A-320 Performance Hand-Book PDF

Inter Globe Aviation Ltd
A-320
PERFORMANCE HAND-BOOK
FOR PILOTS
Rev 1 – 01 Apr 14 Page 1 of 87

FOREWORD
This Hand-Book has been designed solely as guidance material to understand fundamentals
of calculation of various parameters before a Flight as well during the Flight, and is not
intended to replace or override the FCOMs. Efforts have been made to include all
parameters that may be required for the conduct of a Flight. Yet i t is possible that some
points may have remained omitted unintentionally.
All examples have been worked out for non-sharklet aircraft with structural limit takeoff weight
of 73.5 T.
Extensive references have been made to various manuals and training material of AIRBUS. It
is reiterated that as and when any revisions are issued, changes in data or procedures may
become inevitable. Therefore, this HAND-BOOK should only be used as Training Material .
Kindly note that FCOM REVISIONS up to 22 n d Jan 2014 have been used as base material
while preparing this document.
All Pilots using this Hand-Book are requested to forward any suggestions or corrections that
may improve this document to the Chief Ground Instructor.
Chief Pilot - Training

TABLE OF CONTENTS
S.No Subject Page
1 GENERAL
a) Flight Preparation 6-9
b) Fuel Chit 10-11
.
2 WEIGHT, FUEL & PAY LOAD PROBLEMS
a) Calculation of Pay Load with known Fuel.
Example -1. 12
Example -2. 12
Example -3. 13
b) Calculation of Range with known Pay Load.

Example -4. 13
Example -5. 14
3 TAKE OFF PERFORMANCE
a) Calculation of MTOW; Opt Config and V Speeds with RTOW Charts

(i) GRAD 1/ GRAD 2 Case 15-18
(ii) Contaminated Rwy Conditions 21-22
b) Calculation of MTOW using QRT’s . 22-24
c) Calculation of Flex Temp; Opt Config and V Speeds using RTOW

Charts.
(i) Dry / Wet Rwy Conditions. 24-25
(ii) V2 lower than V2 Limited by VMU 28-29
(iii) Airbus Recommendation for Takeoff at Low
Weights 29-30
d) Calculation of Flex Temp; Opt Config and V Speeds using QRT’s. 30-32
e) Take Off Performance under MEL/MCDL

Calculation of MTOW under MEL 32-33

Example -1 33-35
Example -2
41-42
Calculation of MTOW under MCDL
Example -3 47-48
4 LANDING PERFORMANCE
a) Calculation of Vapp & In Flight Landing Distance (without failure).
Example -1 49-50
Example -2 50-51
b) Calculation of Vapp & In Flight Landing Distance (with failure).
52-53
Example -1
Example -2 53-54
54
c) Multiple Failures
d) Calculation of RLD for Dispatch 55-56

Example -1
5 FLIGHT PLANNING
a) Determination of Opt Alt / Max Alt 56
b) Wind Altitude Trade 57
c) Cost Index
57
d) Effect of change of Altitude and Speed on fuel consumption during 57-58
cruise
e) Conversion of Ground Dist to Air Dist 58-59

f) Quick Determination of Flight Plan
59-60
g) Alternate Planning
60-61
h) Flight without Cabin Pressurisation
61-62
j) Flight with Gear Down
62-64

6 IN-FLIGHT PERFORMAMCE
64
a) Thrust Calculations.
b) Climb Data Calculations. 65
c) Cruise Data Calculations. 65

d) Descent Data Calculations. 65-66
66
e) Emergency Descent Calculations.
f) In Cruise Quick Check 66-67
Example 1. 67
Example 2. (after pressurization failure)
67-68
g) Hold 68
h) Go Around 69
69
j) Fuel Penalty Factor Tables
7 ONE ENGINE INOPERATIVE
a) Determination of Gross Ceiling –LR Speed / GD Speed. 69

b) Calculation of Net Ceiling – GD Speed. 70
c) Descent to Gross Ceiling – LR. 70
d) Descent to Gross Ceiling – GD Speed. 71
e) In Cruise Quick Check at LR Speed. 71
f) In Cruise Quick Check at Fixed Speed 71
g) Calculation of EPR & Fuel Flow for HOLD at GD Speed. 72
h) Calculation of Data for Descent to Land. 73
73
PRACTICE QUESTIONS
8 75-83
ANSWERS 86-87

