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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

PERFORMANCE CLASS “A” AEROPLANES - JAR 25 CERTIFIED JAR ATPL - 032 03 Version 0 / MAR 06 Predavač: Zlatko Širac,dipl.ing. [email protected]

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LIMITATIONS

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

LIMITATIONS Environmental Envelope

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AEROPLANES CLASS “A” PERFORMANCE

VMCG - minimum control speed on the ground It is the calibrated airspeed during the take-off run, at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the aeroplane with the use of the primary aerodynamic controls alone (without the use of nose-wheel steering) to enable the take-off to be safely continued using normal piloting skill.

JAR 25 CERTIFIED

LIMITATIONS Speeds

VMCA - minimum control speed in the air It is the calibrated airspeed, at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the aeroplane with that engine still inoperative, and maintain straight flight with an angle of bank of not more than 5 degrees.

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AEROPLANES CLASS “A” PERFORMANCE

VMCL - Minimum control speed during approach and landing It is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the aeroplane with that engine still inoperative, and maintain straight flight with an angle of bank of not more than 5º.

JAR 25 CERTIFIED

LIMITATIONS Speeds

VMU – Minimum unstick speed It is the calibrated airspeed at and above which the aeroplane can safely lift off the ground, and continue the take-off.

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF Engine Failure Speed: VEF VEF is the calibrated airspeed at which the critical engine is assumed to fail. VEF must be selected by the applicant, but may not be less than VMCG.

TAKEOFF Speeds

Decision Speed: V1 V1 is the maximum speed at which the crew can decide to reject the takeoff, and is ensured to stop the aircraft within the limits of the runway. V1 may not be less than VEF plus the speed gained with the critical engine inoperative during the time interval between the instant at which the critical engine is failed, and the instant at which the pilot recognises and reacts to the engine failure. The time which is considered between the critical engine failure at VEF, and the pilot recognition at V1, is 1 second.

VMCG ≤ VEF ≤ V1

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VR – Rotation speed The speed at which the pilot initiates the rotation, at the appropriate rate of about 3° per second in order to achieve V2 at 35ft. VR ≥ 1.05 VMCA

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF Speeds

VLOF – Liftoff speed The speed at which the aeroplane first becomes airborne. VLOF ≥ 1.05 VMU (OEI) VLOF ≥ 1.10 VMU (AEO) V2 – Takeoff safety speed The minimum climb speed that must be reached at a height of 35 feet above the runway surface, in case of an engine failure. V2 ≥ 1.1 VMCA V2 ≥ 1.13 VS1g (Fly-By-Wire aircraft) V2 ≥ 1.2 VS (Classic types)

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AEROPLANES CLASS “A” PERFORMANCE

Maximum Brake Energy Speed: VMBE The Maximum speed at which the brakes will absorb aircraft kinetic energy and stop aircraft safely. When the takeoff is aborted, brakes must absorb and dissipate the heat corresponding to the aircraft’s kinetic energy at the decision point.

JAR 25 CERTIFIED

TAKEOFF Speeds

V1 ≤ VMBE Maximum Tire Speed: VT The tire manufacturer specifies the maximum ground speed that can be reached, in order to limit the centrifugal forces and the heat elevation that may damage the tire structure. VLOF ≤ VTIRE

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AEROPLANES CLASS “A” PERFORMANCE

Takeoff speeds limitations summary

JAR 25 CERTIFIED

TAKEOFF Speeds

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AEROPLANES CLASS “A” PERFORMANCE

TAKEOFF DISTANCES

JAR 25 CERTIFIED

TOD - Takeoff distance TAKEOFF

Takeoff distance is the greater of the following values:

Distances

• TODN-1 = Distance covered from the brake release to a point at which the aircraft is at 35 feet (15 feet on wet runway) above the takeoff surface, assuming the failure of the critical engine at VEF and recognized at V1 • 1.15 TODN = 115% of the distance covered from brake release to a point at which the aircraft is at 35 feet (15 feet on wet runway) above the takeoff surface, assuming all engines operating.

TOD = max of {TODN-1 , 1.15 TODN } The takeoff distance on a wet runway may not be lower than on a dry one.

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TOD - Takeoff distance TAKEOFF Distances

TODAll engines From BR to 35 ft above runway surface.

+ 15%

All engines operative

V2 V1 VR

TODOEI

35 ft

35 ft

1 engine out 1 E/O TOD

One engine out at V1 10

AEROPLANES CLASS “A” PERFORMANCE

TOR - Takeoff run The takeoff run is the greater of the following values : • TORN-1 = Distance covered from brake release to a point equidistant between the point at which VLOF is reached and the point at which the aircraft is 35(15) feet above the takeoff surface, assuming failure of the critical engine at VEF and recognized at V1,

JAR 25 CERTIFIED

TAKEOFF Distances

• 1.15 TORN = 115 % of the distance covered from brake release to a point equidistant between the point at which VLOF is reached and the point at which the aircraft is 35(15) feet above the takeoff surface, assuming all engines operating.

TOR = max of {TORN-1 , 1.15 TORN }

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TOR - Takeoff run TAKEOFF Distances

TORAll engines From BR to middle point.

+ 15%

(between 35ft and LOF point)

All engines operative

V1 VR

V2 35 ft

35 ft

1 engine out

TOR1 E/O One engine out at V1 12

AEROPLANES CLASS “A” PERFORMANCE

ASD – Accelerate-stop distance

JAR 25 CERTIFIED

The accelerate-stop distance is the greater of the following values:

TAKEOFF

• ASDN-1 = Sum of the distances necessary to: - Accelerate the airplane with all engines operating to VEF, - Accelerate from VEF to V1, assuming the critical engine fails at VEF and the pilot takes the first action to reject the takeoff at V1 (delay between VEF and V1 = 1 second) - Come to a full stop - Plus a distance equivalent to 2 seconds at constant V1 speed.

Distances

• ASDN = Sum of the distances necessary to: - Accelerate the airplane with all engines operating to V1, assuming the pilot takes the first action to reject the takeoff at V1 - With all engines still operating come to a full stop - Plus a distance equivalent to 2 seconds at constant V1 speed 13

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

ASD – Accelerate-stop distance

TAKEOFF

All engines operative

V1

2s All engines

V=0

Distances

idle

ASDall engines 1 Engine out

V1

All engines

2s 1 E/O

V=0

idle 14

ASD 1 E/O

AEROPLANES CLASS “A” PERFORMANCE

TakeOff Run Available (TORA) The length of runway which is declared available by the appropriate authority and suitable for the ground run of an aeroplane taking off. TOR ≤ TORA

JAR 25 CERTIFIED

TAKEOFF Distances

Takeoff Distance Available (TODA) The length of the takeoff run available plus the length of the clearway available. TOD ≤ TODA

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Accelerate-Stop Distance Available (ASDA) The length of the takeoff run available plus the length of the stopway, if such stopway is declared available by the appropriate Authority and is capable of bearing the mass of the aeroplane under the prevailing operating conditions.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF Distances

ASD ≤ ASDA

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF Distances

TOR ≤ TORA TOD ≤ TODA ASD ≤ ASDA

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AEROPLANES CLASS “A” PERFORMANCE

Loss of Runway Length due to Alignment (Line-up distance) JAR-OPS 1.490(c)(6): “…an operator must take account of the loss, if any, of runway length due to alignment of the aeroplane prior to takeoff.”

