeoff calculation
In-flight calculation
Landing calculation
Flight Operations
Cruise Optimization
Additional Performance
Performance Review
PER : Performance
LOD : Loading
OPD : Operating Data
THR : Thrust Ratings
TOF : Takeoff
FPL : Flight Planning
CLB : Climb
CRZ : Cruise
HLD : Holding
DES : Descent
GOA : Go-Around
LDG : Landing
OEI : One Engine Inoperative
TDU : Temporary Documentary Unit
2. OPERATIONS DOCUMENTS
CONTENTS:
5.2. Takeoff
5.4. Go-Around
5.5. Landing
6. QRH EXTRACTS
CONTENTS:
7. GUIDED EXAMPLES
CONTENTS:
Please be aware that the screen numerical results given as only examples.
On the entry screen of the LPC tool, choose an A320 model (A320-214) and serial number (SIM320CM)
Enter a flight number and your departure Paris-Orly (LFPO) and destination Cairo (HECA).
Step 1
Select the T.O PERF module.
Step 2
In the Takeoff PERF module, enter the runway.
Step 3
Enter the conditions listed above.
Step 4
Check “OPT CONF”.
Step 6
Launch the computation (F8 key).
Answer:
MTOW =...................... V1 =...................... VR =...................... V2 =......................
CONF =...................... TFlex =......................
Answer
TFlex =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =......................
Answer
MTOW =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =...................... TFlex =......................
NOTAM LFPO: OBSTACLE ERECTED. OBST: CRANE ERECTED PSN: AT 1120 M FROM THR 26 AND
100 M FROM AXIS OF RWY. HEIGHT: 200 FT ALT ON TOP: 482 FT.
Answer
MTOW =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =...................... TFlex =......................
Answer
MTOW =...................... V1 =...................... VR =...................... V2 =......................
OPT CONF =...................... TFlex =......................
CP1 1 000 kg
OA 11
Distribution Distribution CP3 1 000 kg
OB 72
CP4 1 500 kg
OC 67
CP5 300 kg
Step 1
Select the weight & balance module.
Step 2
Select your cabin configuration. (F3 key)
Step 3
Enter your loading. (F4 key)
Step 4
Distribute the load in the cargo compartments ((F2 key).
Step 6
Launch the computation (F8 key).
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................
Step 1
Select ENTRY MODE: REDUCED
Step 2
Enter the additional passengers (3).
Step 3
Enter the additional cargo in Cargo 5 (80).
Check no overload.
Step 4
Launch the computation (F8 key)
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................
These values being within the approved envelopes, we can accept the passengers.
Step 1
Select ENTRY MODE: REDUCED
Step 2
Enter your loading. (F4 key)
Step 3
Launch the computation (F8 key)
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................
Total going to HECA 155 adults, 7 children Total going to HECA 3 450 kg
CP1 900 kg
OA 12
Distribution Distribution CP3 1 200 kg
OB 78
CP4 1 200 kg
OC 72
CP5 150 kg
Step 1
Select the weight & balance module.
Step 2
Select your cabin configuration. (F3 key)
Step 3
Enter your loading. (F4 key)
Step 4
Distribute the load in the cargo compartments ((F2 key).
Step 6
Launch the computation (F8 key).
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................
CP1 1 000 kg
OA 10
Distribution Distribution CP3 800 kg
OB 66
CP4 1 600 kg
OC 62
CP5 1 400 kg
Step 1
Select the weight & balance module.
Step 2
Select your cabin configuration. (F3 key)
Step 3
Enter your loading. (F4 key)
Step 4
Distribute the load in the cargo compartments ((F2 key).
Step 6
Launch the computation (F8 key).
Answer
ZFW =...................... ZFCG =......................
TOW =...................... TOCG =......................
LW =...................... LDCG =......................
T.O. THS =......................
Step 1
Select the In-Flight perf module.
Step 2
Select the CLB page.