FLIGHT PREPARATION (PRO-NOR-SOP-02 P 1-4)
TECHNICAL CONDITION OF THE AIRCRAFT
Flight crew is responsible for checking that the condition of the aircraft systems /
components complies with MEL requirements. If not, the dispatch of the aircraft is not
permitted.
The dispatch condition may require an operational and / or maintenance procedure to

ensure an acceptable level of safety. Purpose of operational procedure may be one or more
of the following:-
To require the flight crew or cabin crew to perform actions.
To provide limitations or performance penalties.
To provide useful information to the crew.
WEATHER BRIEFING
The briefing should include:
- Actual and expected weather conditions, including runway conditions for takeoff and
climb-out.
- Significant weather en-route, including winds and temperatures.
- Terminal forecasts at destination and alternate airports.
- Actual weather at destination and alternates, for short range flights and recent past
weather, If available
- Survey of the meteorological conditions at airports along the planned route.
Weather can affect the choice of routing and the choice of flight level. The flight crew must
also consider the possibility of runways being wet / contaminated at the departure and
destination airfields. The flight crew must verify ISA deviations and en-route icing
conditions, and should consider the possibility of holding due to weather at the destination.
NOTAMS
The flight crew is required to examine NOTAMs for changes to routings, unserviceable nav-
aids, availability of runways and approach aids etc., all of which may affect the final fuel
requirement.

FLIGHT PLAN AND OPERATIONAL REQUIREMENTS
FUEL CHIT
Before each departure, the Captain is res ponsible for determining the take -off weight from
the lowes t of the following three weights.
Performance limited take-off weight. (RTOW Charts / FCOM PER)
Max Landing weight limited take-off weight (Maximum landing weight + trip fuel )
Maximum structure limited take-off weight (73,500 / 77,000 Kg)
The most restricting of the above three weights is to be entered into the fuel chit along with
the fuel required for the flight. Refer P 10 of this handout for Fuel chit (COM ‘A’ – 14 – 10).
Load & Trim staff will provide the ZFW, Trip fuel and Block Fuel (planned) to the crew on the
fuel chit.
Pilots are also required to confirm Trip Fuel & Block Fuel and mention reasons if the Block
Fuel required is more than what has been provided for by the Flight Dispatch.
COMPUTERIZED FLIGHT PLAN CHECK
In most cases the flight crew uses a computer-derived flight plan to obtain the correct fuel
requirements. Although these computerized requirements are normally accurate, the flight
crew must check them for gross errors.
The easiest way to do this is to use the ‘Quick Determination of F-PLN’ tables in PER-FPL-
FLP-QFP. Although the aircraft will fly at ECON MACH that is based on the Cost Index, the
0.78 Mach/LRC tables are accurate enough to permit the crew to check for gross errors.
Even gross check of fuel consumption of 6 kg / NM for flights of approx. 800 NMs and
above, 7 kg / NM for flights around 500 NM and 8 kg / NM for alternates are considered
adequate.
In case of equipment un-serviceability, it should be ensured that repetitive flight plan is

amended accordingly.
Ensure that both the captain and the first officer have verified that the fuel calculation and
required fuel on board is correct and that the figure complies with the applicable
regulations.