JAR 25 CERTIFIED

TAKEOFF Distances

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Balanced field

TAKEOFF Distances

Balanced field: TOD = ASD = RWY LENGTH V1 = Balanced V1 MTOWFIELD Æ MAX. VALUE 19

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Influence of V1

TAKEOFF

Long TOD Low V1

V1

Distances

VR Short ASD

Short TOD High V1

VV 1R Long ASD 20

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Influence of V2

TAKEOFF Distances

High V2 = Long TOD and High Climb gradient Low V2 = Short TOD and Low Climb gradient V1

VR

Short TOD Long TOD 21

AEROPLANES CLASS “A” PERFORMANCE

RWY Conditions Dry runway: A dry runway is one which is neither wet nor contaminated.

JAR 25 CERTIFIED

TAKEOFF RWY CONDITIONS

Damp runway: A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance. JAR-OPS 1.475 states that a damp runway is equivalent to a dry one in terms of takeoff performance. In the future, a damp runway may have to be considered as wet. Wet runway: A runway is considered wet when the runway surface is covered with water or equivalent, with a depth less than or equal to 3 mm, or when there is a sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.

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AEROPLANES CLASS “A” PERFORMANCE

Contaminated runway: A runway is considered to be contaminated when more than 25% of the runway surface area within the required length and width being used is covered by the folowing: -surface water more than 3mm in deep -slush or loose snow equivalent to more than 3mm of water

JAR 25 CERTIFIED

TAKEOFF RWY CONDITIONS

·Standing water: Caused by heavy rainfall and/or insufficient runway drainage with a depth of more than 3mm (0.125 in). ·Slush: Water saturated with snow, which spatters when stepping firmly on it. Wet snow: If compacted by hand, snow will stick together and tend to form a snowball. ·Dry snow: Snow can be blown if loose, or if compacted by hand, will fall apart again upon release. ·Compacted snow: Snow has been compressed. ·Ice : The friction coefficient is 0.05 or below.

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Effect on Performance There is a clear distinction of the effect of contaminants on aircraft performance. Contaminants can be divided into hard and fluid contaminants. ·Hard contaminants are : They reduce friction forces.

Compacted snow and ice.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF RWY CONDITIONS

·Fluid contaminants are : Water, slush, and loose snow. They reduce friction forces, and cause precipitation drag and aquaplaning. Precipitation drag causes following effects: ·Improve the deceleration rate: Positive effect, in case of a rejected takeoff. ·Worsen the acceleration rate: Negative effect for takeoff. So, the negative effect on the acceleration rate leads to limit the depth of a fluid contaminant to a maximum value. On the other hand, with a hard contaminant covering the runway surface, only the friction coefficient is affected, and the depth of contaminant therefore has no influence on takeoff performance.

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AEROPLANES CLASS “A” PERFORMANCE

Aquaplaning Phenomenon The presence of water on the runway creates an intervening water film between the tire and the runway, leading to a reduction of the dry area. This phenomenon becomes more critical at higher speeds, where the water cannot be squeezed out from between the tire and the runway. Aquaplaning (or hydroplaning) is a situation where the tires of the aircraft are, to a large extent, separated from the runway surface by a thin fluid film. Under these conditions, tire traction drops to almost negligible values along with aircraft wheels’ braking; wheel steering for directional control is, therefore, virtually ineffective.

JAR 25 CERTIFIED

TAKEOFF RWY CONDITIONS

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AEROPLANES CLASS “A” PERFORMANCE

JAR 25.1591: “Supplementary performance information for runways contaminated with standing water, slush, loose snow, compacted snow or ice must be furnished by the manufacturer in an approved document, in the form of guidance material, to assist operators in developing suitable guidance, recommendations or instructions for use by their flight crews when operating on contaminated runway surface conditions.

JAR 25 CERTIFIED

TAKEOFF RWY CONDITIONS

The information on contaminated runways may be established by calculation or by testing.”

Example data for A320F provided by the Airbus Industrie

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AEROPLANES CLASS “A” PERFORMANCE

Braking action

JAR 25 CERTIFIED

Data published by ATR Industrie

TAKEOFF RWY CONDITIONS

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AEROPLANES CLASS “A” PERFORMANCE

Takeoff path The takeoff path extends from a standing start (brake release) to a point at which the aeroplane is at a height: • Of 1500 ft above the takeoff surface, or • At which the transition from the takeoff to the en-route configuration is completed and the final takeoff speed is reached, whichever point is higher.

JAR 25 CERTIFIED

TAKEOFF Climb & Obstacle Limitations

The takeoff flight path begins 35 ft above the takeoff surface at the end of the takeoff distance. The takeoff path and takeoff flight path regulatory definitions assume that the aircraft is accelerated on the ground to VEF, at which point the critical engine is made inoperative and remains inoperative for the rest of the takeoff.

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF Climb & Obstacle Limitations

Minimum required groos gradient (%) JAR 25.121

Aircraft

1st SEG

2nd SEG

3rd SEG

Final SEG

2 ENG

>0

P 2.4%

P 1.2% (accel.)

P 1.2%

3 ENG

P0.3%

P 2.7%

P 1.5% (accel.)

P 1.5%

4 ENG

P 0.5%

P 3.0%

P 1.7% (accel.)

P 1.7%

Commuter category aircraft (JAR 23) 2 ENG

>0

P 2.0%

P 1.2% (accel.)

P 1.2%

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Gross – Net takeoff flight path Net takeoff flight path must clear all obstacles in the Obstacle Accountable Area for at least 35 ft.

AIRCRAFT

TAKEOFF Climb & Obstacle Limitations

Mandatory gross gradient reduction JAR 25.115

2 ENG

0.8 %

3 ENG

0.9 %

4 ENG

1.0 %

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Track changes JAR-OPS 1.495(c)(1): Track changes shall not be allowed up to the point at which the net take-off flight path has achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the end of the takeoff run available.

TAKEOFF Climb & Obstacle Limitations

Maximum Bank Angle During a Turn Height above RWY END

Standard procedure

Specific approval

Below 200 ft

15°

15°

Between 200 ft and 400 ft

15°

20°

Above 400 ft

25°

30°

Loss of climb gradient during a turn must be taken in account.

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Obstacle Accountable Area (OAA) All obstacles inside the OAA must be taken in account.

TAKEOFF Track changes up to 15°

Climb & Obstacle Limitations

Track changes more than 15°

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AEROPLANES CLASS “A” PERFORMANCE

Engine Failure Procedures (Contingency Procedures) JAR OPS1.495(f): An operator shall establish contingency proedures to provide a safe route , avoiding obstacles, to enable aeroplane to either comply with the en-route requirements or land at the aerodrome of departure or at a takeoff alternate. Designed by the operator to safely clear all obstacles in case of an engine failure during takeoff, providing max. possible takeoff weight in given conditions.

JAR 25 CERTIFIED

TAKEOFF Climb & Obstacle Limitations

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF Climb & Obstacle Limitations

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TOW Calculation

TAKEOFF

Limitations •TOD,TOR,ASD (runway) •Speeds •1st Segment gradient (>0%) •2nd Segment gradient (>2.4%) •Brake energy •Obstacle •Tire speed •Final Take off (>1.2%)

Take off parameters. • •

TOW Calculation

Configuration Speeds (V1, Vr, V2)

Allow the take off with a maximum performance TOW 35

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

To obtain MATOW explore all range of V1/Vr and V2/Vs

TAKEOFF

V2/Vs=1.27

TOW Calculation

2nd

optimum weight

TOD Obstacle ASD

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AEROPLANES CLASS “A” PERFORMANCE

Takeoff Data Takeoff data are usually presented in Runway Weight Charts (RWC).