Step 3
Enter the conditions (F3 key).
Step 4
Enter the climb data (F4 key).
Step 5
Launch the computation (F8 key)
Step 6
Check the detailed results (F10).
Answer
TIME =...................... FUEL =...................... DIST =...................... TAS =......................
Step 1
Select the CRZ page.
Step 2
Enter the conditions (F3 key).
Step 3
Enter the cruise data (F4 key).
Step 4
Launch the computation (F8 key)
Step 5
Check the detailed results (F10).
Answer
FF =...................... SR =...................... OPTIMUM ALT =......................
Step 1
Select the DES page.
Step 2
Enter the conditions (F3 key).
Step 3
Enter the descent data (F4 key).
Step 4
Launch the computation (F8 key)
Step 5
Check the detailed results (F10).
Answer
TIME =...................... DIST =...................... FUEL =......................
Step 1
Select the DES page.
Step 2
Enter the conditions (F3 key).
Step 3
Enter the descent data (F4 key).
Step 4
Launch the computation (F8 key)
Step 5
Check the detailed results (F10).
Answer
DES TYPE =...................... LEVEL OFF =...................... TIME =......................
DIST =...................... FUEL =......................
Step 1
Select the HLD page.
Step 2
Enter the conditions (F3 key).
Step 3
Enter the holding data (F4 key).
Step 4
Enter the non standard aircraft system (F5 key).
Step 5
Launch the computation (F8 key)
Answer
DIST =...................... FUEL BURN =...................... SPEED =...................... N 1 =......................
Step 1
Select the PLAN page.
Step 2
Enter the conditions (F3 key).
Step 3
Enter the holding data (F4 key).
Step 4
Launch the computation (F8 key)
Step 5
Check the detailed results (F10).
Answer
TAXI + TRIP FUEL =...................... TIME =...................... AIR DIST =......................
Step 1
Select the landing module.
Step 2
Choose the airport and runway (F2 key).
Step 3
Select the dispatch conditions (F3 key)
Step 4
Enter the conditions.
Step 5
Launch the computation.(F8 key)
Step 6
Check the detailed results (F10).
Answer
MLW =...................... RLD =...................... ALD =...................... GA Gradient =......................
Compare the RLD with the available runway length.
Note: a 15% margin is requested for FAA operators (ALD x 1.15 ≤ LDA), except in case of
emergency.
Step 1
Select the in-flight condition
Step 2
Enter the conditions (F3 key)
Step 3
Launch the computation (F8 key)
Step 4
Check the detailed results (F10).
Answer
ALD =...................... Compare the ALD with the available runway length.
GA gradient =......................
VAPP is displayed on the MCDU PERF APPR page.
Note: a 15% margin is requested for FAA operators (ALD x 1.15 ≤ LDA), except in case of
emergency.
Step 1
Select the in-flight condition
Step 2
Enter the conditions (F3 key)
Step 3
Launch the computation (F8 key)
Step 4
Check the detailed results (F10).
Answer
ALD =...................... Compare the ALD with the available runway length.
GA gradient =......................
VAPP is displayed on the MCDU PERF APPR page.
Note: a 15% margin is requested for FAA operators (ALD x 1.15 ≤ LDA), except in case of
emergency.
Step 1
Select the in-flight condition
Step 2
Enter the conditions (F3 key)
Step 3
Enter the non standard aircraft system (F5 key).
Step 4
Launch the computation (F8 key)
Step 5
Check the detailed results (F10).
Answer
ALD =...................... Compare the ALD with the available runway length.
Note: a 15% margin is requested for FAA operators (ALD x 1.15 ≤ LDA), except in case of
emergency.
Step 1
Select the in-flight condition
Step 2
Enter the conditions (F3 key)
Step 3
Enter the non standard aircraft system (F5 key).
Step 4
Launch the computation (F8 key)
Step 5
Check the detailed results (F10).
Answer
ALD =...................... Compare the ALD with the available runway length.