LOAD AND TRIM SHEET
The commander must check the load sheet with respect to the following:
a. Fuel figures must correspond to the planned quantity in the C FP and fuel chit.
b. Note RTOW and restricting factor.
c. Note underload and LMC, if any. LMC must not exceed under load.
d. Check that passengers total does not exceed the limits for seating and the safety
equipment as per airplane configuration.
Incase CG is below 27%, operational margin must be taken into account. Performance at
forward CG must be accounted with the following corrections if RTOW Chart is based on
normal CG :-
a) Decrease MTOW by 1000 kg
b) Decrease flex temp by 20C
c) Increase V1, VR and V2 by 1kt
It must be borne in mind that at short airfields with high temperature such as Patna and
Dibrugarh, Performance Limited Takeoff Weight may be below the structure limited
weight.
If CG is below 27%, decrement of 1000 kg may result in ATOW exceeding the amended Perf
Ltd T/O weight ( this will happen only when difference between two weights is les s than
1000 kg ). Whenever such a situation is anticipated, captain must caution the L & T Staff to
ensure that aircraft CG does not go below 27% by relocating load/ passengers .
FUEL TRANSPORTATION
Company will designate the sectors for fuel tankering.
Amount of fuel that can be tankered vide Planned ZFW, is reflected on the Flight Release
and also on the CFP. Flight release also gives the maximum amount of fuel that can be
tankered in case the actual Z FW is below the planned ZFW.
The actual amount of fuel tankered will depend on the under load available. It is important
to remember that any uplift above the maximum recommended by flight dispatch will result
in additional fuel burn without an operational adva ntage. Captain does not have the
authority to uplift more fuel than max tankering stipulated.
It must be noted that uplift of 1 ton of extra fuel will res ult in increase of fuel consumption
by appx 30 kg / hour. Therefore for flight of 2h 30 min, appx. 75 kg of extra fuel will be
consumed.

Computerized flight plan also gives change in fuel burn for the Sector for 1000 kg of increase
/ decrease in Zero Fuel Weight and increase in trip fuel at levels 2,000ft / 4,000 ft. below the
planned level.

Fuel Chit
Rev 1 – 01 Apr 14 Page 10 of 87

Rev 1 – 01 Apr 14 Page 11 of 87
Weight/Fuel/Payload/Range Calculations
Please note that at any stage of the flight, weight of the aircraft is the sum of
DOW + Payload +Fuel. Therefore, it may be appreciated that if two quantities
are known , third can be calculated.
Example 1. Calculate max payload possible if FOB is 11.0 tons at Brake
Release including Trip fuel of 6.5 t. Assume DOW as 42.5 t.
Soln. Total fuel = 11.0 tons

(-) Trip fuel = 6.5 t
Reserve fuel = 4.5 t
MZFW (a) MTOW (b) MLW (c)

61.0 t 73.5 t 64.5 t
Take off Fuel +11.0 ----- Trip Fuel +6.5
Allowed Wt for Takeoff 72.0 73.5 71.0
( least of a, b, c)
Operating Weight - 53.5
(DOW + Takeoff Fuel)
PAY LOAD 17.5 t
Most res trictive of the above is 17.5 t and is the Max Possible Payl oad.
Note: 1. in such a case, revised T/O Wt will be 71.0 t i.e. DOW + Total Fuel + Max Pay
Load.
2. If Pay Load exceeds 17.5 tons, MLW will be exceeded and therefore
takeoff weight is restricted by landing weight.
Example 2. Calculate max Payload: MTOW is 69.2 t, MLW is 64.5 t, MZFW is 61.0 t and
FOB at BRP is 9.5 t including reserve of 3.9 t . Assume DOW as 42.5 t.
Total fuel =
9.5 tons (-) Reserve
Fuel = - 3.9 tons Trip
Fuel = 5.6
tons
Most res trictive of the above is 17.2 t.
Note: There will be no change in MTOW in such a case.
Rev 1 – 01 Apr 14 Page 12 of 87

61.0 t 69.2 t 64.5 t
Takeoff Fuel +9.5 -- Trip Fuel +5.6
(least of a,b,c)
Operating Wt -52.0
(DOW + Take-off Fuel)
PAY LOAD 17.2 t
Example 3. What will be the effect on Payload if 2.5 tons of additional fuel is
carried for TANKERING? Assume same conditions as given in
Example 2 above.
Soln.
61.0 t 69.2 t 64.5 t

Takeoff Fuel +12.0 -- Trip Fuel +5.6
(least of a,b,c)
Operating Wt -54.5
(DOW + Takeoff Fuel)
PAY LOAD 14.7 t
In this case, payload penalty is 2.5 t (17.2 – 14.7) which amounts to loss of appx. 30 revenue
Pax.
Example 4. How much payload can be carried in A 320 with Full Fuel?
What will be the appx. max range with the Full Fuel?
Soln.
MZFW MTOW MLW