JAR 25 CERTIFIED

TAKEOFF Takeoff Data

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AEROPLANES CLASS “A” PERFORMANCE

Reduced thrust takeoff (FLEX T/O) The aircraft actual takeoff weight is often lower than the maximum regulatory takeoff weight. Therefore, in certain cases, it is possible to takeoff at a thrust less than the Maximum Takeoff Thrust. It is advantageous to adjust the thrust to the actual weight, as it increases engine life and reliability, while reducing maintenance and operating costs.

JAR 25 CERTIFIED

TAKEOFF Flex T/O

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AEROPLANES CLASS “A” PERFORMANCE

Noise Abatement takeoff Aeroplane operating procedures for the take-off climb shall ensure that the necessary safety of flight operations is maintained whilst minimizing exposure to noise on the ground. The following two procedures for the climb have been developed as guidance. The first procedure (NADP 1) is intended to provide noise reduction for noise sensitive areas in close proximity to the departure end of the runway . The second procedure (NADP 2) provides noise reduction to areas more distant from the runway end .

JAR 25 CERTIFIED

TAKEOFF

Noise Abatement takeoff

The two procedures differ in that the acceleration segment for flap/slat retraction is either initiated prior to reaching the maximum prescribed height or at the maximum prescribed height. To ensure optimum acceleration performance, thrust reduction may be initiated at an intermediate flap setting. NOTE 1: For both procedures, intermediate flap transitions required for specific performance related issues may be initiated prior to the prescribed minimum height; however, no power reduction can be initiated prior to attaining the prescribed minimum altitude. NOTE 2: The indicated airspeed for the initial climb portion of the departure prior to the acceleration segment is to be flown at a climb speed of V2 plus 10 to 20 kt.

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ALLEVIATING NOISE CLOSE TO THE AERODROME (NADP 1) This procedure involves a power reduction at or above the prescribed minimum altitude and the delay of flap/slat retraction until the prescribed maximum altitude is attained. At the prescribed maximum altitude, accelerate and retract flaps/slats on schedule while maintaining a positive rate of climb, and complete the transition to normal en-route climb speed.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF

Noise Abatement takeoff

Maintain positive rate of climb. Accelerate smoothly to enroute climb speed. Retract flaps/slats on schedule. 3000 ft

Climb at V2 + 10 to 20kt. Maintain reduced power/thrust. Maintain flaps/slats in the takeoff configuration.

800 ft

Initiate power/thrust reduction at or above 800 ft.

Takeoff thrust, V2 + 10 to 20kt.

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ALLEVIATING NOISE DISTANT FROM THE AERODROME (NADP 2) This procedure involves initiation of flap/slat retraction on reaching the minimum prescribed altitude. The flaps/slats are to be retracted on schedule while maintaining a positive rate of climb. The power reduction is to be performed with the initiation of the first flap/slat retraction or when the zero flap/slat configuration is attained. At the prescribed altitude, complete the transition to normal enroute climb procedures.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF

Noise Abatement takeoff

Transition smoothly to en-route climb speed. 3000 ft

800 ft

RWY

Not before 800 ft and whilst maintaining a positive rate of climb, accelerate towards VZF and reduce power with the initiation of the first flap/slat retraction, - or when flaps/slats are retracted and whilst maintaining a positive rate of climb, reduce power and climb at VZF + 10 to 20 kt. Takeoff thrust, V2 + 10 to 20kt.

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AEROPLANES CLASS “A” PERFORMANCE

Many locations continue to prescribe the former Noise Abatement Departure Procedures A and B.

JAR 25 CERTIFIED

TAKEOFF

Flap retraction and accelerate smoothly to en-route climb speed.

Noise Abatement takeoff

3000 ft

CLimb at V2 + 10 to 20 kt. 1500 ft Reduce to climb power/thrust.

Takeoff thrust V2 + 10 to 20kt.

Runway

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

TAKEOFF

Noise Abatement takeoff

Accelerate smoothly to en-route climb speed. 3000 ft

Climb at VZF + 10 kt. Reduce power/thrust. Retract flaps/slats on schedule.

1000 ft

Accelerate to VZF. Takeoff thrust V2 + 10 to 20kt.

Runway

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AEROPLANES CLASS “A” PERFORMANCE

CLIMB

JAR 25 CERTIFIED

Flight Mechanics CLIMB Flight Mechanics

Thrust x cosα = Drag + Weight x sinγ Lift = Weight x cosγ sinγ ≈ tanγ ≈ γ (in radian) cosγ ≈ 1 and cosα ≈ 1

γ=

THRUST − DRAG ∆THRUST T 1 = − = WEIGHT WEIGHT W L D

RC = TAS x sinγ ≈ TAS x γ RC = TAS ×

THRUST − DRAG ∆POWER = WEIGHT WEIGHT

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AEROPLANES CLASS “A” PERFORMANCE

The climb angle (γ) is proportional to the difference between the available thrust and the required thrust. The rate of climb (RC) is proportional to the difference between the available power and the required power.

JAR 25 CERTIFIED

CLIMB Flight Mechanics

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AEROPLANES CLASS “A” PERFORMANCE

Influencing parameters Altitudeeffect Climb gradient and the rate of climb decrease with pressure altitude, due to a lower excess of thrust.

JAR 25 CERTIFIED

CLIMB Influencing parameters

Temperature effect As temperature increases, thrust decreases due to a lower air density. As a result, the effect is the same as for altitude.

Weight effect

γ=

THRUST − DRAG ∆THRUST = WEIGHT WEIGHT

RC = TAS ×

THRUST − DRAG ∆POWER = WEIGHT WEIGHT

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AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Wind effect

CLIMB Influencing parameters

Headwind:

- Rate of climb ↔ - Fuel and time to TOC ↔ - Flight path angle (γg) ↑ - Ground distance to TOC ↓

Tailwind:

- Rate of climb ↔ - Fuel and time to TOC ↔ - Flight path angle (γg) ↓ - Ground distance to TOC ↑

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AEROPLANES CLASS “A” PERFORMANCE

Climb profile Constant IAS / Mach tehnique

JAR 25 CERTIFIED

CLIMB Climb Profile

Crossover Altitude -switch from constant IAS to constant Mach during climb to avoid reaching critical Ma (Makr). -switch from constant Mach to constant IAS during descent to avoid exceeding VMO.