Note: a 15% margin is requested for FAA operators (ALD x 1.15 ≤ LDA), except in case of
emergency.
DATA
Aircraft CONF: FULL Conditions : Dry runway
status Gross weight: 62 t Landing elevation 1000 ft
CG ≥ 25% Wind calm
A/THR on
Step 2 – Determine Actual Landing Distance, refer to landing distance without autobrake CONF FULL QRH
FPE-IFL 3/4
Enter DRY runway condition and landing weight 62 t
Read actual landing distance: 840 m at sea level
Answer
V APP = 137 kt
Landing distance = 935 m
JAA: ALD ≤ LDA
935 m ≤ 3300 m: Yes
FAA: ALD x 1.15 ≤ LDA
935 x 1.15 = 1076 m ≤ 3300 m: Yes
Step 1 - Refer to landing distance on dry runways following failures QRH 80.16
- Enter the failure: ELEC DC BUS 2 FAULT
- Choose the FLAP position for landing. See note (b) at the bottom of the page. For this exercise use CONF 3.
- Check reversers status. See note (c) at the bottom of the page. In this exercise, use DRY WITHOUT REV.
- Read the corresponding elements for FLAPS CONF 3: ΔV REF APPR speed increment, LDG DIST factor without
REV
Step 2 – Refer V APP calculation in the case of an abnormal/emergency configuration QRH 80.14
Enter gross weight 60 t
Read VLS conf full: 130 kt
Apply 6 kt ΔV REF correction (QRH 80.16)
Apply 5 kt correction for ice accretion
Apply 5 kt CONF3 correction
Note: the correction is for A/THR use OR ice accretion. i.e. apply it ONLY once when A/THR is used and there is ice
accretion.
Check that APPR correction + ΔV REF are lower than 20 kt.
Read V APP = 130 + 6 + 5 + 5 = 146 kt
Step 3 - Refer to landing distance without autobrake CONF FULL QRH FRE-IFL 3/4
Enter DRY runway condition and landing weight 60 t
Interpolate Actual Landing Distance: 820 m at sea level
Answer
V APP = 146 kt
Landing distance = 1369 m
JAA: ALD ≤ LDA
1369 m ≤ 3300 m: Yes
FAA: ALD x 1.15 ≤ LDA
1369 x 1.15 = 1574 m ≤ 3300 m: Yes
DATA
Aircraft CONF: FULL Conditions : Wet runway
status Gross weight: 56 t Landing elevation 1000 ft
CG < 25% Wind calm
Ice accretion
With REV
A/THR on
ENG SHUT DOWN
Step 1 - Refer to landing performance on wet runways following failures QRH 80.17A
- Enter the failure: ENG SHUT DOWN
- Choose the FLAP position for landing. See note (b) at the bottom of the page. For this exercise it will be CONF
FULL.
- Read the corresponding elements for FLAPS CONF FULL: ΔV REF APPR speed increment, LDG DIST factor with
REV
Step 2 – Refer V APP calculation in the case of an abnormal/emergency configuration QRH 80.14
Enter gross weight 56 t
Read VLS conf full: 127 kt
Apply 16 kt ΔV REF correction (QRH 80.17A)
No approach correction as wind is calm
Check that ΔV REF + APPR correction are lower than 20 kt.