61.0 t 73.5 t at BRP 64.5 t
(-) DOW -42.5 t -42.5 t -42.5 t
Fuel + Pay Load 18.5 t 31.0 t 22.0 t
(-) Full Fuel ---- 18.7 t - 0.2 ----
PAY LOAD 18.5 t 12.5 t 22.0 t
1. Max Pay Load possible is 12.5 t with Full Fuel and MTOW of 73.5 t assuming taxi fuel
of 200 kg from parking bay to take off point.
Rev 1 – 01 Apr 14 Page 13 of 87
2. Max Range that the A-320 can fly with 18.7 t Fuel = 3100 nm appx.
( FL 350 & ISA+15 conditions) (PER-FPL-FLP-QFP-40 p 6/6)
3. By considering reserve fuel of 3.5 t and Trip fuel of 15.0 t, range will be appx 2500
nm.
Example 5. Calculate max fuel that can be carried in A- 320 with max payload. Also
calculate the max range under the above condition.
Soln.
MZFW MTOW MLW

61.0 t 73.5 t 64.5 t
(-) DOW - 42.5 t - 42.5 t -42.5 t
Balance= Fuel + Pay 18.5 t 31.0 t 22.0 t
Load
(-) max payload -18.5 t -18.5 t -18.5 t
Max Fuel Possible ---- 12.5 t 3.5 t
1. Max fuel possible to carry with 18.5 t payload = 12.5 t

2. Max range with 12.5 tons Fuel = 2150 nm appx (FL 350 & ISA +15 conditions)
3. By considering reserve fuel of 3.5 t and Trip fuel of 9.0 t range will be appx 1500
nm.
(PER-FPL-FLP-QFP-40 p 5/6)
Rev 1 – 01 Apr 14 Page 14 of 87

Calculation of MTOW from RTOW CHARTS
GRAD 1 / GRAD 2 CASE
Example 1. Calculate MTOW for T/O from Nagpur (VANP) Rwy 32. Data Available:-
RTOW Chart VANP Rwy 32 260 / 20 Kt QNH 1003 hPa

AC ON OAT 320 C Rwy Wet
Eng AI off
Soln.
In case OAT is lower than the lowest temp value on the chart for the given Config and wind
column, Grad corn is to be applied by extrapolating. It is not applicable if top most box is
empty.
GRAD1/GRAD2 are gradients on both sides of the flat rating temp (TREF).
TREF value for V2527-A5 engine is ISA+31 at sea level and decreases linearly to ISA+25 at
altitude of 5000 ft. and remains constant thereafter with higher altitude. Value of TREF as a
function of Altitude is shown on the chart attached on p 19.
TREF value is also indicated on the RTOW Chart.
Rev 1 – 01 Apr 14 Page 15 of 87

GRAD2 corn is applicable if the lowest temp on the chart and OAT are above TREF.
GRAD1 corn is applicable if the lowest temp on the chart and OAT are below TREF.
Both GRAD1 and GRAD2 corrections are applicable if OAT is below TREF and lowest temp on
the chart is above TREF.
This weight increment due to GRAD correction is to be added to the MTOW

calculated for the lowest temp on the chart.
With the new RTOW Charts printed in Feb 13, max takeoff weight printed
on the chart has been increased from 78 t to 81 t. This has resulted in
further lower temp on top of the chart wind column and thereby lesser
probability of use of Grad corrections. However, this would require higher
accuracy of interpolation between two temp values with large variation
Rwy 32 and surface wind of 260/20 k, wind component for take off works out to 10 KHW.
(QRH FPE-IFL-MAT2/2)
HWC/TWC (Along the Rwy) and XWC (Across the Rwy) can also be
determined by multiplying the wind speed by COS and SIN of the angle
between the Rwy and Wind
direction respectively. For easy reference, see table below :-
Angle 0 30 45 60 90
Along 1 .9 .7 .5 0
(Cos)
Across 0 .5 .7 .9 1
(Sin)
In this example, angle between Rwy direction and wind direction is 320 - 260
= 600 , COS of which is .5
HWC works out to 20 x .5 = 10 K.
Rev 1 – 01 Apr 14 Page 16 of 87