48

AEROPLANES CLASS “A” PERFORMANCE

Climb data

JAR 25 CERTIFIED

CLIMB Climb data

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AEROPLANES CLASS “A” PERFORMANCE

CRUISE Flight Mechanics

JAR 25 CERTIFIED

CRUISE Flight Mechanics

L=W D=T

T=

W L D

Min. Thrust required for best L/D ratio 50

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Specific Range

SR AIR =

Jet aircraft:

Prop. aircraft:

SRAIR =

SRAIR =

AIR DISTANCE FUEL USED

TAS 1 = TSFC × T TSFC × T

CRUISE Specific Range

TAS

TAS 1 = PSFC × P PSFC × P

TAS

(NM ton) (NM ton)

SR=f(WEIGHT, ALTITUDE, SPEED)

51

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

CRUISE Specific Range

52

Max. Range vs. Long Range

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

CRUISE MR & LRC

Flight at Long Range cruise speed will result in significant speed increase (more comfort by shortening flight time on long distance flights) and slight decrease in Specific Range (SRLRC will be 99% of the SRMR). 53

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

CRUISE MR & LRC

Min. T/TAS ratio

SRAIR =

TAS 1 = TSFC × T TSFC × T

TAS

(NM ton) 54

AEROPLANES CLASS “A” PERFORMANCE

Wind-Altitude trade

JAR 25 CERTIFIED

390

CRUISE

380

FLIGHT LEVEL

370 UM IM T OP

360 350

U TIT L A

340 330 320 310

DE

MR & LRC

5 -2/ 0 1 -3/ 20 -5/ 0 3 -7/ 40 -9/ /50 -11

300

D

SR

%

/

WC

[kt

]

MACH .78

290 74

72

70

68

66

64 62 60 58 56 GROSS WEIGHT [ton]

GIVEN Aircraft GW Speed Wind

54

52

50

48

46

FIND A320 9A-CTF 62.0 ton M0.78 At Optimum Altitude HW=60kt At FL330 HW=20kt

Optimum Altitude 37100 At FL330 -6/25 (interpolated) It means that at FL330 the Specific Range is 6% worse than at the Optimum Altitude, but it may be compensated with at least 25 kt favourable wind. As at FL330 there is 60-20=40 kt less HW, it is better choice to fly at FL330.

55

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Cost Index Long-range Cruise Mach number was considered as a minimum fuel regime. If we consider the Direct Operating Cost instead, the Economic Mach number (MECON), can be introduced.

CRUISE Cost Index

DOC = (C F × ∆ F ) + (CT × ∆ T ) + CC That is: CC = fixed costs CF = cost of fuel unit ∆F = trip fuel CT = time related costs per flight hour ∆T = trip time Minimum fuel costs correspond to the Maximum Range Mach number. The minimum DOC corresponds to a specific Mach number, referred to as Econ Mach (MECON).

56

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

D.O.C.

CRUISE Cost Index

The MECON value depends on the time and fuel cost ratio. This ratio is called Cost Index (CI), and is usually expressed in kg/min or 100lb/h:

Cost of Time CT CI = = Cost of Fuel C F 57

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

CI ↑ => MECON ↑

CRUISE

CI ↓ => MECON ↓

Cost Index

The extreme CI values are: • CI = 0: Flight time costs are null (fixed wages), so MECON = MMR (lowest boundary). • CI = CImax: Flight time costs are high and fuel costs are low, so MECON = MAX SPEED in order to have a trip with a minimum flight time. The maximum speed is generally (MMO - 0.02) or (VMO - 10kt).

58

AEROPLANES CLASS “A” PERFORMANCE

Ceiling

JAR 25 CERTIFIED

Lift equation

CRUISE

1 n × W = × ρ × S × V 2 × C L = 0.7 × PS × S × C L × M 2 2

Ceiling

PS – Static air-pressure = Pressure Altitude (PA)

Critical Ma (Makr) – Speed of aircraft in term of Ma at which for the first time speed of sound is achieved locally, usually at wing upper surface). Makr < 1 59

AEROPLANES CLASS “A” PERFORMANCE

At given weight, depending on the Lift equation, each of CLmaxxM2 value corresponds to a static pressure, that is pressure altitude. There is direct relationship between CLmaxxM2 and PA Î same curve shape.

JAR 25 CERTIFIED

CRUISE Ceiling

n=1

(L/D)max

Ma

60

AEROPLANES CLASS “A” PERFORMANCE

At given weight and given altitude (PA), depending on the Lift equation, each of CLmaxxM2 value corresponds to one load factor (n) . There is direct relationship between CLmaxxM2 and n Î same curve shape.

JAR 25 CERTIFIED

CRUISE Ceiling

Coffin Corner PA3=Absolute Ceiling

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AEROPLANES CLASS “A” PERFORMANCE

Flight Envelope

Altitude

JAR 25 CERTIFIED

Coffin corner

Absolute Ceiling Buffet Ceiling Max. Altitude

Operational Ceiling

CRUISE

VY

VX

VMO limit

Buffeting Area

all spee d st

y lit bi pa ca

Low

it lim

C R/

stall speed High

M MO

Ceiling

TAS, R/C

Altitude

R/C

Climb gradient

Absolute ceiling

- No more R/C capability, MCT - Flight is only possible at Best (L/D) ratio speed

Buffet ceiling

- Protection from buffet (stalling) in term of manouv. capability – usually 1.3g load factor

Max. Altitude

- R/C capabilty of 300ft/min @ MCT

Coffin Corner

62

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

CRUISE Max. Altitude

Example: 1. Determine max. bank angle limited by buffet: Data: M=0.56, FL=330, CG=35%, GW=60t Result: Load factor available=1.2g or 30° bank 2. Determine low and high speed limited by buffet: Data: 47° bank or 1.6g load, GW=70t, CG=35%, FL=330 Result: Mmin.=0.72 (low speed buffet), Mmax.=0.81 (high speed buffet)

63

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

39000

Altitude [ft]

38000

et uff b g 1.3 0 +1 ISA

37000

CRUISE et uff b g 1.5 5 +1 ISA

w elo &b

I SA

36000

Max. Altitude

Max. Altitude Buffet Ceiling

0 +2

35000

MACH 0.78

34000 33000

70

68

66

64

62

60

58

56

54

52

50

48

46

GW [ton]

The 1.3g load factor corresponds to turn in level flight with 39° bank angle. The 1.5g load factor corresponds to turn in level flight with 48° bank angle.

64

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Data presentation STANDARD CRUISE - ALL ENGINES RUNNING A320-211/212 300 KT / MACH .78 ISA CG POSITION 30% WEIGHT ton

80

75

70

65

60

55

50

45

FMS SIMULATION CLEAN CONFIGURATION LOW AIR CONDITIONING WITHOUT ANTI ICING

FL150

FL200

FL250

FL270

FL290

FL310

FL330

FL350

FL370

552 .593 79.0 300 1516 371 122.5 546 .593 78.3 300 1471 371 126.2 539 .593 77.5 300 1433 371 129.6 533 .593 76.9 300 1399 371 132.8 527 .593 76.2 300 1365 371 136.1 522 .593 75.7 300 1336 371 139.1 518 .593 75.2 300 1311 371 141.7 514 .593 74.8 300 1289 371 144.0

568 .651 82.5 300 1503 400 133.1 562 .651 81.7 300 1457 400 137.3 557 .651 80.9 300 1417 400 141.2 553 .651 80.3 300 1381 400 144.9 549 .651 79.6 300 1346 400 148.6 545 .651 79.1 300 1316 400 152.0 542 .651 78.6 300 1290 400 155.1 540 .651 78.2 300 1268 400 157.8

596 .717 85.8 300 1513 432 142.6 586 .717 84.9 300 1456 432 148.1 577 .717 84.2 300 1408 432 153.2 569 .717 83.5 300 1368 432 157.7 562 .717 82.8 300 1332 432 161.9 555 .717 82.2 300 1298 432 166.2 549 .717 81.6 300 1270 432 169.9 546 .717 81.1 300 1246 432 173.2