Read V APP = 127 + 16 = 143 kt
Step 3 - Refer to landing distance without autobrake CONF FULL QRH FAE-IFL 3/4
Enter WET runway condition and landing weight 56 t
Interpolate the Actual Landing Distance: 1075 m at sea level
Answer
V APP = 143 kt
Landing distance = 1426 m
JAA: ALD ≤ LDA
1426 m ≤ 3300 m: Yes
FAA: ALD x 1.15 ≤ LDA
1426 x 1.15 = 1640 m ≤ 3300 m: Yes
DATA
Aircraft CONF 3 Conditions: Standing water on runway
status Gross weight: 60 t Landing elevation 500 ft
CG ≥ 25% Wind 18 kt
With REV
A/THR on
HYD B+Y SYS LO PR
Step 2 - Refer to landing performance on contaminated runways following failures QRH 80.18A
Enter the failure: HYD B+Y SYS LO PR
Read ΔV REF increment 6 kt
Read the LDG DIST factor CONTA WITH REV: 1.80
Step 3 – Refer V APP calculation in the case of an abnormal/emergency configuration QRH 80.14
Enter gross weight 60 t
Read VLS conf full: 130 kt
Apply 6 kt ΔV REF correction (QRH 80.18A)
Apply 6 kt APPRoach CORrection for headwind
Check that ΔV REF + APPR correction are lower than 20 kt.
Read V APP = 130 + 6 + 6 = 142 kt
Step 4 - Refer to landing distance without autobrake CONF FULL QRH FRE-IFL 3/4
Enter STANDING WATER runway condition and landing weight 60 t
Interpolate actual landing distance: 1535 m at sea level
Answer:
V APP = 142 kt
Landing distance = 2819 m
JAA: ALD ≤ LDA
2819 m ≤ 3300 m: Yes
FAA: ALD x 1.15 ≤ LDA
2819 x 1.15 = 3242 m ≤ 3300 m: Yes
Exercise
DATA
Aircraft status Gross weight: 64 t
CG ≥ 25%
REV 1 INOP at dispatch
1 ≤ FLAPS < 2, SLATS ≥ 1
Answer:
V APP: 154 kt
Actual Landing Distance: 1313 m
CONF 3
JAA: ALD ≤ LDA
1313 m ≤ 2072 m: Yes
FAA: ALD x 1.15 ≤ LDA
1313 x 1.15 = 1510 m ≤ 2027 m: Yes
On the entry screen of the LPC tool, choose an A320 model (A320-214) and serial number (SIM320CM)
Enter a flight number and your departure Paris-Orly (LFPO) and destination Cairo (HECA).
Answer
Answer
Note: a 15% margin is requested for FAA operators (ALD x 1.15 ≤ LDA), except in case of
emergency.
Total going to HECA 134 adults, 7 children Total going to HECA 4 400 kg
CP1 1 000 kg
OA 10
Distribution Distribution CP3 1 300 kg
OB 68
CP4 1 300 kg
OC 63
CP5 800 kg
Answer
NOTE: TOW and CG position come automatically from Weight & Balance module.
Answer
Answer
Answer
ALD =...................... Compare the ALD with the available runway length.
GA gradient =......................
VAPP is displayed on the MCDU PERF APPR page.
Note: a 15% margin is requested for FAA operators (ALD x 1.15 ≤ LDA), except in case of
emergency.
CONTENTS:
9.1. CG ENVELOPE
Objectives
− Reminder
− W&B presentation
− Exercises
A 320
The mean aerodynamic chord (mac) is determined on the aircraft structure. It is defined according to its distance from
the aircraft reference axes and the chord length.
x
x x x
Trim
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
Determination of VMCG:
lateral deviation under 30 ft
Minimum Control speed in the Air at which aircraft can be controlled either:
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
• Insufficient lateral control, may cause engine or wing to hit the ground.
Limiting speeds : V MU
V1 is the speed limit at which the pilot can interrupt Takeoff in case of failure.
I can
V V1 Speed
V1 V Speed
Summary:
Operating speed: V1
V1 is the speed limit at which the pilot can interrupt Takeoff in case of failure.
1.1 VMCA
35 ft
“ Rigid or flexible rectangular area made of concrete or asphalt used for Takeoff and landing ”
10.3.2. Stopway
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.
10.3.3. 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
not ok
ok
(26 in max)
500 ft min
1.25% max
TODA
TORA
ASDA
V2
TODOEI = From BR to 35 ft
VEF V1 VR VLOF
35 ft
TODOEI
V2
V1 VR VLOF
35 ft
TODAEO
VEF V1 VR VLOF
35 ft
// //
TOROEI
V2
V1 VR VLOF
35 ft
// //
TORAEO
2s
VEF V1 10.1.1.1.