Using RTOW Chart VANP 32 with HWC of 10 K (p 20)
Conf 1+F Conf 3

0 0
40 C 41 C
78.1 t 158/158/159 78.2 t 152/152/155
o
Tref 43 C, Grad 1 corn Grad 1 Corn.
= 8oC (40-32) x70 = 560 Kg +.56 t = 9oC (41-32) x70 +.63 t
Grad 2 Corn nil = 630Kg
Grad 2 Corn nil
78.66 t 158/158/159 78.83 t 152/152/155
Corn for AC ON -1.8 t -1.8 t
(PER-TOF-TOD-24 P2/6)
Intermediate Wt. 76.86 t 156/157/158 77.03 t 151/152/155
(Revised speeds – by (Revised speeds – by
interpolation) interpolation)
Corn for R/W Wet -1.5 t -9/ 0 / 0 - 0.6 t -5 /-2 /-2

OAT ≤ Tvmc
Corn from line 1 & 2
Corn for QNH (-10 hPa) - 0.6 t 0/ 0 / -1 -0.9 t 0 / 0 / -1
OAT ≤ Tvmc
Corn from line 1 & 2
74.76 t 147/157/157 75.53 t 146/150/152K
Speed Corrections
Take-off speeds are corrected when there is either a change in aircraft weight
or when there is change in rwy surface friction such as wet rwy.
While interpolating the speeds, round off V1 to a lower value and Vr and
V2 to a higher value.
Speed Check for MTOW Calculation

1. W hen determining the maximum take-off weight – Check the minimum
V1/VR/V2 due to VMC and V2 against VMU limitation only after the
second and the third speed correction on the Chart.
Rev 1 – 01 Apr 14 Page 17 of 87
2. No speed check is required for the first correction. However, if the
first correction follows a conservative FCOM correction, a speed
check is required.
3. If OAT is higher than TVMC (Line 3) or if the above check is not

fulfilled, apply
ΔW correction from line 3 and ΔV1/ ΔV2/ ΔV3 corrections from line
4. No speed check is required after this.
In this case - Check V speeds are ≥ min speeds (114/119/122 K) OK

Check V2 is ≥ VMU (Wt. 74.76 t /75.53 t, VMU 150k/138k OK
1150150K/138 K)
As per FCOM, Config with higher permissible takeoff weight should be
selected. In case both Config give equivalent performance, crew should
select the Config associated with lower speeds.
However, as per Company Policy, when there is option of two Configurations
for takeoff, lower Config is to be selected for fuel conservation.
Therefore, Perf Ltd Take-off Wt. is 74.76 t in Config 1+F with V Speeds 147/157/157 K.
Purpose of determining MTOW is to ensure that ATOW does not exceed MTOW.
Determination of Perf Ltd Take-off Weight is also useful as performance penalties are
always applied to the performance limited weight and not to the Structure Limited
Weight.
Performance limited weight may be higher / lower than structure limited weight.
In the example, restrict MTOW to 73.5 t since Perf Ltd T/O wt. is > 73.5 T.
Take off could be with reduced thrust or with TOGA thrust.
Assuming takeoff with TOGA thrust (Config 1+F) – considering operational reasons
V Speeds for 73.5 t are 153 / 154 / 156 k

AC ON - / - / -
Wet Corn -9 / - / -
QNH - / - / -
Corrected speeds for 73.5 t are 144 / 154 / 156 k
As the aircraft weight is fixed, there is no speed corn for AC ON and QNH. Speed correction
is however, applicable for wet rwy as rwy surface friction changes .
Rev 1 – 01 Apr 14 Page 18 of 87