608 .745 87.1 300 1519 445 146.4 598 .745 86.3 300 1468 445 151.5 588 .745 85.6 300 1421 445 156.6 580 .745 84.9 300 1377 445 161.5 574 .745 84.3 300 1339 445 166.2 567 .745 83.7 300 1304 445 170.6 561 .745 83.1 300 1275 445 174.5 556 .745 82.6 300 1249 445 178.1

623 .775 88.3 300 1530 459 150.0 612 .775 87.6 300 1475 459 155.6 601 .775 86.8 300 1425 459 160.9 592 .775 86.1 300 1381 459 166.1 584 .775 85.5 300 1343 459 170.8 577 .775 84.9 300 1310 459 175.2 571 .775 84.4 300 1281 459 179.1 566 .775 83.9 300 1253 459 183.0

635 .780 89.2 289 1502 458 152.4 618 .780 88.1 289 1427 458 160.4 606 .780 87.3 289 1371 458 166.9 595 .780 86.6 289 1321 458 173.3 584 .780 85.8 289 1276 458 179.4 576 .780 85.2 289 1238 458 184.8 569 .780 84.6 289 1206 458 189.8 562 .780 84.0 289 1178 458 194.2

654 .780 90.4 277 1489 454 152.3 631 .780 89.1 277 1399 454 162.2 611 .780 87.8 277 1318 454 172.1 597 .780 86.9 277 1259 454 180.2 585 .780 86.1 277 1207 454 187.9 573 .780 85.2 277 1162 454 195.2 565 .780 84.5 277 1125 454 201.6 557 .780 83.9 277 1094 454 207.4

653 .780 90.3 264 1391 450 161.6 627 .780 88.9 264 1298 450 173.2 604 .780 87.5 264 1215 450 185.0 587 .780 86.4 264 1150 450 195.4 574 .780 85.5 264 1099 450 204.6 562 .780 84.6 264 1054 450 213.3 553 .780 83.9 264 1018 450 220.8

629 .780 89.0 252 1207 447 185.3 604 .780 87.5 252 1122 447 199.4 583 .780 86.2 252 1053 447 212.4 569 .780 85.2 252 1001 447 223.4 556 .780 84.3 252 957 447 233.8

EGT °C

MACH

N1%

IAS - KT TAS - KT SR NM/ton

FF/ENG kg/h

FL390

CRUISE Data Presentation

638 .780 89.4 241 1124 447 199.0 610 .780 87.8 241 1037 447 215.7 587 .780 86.4 241 966 447 231.5 571 .780 85.3 241 914 447 244.6

65

AEROPLANES CLASS “A” PERFORMANCE

DESCENT

JAR 25 CERTIFIED

Flight Mechanics DESCENT Flight Mechanics

L = W × cos γ D = W × sin γ 1 ) tgγ ≈ γ = L D RD = TAS × sin γ =

TAS × D W

66

AEROPLANES CLASS “A” PERFORMANCE

•Min. descent gradient when (L/D) ratio is max.

JAR 25 CERTIFIED

•Min. rate of descent when TAS x Drag is min. DESCENT Flight Mechanics

67

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Weight Effect:

DESCENT

“Heavy goes heavier”

Flight Mechanics

Wind Effect:

Headwind: - Rate of descent ↔ - Fuel and time from TOD ↔ - Flight path angle (γg) ↑ - Ground distance from TOD ↓ Tailwind: - Rate of descent ↔ - Fuel and time fromTOD ↔ - Flight path angle (γg) ↓ - Ground distance from TOD ↑

Temperature Effect:

No significant influence

68

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Speed schedule DESCENT Speed schedule

Cross-over Altitude

A320F Standard Descent Rule: 0.78/300/250

Cross-over Altitude – switch from constant Ma speed to constant IAS during descent, to avoid exceeding VMO.

69

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Descent Data STANDARD DESCENT 2 ENGINE M0.76/280/250KT ISA IDLE CG = 30.0 % WEIGHT (ton)

FL

390 370 350 330 310 290 270 250 240 220 200 180 160 140 120 100 50 15

A320-211/212

CLEAN CONFIGURATION HIGH AIR CONDITIONING WITHOUT ANTI ICING

50 TIME (min) 21.2 20.5 19.8 19.2 18.6 17.9 17.2 16.4 16.0 15.3 14.5 13.7 12.9 12.1 11.3 10.5 7.5 5.6

CORRECTIONS

TIME FUEL DISTANCE 13.2-113 A320-211/212

FUEL (kg) 213 209 205 202 199 194 190 185 183 178 172 167 161 155 149 143 116 97

DESCENT Descent Data

70 DIST. (NM) 104 99 94 90 86 80 75 70 68 63 58 53 48 44 39 34 20 12

LOW AIR CONDITIONING

- 2.5 % CFM56-5A1/A3

N1 IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE

TIME (min)

FUEL (kg)

DIST. (NM)

N1

22.0 21.3 20.6 19.9 19.1 18.2 17.3 16.8 15.9 14.9 14.0 13.0 12.0 11.0 10.0 6.5 4.3

217 213 209 205 200 194 188 185 179 173 166 159 152 144 137 106 83

114 109 104 99 92 86 80 77 71 65 59 53 47 42 36 20 10

IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE IDLE

ENG ANTI ICE ON TOTAL ANTI ICE

+ 11 % + 57 % + 11 %

+ 12 % + 74 % + 11.5 %

23100000C5KG300 0 018400 0 0-1 0.0 0.0 0.00

IAS (kt) 234 245 257 269 280 280 280 280 280 280 280 280 280 280 280 280 250 250

PER 10°ABOVE ISA

+4% +5% 1 03 0.760280.000250.000 0

70

AEROPLANES CLASS “A” PERFORMANCE

EN-ROUTE ONE ENGINE INOPERATIVE

JAR 25 CERTIFIED

Regulatory requirements EN-ROUTE CONTINGENCY

OEI

OEI Operation

H S PAT GROS

2000ft

∆γ

ATH NET P

1000ft

1500ft

JAR OPS 1.500 Net path must: 1. Clear all obstacles in OAA for at least 2000ft during descent 2. Clear all obstacle in OAA for at least 1000ft in horizontal flight or climb 3. Must be positive at 1500ft overhead airport of intended landing.