=0
V1 V=0
Braking means:
• Wheel brakes,
• Spoilers,
• Reversers:
. not on dry runways,
. certified on wet runways,
. mandatory on contaminated runways.
V2
V1 VR VLO 35 ft
V=0
RWY CWY
SWY
TOR
ASD
TOD
35 ft
Runway length
Takeoff
Distance
(TOD)
adjustment
Accelerate Stop
Distance (ASD)
adjustment
180° turnaround
minimum line up distance correction
aircraft
model
TODA (m) ASDA (m)
A320 18 32
Takeoff
Distance
(TOD)
adjustment
Accelerate
Stop Distance
(ASD)
adjustment
End
Climb
TO dist.
1500 ft
Gradient > 1.2%
V1
Segments: 1 2 3 final
35 ft
Gradient > 0%
V1
Segments: 1 2 3
wind
• Tailwind
15 ft
35 ft
// // TOROEI
TOROEI
• Runway Slope
It mustn't exceed ± 2%
± 2%
• Flap Setting
C’D
Conf 1+F
Conf 2
TO gradient decreases
TO distances
are reduced
Conf 3
• Decision Speed V1
The most penalizing conditions are taken into account: the failure ( VEF ) occurs 1 second before V1.
Long TOD
VEF VR VLOF 35 ft
V1
Short ASD
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.
• 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
35 ft
VEF V1 VR VLOF
35 ft
2.4% Gross trajectory 0.8%
Net trajectory
V2/Vs = 1.27
2nd
TOD
Obstacle
Optimum weight
ASD
weight
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.
engine
aerodynamics
Thrust
EGT limit
Tref OAT
Trust levers
Power
Weight Thrust
N1
EGT limit
Tref OAT
Available
Max Flat rated Thrust
Thrust
TOW
EGT
Needed Limit 25%
Actual Thrust reduction max
TOW
T Flex
max
V1=VMCG VR
35ft
ACC STOP
The present Takeoff 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.
The Derated TO thrust is therefore to be considered as the maximum TO thrust rating available for a given Takeoff.
It determines the new VMCG and the new VMCA applicable during that Takeoff.
Each derate level is certified and is associated to a new set of performance data
engine
engine engine
engine
engine engine
Principle
Advantages of derated Takeoff :
• significant reduction of engine stress (like Flex TO),
TOGA Thrust • 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
• Thrust level is less than TOGA • Thrust level is less than TOGA
• Performance for a flex Takeoff is computed by • A new set of performance data is provided in the
adjusting the max Takeoff thrust performance. Flight Manual for each derate level.
• At any moment it is possible to recover TOGA. • TOGA selection is not possible during Takeoff.
• Thrust setting parameters for flex Takeoff are not • Thrust setting parameters are considered as an
considered as Takeoff operating limits. operating limit for Takeoff.
• Flex Takeoff cannot be performed on contaminated • Derated Takeoff is allowed on contaminated runways.
runways.
11.1. Definitions
11.1.1. Landing Distance Available
LDA
LDA
Displaced
Threshold
Braking means :
- Brakes
- Spoilers
- Antiskid
- Reversers (except on dry runway)
50 ft GS = 0 kt
ALD
50 ft GS = 0 kt
ALD
Maximum braking is
assumed from the
Actual Landing Distances are touchdown
demonstrated during flight tests
50 ft GS = 0 kt
ALD
ALDDRY
RLDDRY =
0.6
50 ft GS = 0 kt
ALD
Wet Runway (No reversers):
RLDWET = 1.15 x RLDDRY
50 ft GS = 0 kt
ALD
For contaminated runways, the manufacturer must provide landing performance data and
detailed instructions about the use of antiskid, reverse, airbrake or spoilers.