Speeds for Takeoff with TOGA Thrust
Compare these speeds (73.5t – 144/154/156) with speeds for Max. Permissible Take off Wt.
(74.76 t – 147/157/157)
1. When using TOGA thrust, retain the speeds that have been calculated for the max
permissible takeoff weight.
OR
2. Retain the speeds associated with ATOW (73.5 t in this case) provided these are all
lower than the speeds calculated for the max permissible takeoff weight.
(PER-TOF-TOD-20-20 P1/2)
In the example above, as all the speeds for ATOW (73.5 t) are lower than the speeds for
Max. Permissible takeoff weight (74.76 t), take off could be performed with either of the
speeds.
NOTES :-
1. Except for take-off in below 550 M RVR conditions, if there is an option of

selecting two different take-off flap settings, to achieve better climb
performance and fuel conservation, choose lower flap setting. (Op Notice 4D
refers)
2. Company mandates all Take-Offs with AC OFF. In this case AC is given ON for
trg purpose only.
Rev 1 – 01 Apr 14 Page 19 of 87

TREF VALUES
ISA Temperature TREF TREF

Altitude (ft) (OAT) (in OAT) (in Delta ISA)
-1000 17 50 33
0 15 46 31
1000 13 43 30
2000 11 40 29
3000 9 36 27
4000 7 33 26
5000 5 30 25
6000 3 28 25
7000 1 26 25
8000 -1 24 25
9200 -3 22 25
Rev 1 – 01 Apr 14 Page 20 of 87

Rev 1 – 01 Apr 14 Page 21 of 87
Calculation of MTOW from RTOW CHARTS: (RUNWAY CONTAMINATED)
Example 2. Calculate MTOW for Nagpur R/W 32. Data available:
VANP 32 QNH 1000 hPa S/W CALM OAT 350 C

AC OFF AI Off Rwy is contaminated with 5mm of
Standing Water
In case ATOW IS 64T, determine Optimum Configuration and speeds.
Conf 1 + F Conf 3
0 0
Using RTOW Chart VANP 32, Dry 18 C 78.0 t 22 C 78.0 t
0
Rwy (P21) 47 C 74.5 t 480 C 74.20
0
35 C 75.95 t 350 C 76.10
Corn for QNH (-15 hPa) -0.90 t -0.75t
(OAT ≤ Tvmc/ Corn from line 1+2)
75.05 t 75.35 t
Corn for Cont Rwy -8.9 t -11.0 t

Wt. Decrement, Rwy 3200 m (against Rwy Length (against Rwy Length above
No clear way. ( 6.3 mm stdg water 3200m) 2500m)
table)
(PER-TOF-CTA-40-30 P 2/32)
Corrected Wt 66.15 t 64.35 t
MTOW (Same as Corrected Wt) 66.15 t 64.35 t
V Speeds for MTOW
Speeds 129/147/149 K Speeds 122/139/144 K
(PER-TOF-CTA-40-30 P (PER-TOF-CTA-40-30 P 3/32)

2/32)
SELECT CONF 1 + F as it gives higher MTOW of 66.55 T with speeds 129/147/149 K.
With ATOW of 64T, Opt Conf is 1+F and speeds are 127/144/146k (PER-TOF-CTA-40-30 P1/30)
Rev 1 – 01 Apr 14 Page 22 of 87

Note:
1. Operations from contaminated rwys should be avoided whenever

possible. When this occurs, the first consideration should be to delay
or await improved conditions or if airborne, to divert to another
aerodrome. (OM Part A – 17 – 40)
2. Flex takeoff on Contaminated Rwy is not permitted.
3. Do not interpolate between different tables for contamination, take one

with higher contamination.
4. Select configuration which gives higher weight.
5. In case ATOW is lower than MTOW, read speeds for actual weight
6. No speed check is required
Calculation of MTOW using QRT’s
Example 3. Calculate MTOW; Optimum Config and V speeds from QRTs.
Data available:-
Rwy length 2068m Rwy Slope: .5% OAT: 400 C S/W 9 KHW
AC & AI OFF Rwy DRY Elev 632’ QNH 1001 hPa (PA 1000’)
Clearway N/A Most significant obstacle 200 ft. at 3400 m from end of
Runway.
Soln.
Quick Reference Tables enable the crew to determine takeoff performance at an

airfield for which no RTOW chart is available or the Chart available is not valid due to
temporary change in Rwy length, additional obstacle etc.
QRTs available in FCOM are for all three Configs for PA 0, 1000 and 2000 ft. Specific
RTOW Charts are required for PA > 2,000 ft.
Rev 1 – 01 Apr 14 Page 23 of 87