71

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

JAR 25.123 Gross gradient reduction

∆γ AIRCRAFT

1 ENG INOP

2 ENG INOP

2 ENG

-1.1 %

-

3 ENG

-1.4%

-0.3%

4 ENG

-1.6%

-0.5%

EN-ROUTE CONTINGENCY

OEI Operation

Obstacle Accountable Area (OAA) – JAR OPS 1.500

72

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Descent Strategies

EN-ROUTE CONTINGENCY

OEI Operation NO OBSTACLE LIMITATIONS

Maintain horizontal flight untill best (L/D) ratio speed is reached Maintain Best (L/D) ratio speed (Drift-down speed)

73

AEROPLANES CLASS “A” PERFORMANCE

Descision Point

Descision Point

JAR 25 CERTIFIED

EN-ROUTE CONTINGENCY

OEI Operation

Critical segment A-B Either to have operating diversion airport or to reduce TOW

74

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

DRIFT -DOWN - 1 ENGINE OUT A320-211/212 CFM56-5A1/A3

CLEAN CONFIGURATION

MAX. CONTINUOUS THRUST

HIGH AIR CONDITIONING

CG POSITION 30.0 %

W ITHOUT ANTI ICING

ISA+10

INIT. GW (tons)

390

370

350 417

74

75

248 2.8 19100 405

70

386

62

65

67

242 2.6 19000 334

62

344

64

240 2.5 18900 309

58

319

60

238 2.3 18800 278

52

232 2.1

230 2.0

228 1.7

226 1.1

20700

20700

20600

20500

20200

67

353

65

332

61

309

58

279

53

238

45

232 2.3

230 2.2

228 2.1

226 2.0

224 1.9

222 1.6

220 1.2

22500

22400

22400

22400

22300

22200

22000

370

67

353

65

332

61

310

58

282

53

243

46

178

214 1.2

24000

23800

63

328

60

306

57

280

52

242

46

183

35

220 1.9

218 1.9

216 1.8

214 1.7

212 1.6

210 1.4

208 1.1

26000

26000

26000

25900

25900

25800

25600

327

60

306

57

279

52

244

46

190

36

212 1.8

210 1.7

208 1.6

206 1.5

204 1.4

202 1.1

27800

27800

27700

27700

27600

27500

306

56

280

52

247

47

194

37

30

202 1.5

200 1.4

198 1.3

196 1.0

194 0.2

29600

29600

29500

29500

29300

28900

52

246

46

195

37

29

6

196 1.4

194 1.3

192 1.2

190 0.9

188 0.1

31600

31500

31500

31300

30900

242

45

189

No Drift-dow n re quire d in sha de d a re a .

6

204 1.6

278

36

188 1.1

186 1.0

184 0.8

33600

33500

33400

A/I BLEED CORRECTIONS LEVEL-OFF (ft)

T IM E (m in )

ENG A/I ON

FUE L (to n )

ENG. & Wing A/I ON

L EV EL O FF (FT ) 1 1 .5 -1 0 2 A3 2 0 -2 1 1 /2 1 2 CFM 5 6 -5 A 1 /A 3

OEI Operation

34

216 1.6

346

EN-ROUTE CONTINGENCY

32

22500

24000

INIT . SP E ED (KT )

166

234 2.3

218 1.8

DIS T . (NM )

18300

30

234 2.3

370

170

30

18600 153

20700

70

154

233 1.2

236 2.3

24100

50

44

46

190

234 1.8

20800

220 1.9

56

18700 233

239

238 2.4

24200

60

54

236 2.1

20800

222 2.0

63

286

210

240 2.5

24200

66

230

20800

224 2.1

273

42

19000 354

365

24200

304

46

68

70

244 2.6

226 2.1

327

50

19000 373

384

24200

346

54

70

73

246 2.7

228 2.2 365

58

69

389

400

250

242 2.5 387

66

73

INITIAL FLIGHT LEVEL 330 310 290 270

2 3 5 0 0 0 1 0 C6 KG 3 0 0 0 0 1 8 4 0 0 0 0 3

0 .0

0 .0

0 .0 0

-2000 -3500

0 0 2 1 .0 0 0 1 .0 0 0 0 .0 0 0 1 0

The influence of wind on Drift down distance can be calculated by this equation: Driftdown time Distance = DIST (zerowind) ± × WC(KT) 60 Note: “+” for tailwind component, “-“ for headwind component.

75

CABIN DECOMPRESSION

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Regulatory requirements JAR-OPS 1.770 “An operator shall not operate a pressurized aeroplane at pressure altitudes above 10,000 ft unless supplemental oxygen equipment […] is provided.”

EN-ROUTE CONTINGENCY

Cabin decompres.

Summary of regulatory requirements on oxygen supply:

The duration of passenger oxygen supply varies, depending on the system. As of today, two main oxygen system categories exist: - Chemical systems - Gaseous systems.

76

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

As a result, it is possible to establish a flight profile, with which the aircraft must always remain, taking into account the above-mentioned oxygen requirements. This profile depends on the installed oxygen system

EN-ROUTE CONTINGENCY

Cabin decompres.

Nevertheless, this doesn’t mean that the aircraft is always able to follow the oxygen profile, particularly in descent.

77

The performance profile must be established, and this profile must always remain below the oxygen profile. The calculation is based on the following assumptions: Descent phase: Emergency descent at MMO/VMO. Airbrakes can be extended to increase the rate of descent, if necessary.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

EN-ROUTE CONTINGENCY

Cabin decompres.

Cruise phase: Cruise at maximum speed (limited to VMO).

78

Obstacle clearance A net flight path is not required in the cabin pressurization failure case. The net flight path shall be understood as a safety margin, when there is a risk that the aircraft cannot maintain the expected descent performance (engine failure case). In case of cabin depressurization, any altitude below the initial flight altitude can be flown without any problem as all engines are running. Therefore, the standard minimum flight altitudes apply and the descent profile must, therefore, clear any obstacle by 2,000 feet.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

EN-ROUTE CONTINGENCY

Cabin decompres.

A319 Obstacle Clearance Profile – Pressurization Failure 79

AEROPLANES CLASS “A” PERFORMANCE

LANDING

JAR 25 CERTIFIED

Regulatory requirements JAR 25.125 “The horizontal distance necessary to land and to come to a complete stop from a point 50 ft above the landing surface must be determined (for standard temperatures,at each weight, altitude and wind within the operational limits established by the applicant for the aeroplane) as follows: • The aeroplane must be in the landing configuration • A stabilized approach, with a calibrated airspeed of VLS must be maintained down to the 50 ft.”

LANDING Regulatory requirements

Actual landing distance (ALD): Distance between a point 50 feet above the runway threshold, and the point where the aircraft comes to a complete stop. VP1.3VS0 or 1.23VS1g

80

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Required Landing Distance (RLD) – It is the ALD increased by regulatory additions to provide safety margin.

RLD DRY

ALDDRY = 0.6(0.7 )

Turbojet:

0.6

LANDING Regulatory requirements

Turboprop: 0.7

RLD WET = 1.15 × RLD DRY ⎧1.15 × ALDCONTAM. RLDCONTAM. = greater of ⎨ RLD WET ⎩

RLD O LDA

81

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Landing Distance Available (LDA) – Distance available for landing and stoping the aircraft. Published in the AIP, Jeppesen, ... Stopway may not be calculated in the LDA.

LANDING Regulatory requirements

82

AEROPLANES CLASS “A” PERFORMANCE

Limitations Max. Allowable Landing Weight of the aircraft may not be higher than -MLW limited by structure (MLWSTRUCT) -MLW limited by field (MLWFIELD) -MLW limited by approach (go-around) climb gradient (MLWACG) -MLW limited by landing climb gradient (MLWLCG)

JAR 25 CERTIFIED

LANDING Limitations

MLWSTRUCT •Prescribed by the aircraft manufacturer. •Limited by landing gear strength. •May be exceeded only in owerweight landing (emergency). Maintenance action must follow.

83

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Field limits

RLD O LDA

LANDING

RLD=f(ALD)

Limitations

Approach climb gradient (ACG)

.A n i M

CG

Descision Altitude

Conditions: • One engine inoperative • TOGA thrust (rem. engines) • Gear retracted • Slats and flaps in approach configuration • VREF ≤ V and V ≥ VMCL 84

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

AIRCRAFT

Min. ACG required by regulations (certification)

LANDING

2 ENG

2.1%

Limitations

3 ENG

2.4%

4 ENG

2.7%

Terrain configuration (obstacles) may require higher ACG than min. required by regulations. Go-around procedures are normally desgined with assumed ACG of 2.5%. If required ACG is greater than 2.5%, it will be published on the approach chart.