Step 1 Determine corrected Rwy length (PER-TOF-TOD-40-30 P 2/4)
Available Rwy length 2068 m

Corn for 9 KHW. Add 8 x 9 +72 m
Corn for .5% slope. Add (29x.5) +14 m
Line up Corn - 30 m
Corrected Rwy length 2124 m
Step 2 Obtain T/O Data from QRT (PER-TOF-TOD-40-40 P 5/28,14/28, 23/28)

(PER-TOF-TOD-50 P9/18, 13/18)
Conf
Conf 2 Conf 3
1+ F
Rwy 2000m PA 1000’
OAT + 400 C N/A 70.3 t 131/137/141K 72.6 t 129/133/137K
Obstacle Penalty N/A -3.5 t -3.5 -3.5 -3.5 -3.5 t -3.5 -3.5 -3.5
MTOW N/A 66.8 t 127/134/138K 69.1 t 125/130/134K
Note: Round off V1 to lower value and VR, V2 to higher value.
Select CONF 3 as it gives higher MTOW of 69.1t, Take off speeds are 125/130/134 K
Step 3.
Check that speeds obtained after applying corrections for obstacles are not limited by VMC.
With PA 1000 ft. Conf 3, min speeds are 113/117/122 which is below the V speeds
applicable for 69.1t.
NOTE.
1. QRT’s are established for forward CG, AC off, AI OFF.
2. QRT’s are not to be used in tailwind.
3. As QRT’s are based on PA, QNH corn is not applicable unlike RTOW Charts.
4. Line up Corn of 30 m must not be overlooked. In case of RTOW Charts, it is

automatically taken into account. It is permissible to interpolate between the
columns for corrected Rwy lengths and Pressure Altitude Tables.
5. For conservative figures (as solved in the example above),

Rev 1 – 01 Apr 14 Page 24 of 87
Use tables corresponding to the PA immediately above the airport PA
Use the column corresponding to the shorter corrected Rwy length
6. No speed check is required in case speeds are not corrected as a result of

weight decrement due to obstacles. If applicable, limit the speeds to the
minimum values vide PER-TOF-TOD-25-10 (Speeds limited by VMC).
Calculation of FLEX TEMP from RTOW CHARTS
Example 1. Calculate FLEX Temp; Opt Config and V speeds for Take Off from Imphal. Data
available:-
QNH 1008 hPa OAT 270 C Rwy Wet RTOW Chart VEIM RWY 22
ATOW 68.4 t S/W Calm A I Off AC ‘OFF’
Soln. Ensure ATOW < Max Permissible Takeoff Weight (Per Ltd Weight). In this example it
is seen that with OAT of 270 Max permissible takeoff weight is >73.5 t in both config of
1+F and 3.
Refer IMPHAL RTOW Chart (P26), nil winds
Conf 1 + F Conf
3
For 6804T, Flex Temp and speeds 490 C 145/145/146K 500 C 141/141/145K
are
Corn for R/W Wet -40 C -16 -2 -2 -30 C -13 -2 -2
(FLEX ≤ TVMC, Corn from line 1
& 2)
Corn for QNH (-5 hPa) -10 C No speed corn -1.50 C No speed corn
(FLEX ≤ TVMC, Corn from line 1
&2)
Corn for AI (OFF) Nil Nil
440 C 129/143/144K 450 C 128/139/143K
Select CONF 1 + F (lower Config – Ops Notice 4D) Flex 440 C, V speeds 129/143/144K.
Rev 1 – 01 Apr 14 Page 25 of 87