85

AEROPLANES CLASS “A” PERFORMANCE

Landing climb gradient (LCG)

JAR 25 CERTIFIED

LANDING M

CG L in.

Limitations

50ft above THR

Conditions: • All engines operative • Thrust available after 8sec from IDLE to TOGA • Gear extended • Slats and flaps in landing configuration •V2 ≤ V ≤VREF and V ≥ VMCL 86

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

AIRCRAFT

Min. LCG required by regulations (certification)

Limitations

2 ENG 3 ENG

LANDING

3.2%

4 ENG

Terrain configuration (obstacles) may require higher ACG than min. required by regulations. Landing climb gradient is never limiting due to fact that all engines are operative. Approach climb gradient limit always prevail.

87

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Affecting factors

Atmosphere (Density Altitude)

LANDING TAS

DA

ALD

Affecting factors

rZ Climb gradient

RWY slope Max. +/- 2% Upslope

ALD

Downslope

ALD

88

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

RWY conditions Friction coefficient

ALD

LANDING

Precipitation drag

ALD

Affecting factors

Depending on the type of contaminant and its thickness, landing distance can either increase or decrease. So, it is not unusual to have a shorter ALD on 12.7 mm of slush than on 6.3mm.

Flap settings Landing distance Flap deflection Climb gradient

89

AEROPLANES CLASS “A” PERFORMANCE

Landing data

JAR 25 CERTIFIED

CONF FULL LANDING WEIGHT [ton]

78 74 70 66 62 58 54 50 46

A320-211/212 REQUIRED LANDING DISTANCE [m] DRY RWY WET RWY WIND [kt] WIND [kt] TAIL TAIL -10 0 -10 0

2220 2090 1940 1790 1640 1530 1460 1400 1340

1910 1790 1650 1510 1400 1340 1280 1230 1170

2550 2400 2230 2050 1880 1750 1680 1610 1540

2200 2060 1900 1730 1610 1540 1480 1410 1350

CONF 3 LANDING WEIGHT [ton]

78 74 70 66 62 58 54 50 46 Note:

A320-211/212 REQUIRED LANDING DISTANCE [m] DRY RWY WET RWY WIND [kt] WIND [kt] TAIL TAIL -10 0 -10 0

2430 2280 2120 1950 1790 1650 1570 1500 1430

2110 1980 1830 1670 1530 1440 1380 1310 1250

2800 2630 2440 2250 2060 1900 1800 1720 1640

2430 2280 2110 1920 1760 1660 1580 1510 1440

- No correction for headwind due to wind correction on approach speed. -Shaded area indicates overweight landing

Autoland Correction Weight [ton] ∆Length [m]

60 and above no corrections

55

50

45

+30

+60

+90

Increase values by 15 % on wet runway Altitude Correction per 1000 ft above SL 3%

CONT. RUNWAY LANDING WEIGHT [ton] 78 74 70 66 62 58 54 50 46 LANDING WEIGHT [ton] 78 74 70 66 62 58 54 50 46 Note:

CONF FULL A320-211/212 REQURED LANDING DISTANCE 6mm water 6mm slush Comp. Snow WIND [kt] WIND [kt] WIND [kt] -10 0 -10 0 -10 0 2590 2200 2550 2200 2550 2200 2510 2070 2450 2060 2400 2060 2390 1970 2340 1930 2230 1900 2250 1840 2200 1820 2060 1790 2110 1720 2070 1720 1970 1700 1980 1610 1940 1630 1880 1620 1850 1520 1820 1540 1790 1540 1710 1430 1710 1450 1700 1450 1590 1350 1610 1350 1610 1370

LANDING Landing data

REQURED LANDING DISTANCE 12mm water 12mm slush Ice WIND [kt] WIND [kt] WIND [kt] -10 0 -10 0 -10 0 2550 2200 2550 2200 4790 3920 2400 2060 2400 2060 4720 3840 2270 1900 2230 1900 4580 3700 2140 1780 2100 1760 4400 3530 2010 1670 1970 1670 4230 3360 1890 1560 1850 1580 4060 3200 1770 1480 1750 1490 3890 3040 1650 1410 1650 1410 3720 2880 1540 1350 1550 1350 3560 2720

Landing distance Climb gradient

- No correction for headwind due to wind correction on approach speed. -Shaded area indicates overweight landing Autoland Correction Weight [ton] 60 and above 55 50 45 No corrections ∆Length [m] + 30 + 50 + 60 Altitude Correction + 5% per 1000 ft above sea level

90

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

CONF 2 OAT 10 20 30 40

ACG=2.5% PRESSURE ALTITUDE [ft] 1000 2000 4000 6000 8000 74.0 72.3 69.1 65.8 62.0 73.8 72.1 68.9 64.6 59.0 72.5 69.7 64.4 59.5 54.5 67.0 64.4 59.5 54.9 A320-211 CFM 56-5A1

0 75.7 75.4 75.2 69.6

CONF 2 OAT 10 20 30 40

ACG=3.0% PRESSURE ALTITUDE [ft] 1000 2000 4000 6000 8000 70.8 69.2 66.1 62.9 59.3 70.6 69.0 65.9 61.8 56.5 69.3 66.7 61.7 57.0 52.1 64.1 61.6 56.9 52.6 A320-211 CFM 56-5A1

0 72.4 72.2 71.9 66.6

CONF 2 OAT 10 20 30 40

10 20 30 40

Landing data

ACG=4.0% PRESSURE ALTITUDE [ft] 1000 2000 4000 6000 8000 65.2 63.7 60.8 57.9 54.6 65.0 63.5 60.7 56.9 52.0 63.9 61.5 56.8 52.5 48.0 59.1 56.8 52.5 48.5 A320-211 CFM 56-5A1

0 66.7 66.5 66.3 61.4

CONF 2 OAT

LANDING

ACG=5.0% PRESSURE ALTITUDE [ft] 1000 2000 4000 6000 8000 60.4 59.0 56.4 53.7 50.5 60.3 58.9 56.2 52.7 48.2 59.2 57.0 52.7 48.7 44.5 54.8 52.7 48.7 45.0 A320-211 CFM 56-5A1

0 61.8 61.6 61.4 57.0

•AIRBLEED CORRECTION [ton] •Eng. A/I ON

•E. & W. A/I ON

•A/C OFF

•-0.3

•-0.8 up to 5500 ft •-4.1 above 5500 ft

•+1.4

91

RWY BEARING STRENGTH RWY bearing strength may limit Max. Weight of aircraft in order to avoid permanent deformation of the RWY surface. The ICAO introduced the ACN/PCN System as a method to classify pavement bearing strength for aircraft with an All-up Mass of more than 5700kg.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

RWY BEARING STRENGTH ACN/PCN

ACN (Aircraft Classification Number) - A number expressing the relative effect of an aircraft on a pavement for a specified standard subgrade category. PCN (Pavement Classification Number) - A number expressing the bearing strength of a pavement for unrestricted operations. ACN for selected aircraft types currently in use have been provided by aircraft manufacturers or ICAO (refer to Airplane Characteristics Manual or Jeppesen – Airport Directory. PCN will be determined and reported by the appropriate authority. Data are published in the AIP, Jeppesen Airport Chart, etc. 92

PCN will be qualified by type of pavement, subgrade strength, tire pressure and calculation method information, using the following codes: 1. The Pavement Classification Number: The reported PCN indicates that an aircraft with an ACN equal to or less than the reported PCN can operate on the pavement subject to any limitation on the tire pressure.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

RWY BEARING STRENGTH ACN/PCN

2. The type of pavement: R - Rigid F - Flexible 3. The subgrade strength category: A - High B - Medium C - Low D - Ultra-low 4. The tire pressure category: W - High, no pressure limit X - Medium, limited to 1.5OMPa (218psi) Y - Low, limited to 1.OMPa (145psi) Z - Very low, limited to 0.50MPa (73psi)

93

5. Pavement calculation method: T - Technical evaluation U - Using aircraft experience Coding Example: PCN 80/R/B/W/T The bearing strength of a rigid pavement, resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 80 and there is no tire pressure limitation.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

RWY BEARING STRENGTH ACN/PCN

Generally, for regular operations:

ACN O PCN Occasional minor overloading operations are acceptable for: - flexible pavements by aircraft with ACN not exceeding 10 per cent above the PCN; - rigid or composite pavements by aircraft with ACN not exceeding 5 per cent above the PCN; - unknown pavement structure, a 5 per cent limitation above the PCN should apply. Where overload operations are conducted the Appropriate Authority should be consulted. The appropriate authority may establish criteria to regulate the use of a pavement by aircraft with an ACN higher than the PCN reported for that pavement.

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ACN are published for Max. Ramp Weight (MRW) and Operating Empty Weight (OEW). Between those two values, it varies linearly. If the RWY PCN is below the ACN for the MRW, then the Max. Weight may be obtained by linear interpolation. ACN

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

RWY BEARING STRENGTH ACN/PCN

ACNMRW

PCN

ACNOEW

OEW

Max. Weight

MRW

Max.We ight = OEW + (PCN − ACN OEW ) ×

Weight

MRW − OEW ACN MRW − ACN OEW 95

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

RWY BEARING STRENGTH ACN/PCN

Example: A320 (MRW=73900kg), PCN 35 F/B/W/T. May we operate? PCN=35 < ACNMRW=39 Æ Max. Ramp Weight must be limited!! OEW=45000kg, ACNOEW=22

MRW = 45000 + (35 − 22) ×

73900 − 45000 = 67100kg 39 − 22

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LCN Method

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

At some airports the bearing strength of runway pavement is defined by Load Classification Number (LCN) / Load Classification Group (LCG). The LCN / LCG has to be determined for a given aircraft and compared with the specific runway LCN / LCG. Normally the LCN / LCG of an aircraft should not be above that of the runway on which a landing is contemplated. Pre arranged exceptions may be allowed by airport authorities.

RWY BEARING STRENGTH LCN

The aircraft LCN / LCG can be determined as follows: 1) Obtain Single Isolated Wheel Load (SIWL) for the aircraft from Aircraft Operations Manual and locate this figure on the left scale of the chart. 2) Locate tire pressure on the scale to the right. 3) Connect the points found in 1 and 2 with a straight line. Where this line crosses the center scale read your aircraft LCN / LCG. 4) This LCN / LCG should not be above the published runway LCN / LCG.

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AEROPLANES CLASS “A” PERFORMANCE

Example: Aircraft SIWL = 36,500 lbs or 16.5 tons Tire pressure = 70 PSI or 4.9 kg/cm2

JAR 25 CERTIFIED

RWY BEARING STRENGTH LCN

LCN = 32 LCG = IV

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ETOPS

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

Regulatory requirements JAR-OPS 1.245: “Unless specifically approved by the Authority …, an operator shall not operate a two-engined aeroplane over a route which contains a point further from an adequate aerodrome than the distance flown in 60 minutes at the [approved] one-engine inoperative cruise speed”.

ETOPS

When at least one route sector is at more than 60 minutes’ flying time, with one engine inoperative from a possible en route diversion airfield, the airline needs specific approval, referred to as ETOPS approval.

60 Minute Rule

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ETOPS (Extended Twin Operations) is the acronym created by ICAO to describe the operation of twin engine aircraft over a route that contains a point further than one hour's flying time from an adequate airport at the approved one-engine inoperative cruise speed.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

ETOPS

ETOPS regulations are applicable to routes over water as well as remote land areas. The advent of the ETOPS regulations permitted an enlarged area of operation for the twin-engine aircraft. This area of operation has been enlarged in steps by allowance of maximum diversion time to an adequate airport from the nominal 60 minutes up to the current 180 minutes.

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AEROPLANES CLASS “A” PERFORMANCE

A second benefit to operators is that ETOPS permits twins to be used on routes previously denied them. The increase of the diversion time to 120-minutes easily permits an operator the flexibility to use twins on an route which would otherwise remain the sole preserve of larger three and four-engine aircraft.

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ETOPS

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AEROPLANES CLASS “A” PERFORMANCE

ETOPS area of operation The ETOPS area of operation is the area in which it is authorized to conduct a flight under ETOPS regulations and is defined by the maximum diversion distance from an adequate airport or set of adequate airports. It is represented by circles centred on the adequate airports, the radius of which is the defined maximum diversion distance.

JAR 25 CERTIFIED

ETOPS

Suitable airport A suitable airport for dispatch purposes is an airport confirmed to be adequate which satisfies the ETOPS dispatch weather requirements in terms of ceiling and visibility minima within a validity period. This period opens one hour before the earliest Estimated Time of Arrival (ETA) at the airport and closes one hour after the latest ETA. In addition, cross-wind forecasts must also be checked to be acceptable for the same validity period. Field conditions should also ensure that a safe landing can be accomplished with one engine and / or airframe system inoperative. Diversion / en-route alternate airport A "diversion" airport, also called "en-route alternate" airport, is an adequate / suitable airport to which a diversion can be accomplished.

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AEROPLANES CLASS “A” PERFORMANCE

Maximum diversion time The maximum diversion time (75, 90, 120, 138 or 180 minutes) from an enroute alternate airport is granted by the operator's national authority and is included in the individual airline's operating specifications.

ETOPS Entry Point (EEP) The ETOPS Entry Point is the point located on the aircraft's outbound route at one hour flying time, at the selected one-engine-out diversion speed schedule (in still air and ISA conditions), from the last adequate airport prior to entering the ETOPS segment. It marks the beginning of the ETOPS segment.

JAR 25 CERTIFIED

ETOPS

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ETOPS segment The ETOPS segment starts at the EEP and finishes when the route is back and remains within the 60-minute area from an adequate airport. An ETOPS route can contain several success if ETOPS segments well separated each other.

AEROPLANES CLASS “A” PERFORMANCE JAR 25 CERTIFIED

ETOPS

Equitime Point (ETP) An Equitime Point is a point on the aircraft route which is located at the same flying time (in forecasted atmospheric conditions) from two suitable diversion airports. Critical Point (CP) The Critical Point is one of the Equitime Point (ETP) of the route which ïs critical with regard to the ETOPS fuel requirements if a diversion has to be initiated from that point. The CP is usually, but not always, the last ETP within the ETOPS segment.

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