Checks
FLEX Temp > OAT (270 C) OK

> TREF (380 C) OK
≤ Tmaxflex (650 C) OK
V2 ≥ Vmu (PA =2689’ VMU 144 K) OK
(PER-TOF-TOD-25-20 P-2/4)
NOTE :-
1. Except for take-off in below 550M RVR conditions, if there is an option of

selecting two different takeoff flap settings, to achieve better climb
performance and fuel conservation, choose lower flap setting. (Op Notice 4D).
2. For Flex Take Off, no speed corrections are required for bleeds and QNH
influence. Corrections are required only for wet runway.
3. No min speed check is required in case of Flex Take-off from dry or wet rwy.
4. VMU check is required in case of a flex take-off from a wet rwy.
5. Therefore, for Flex Take Off on a dry runway, no speed corrections are
applicable and no speed checks are required.
Rev 1 – 01 Apr 14 Page 26 of 87

Rev 1 – 01 Apr 14 Page 27 of 87
Rev 1 – 01 Apr 14 Page 28 of 87
Calculation of Flex Temp and Speeds (V2 lower than V2 limited by VMU)
Example 1. Calculate Flex Temp, Opt Config and V Speeds for take off from VANP 32.
10 Kt HWC, QNH 1003 hPa, AC OFF, Wet Rwy, OAT 35: C, ATOW 57 T.
Soln.
Check ATOW is < MTOW
Using RTOW Chart VANP 32, 10KHW (Ref p20)
Config 1 + F Config 3
For ATOW of 57 T, 10KHW 680 C 129, 129, 130 K 680 C 119, 119, 122
Wet Corn -30 C -9, 0, 0 -20 C -5 , -2 , -2
QNH Corn -20 C - - - -20 C - - -
630 C 120, 129, 130 640 C 114 117 120
CHECKS:
a. Flex Temp (64: C ) > OAT (350C) - OK
> Tref (43oC) - OK
≤ Tmaxflex (680 C) - OK
b. As per FCOM, no min speed check is reqd when there is only one speed corn as PEP
carries out this check itself after one corn.
c. In case of Flex takeoff, V2 limitation check is however, reqd even after one speed corn
that is in case of wet rwy.
In the example, V2 Limited by VMU for Pr Alt 1307 ft, TOW 57 t is as below:-
Conf 1 + F - 132 K
Conf 3 - 123K (PER-TOF-TOD-25-20 P2-3/4)
Above check is not fulfilled as V2 in both Config 1+ F and Config 3 is lower than V2
limited by VMU.
Rev 1 – 01 Apr 14 Page 29 of 87

When V2 is lower than V2 limited by VMU, as per FCOM, flex takeoff is not possible.
Set TOGA thrust and retain the speeds associated with max permissible Take off Weight
or Speeds read in the chart for Actual Take off Weight if these are all lower.
However when V2 falls below VMU , as per recommendations of Airbus, it is still possible to
use Flex thrust and Speeds associated to higher takeoff Wt. This method of using Flex take-
off is followed by Indigo subject to other operational considerations. When using this
method, the following are to be kept in mind :-
Flex Take off is possible only if Tflex is greater than OAT and TREF.
Corrections have to be applied to the new flex temp and the new speeds, ensuring that
V2 is no longer limited by VMU.
In the above example for configuration 1 + F, flex temp and speeds could be taken for
higher weight of 59 T, so that V2 is no longer limited by VMU.
Config 1 + F
For ATOW of 59 T 680C 132 132 132
Wet Corn -3 -9 0 0
QNH Corn -2 - - -
630C 123 132 132

V2 of 132 K is no longer limited by VMU.
However, when flex temp is equal to or lower than TREF or OAT, it is mandatory to use
TOGA thrust and retain speeds calculated for max permissible take-off weight.
AIRBUS RECOMMENDATION FOR TAKEOFF AT LOW WEIGHTS
Take-off at very low weights using Weight Entry Charts may result in speeds below the
minimum speeds given on the chart.
Airbus has recommended the following procedure in case takeoff speed s are
uncomfortably low or fall below the minimum speeds given on the chart.
This procedure is explained below with an example.
Example 1. Calculate Flex temp and V speeds in Config 1+F for take off from VILK 27, Nil
Winds, QNH 1003 hPa, AC Off, Wet Rwy, OAT 42 0 C, ATOW 56 T.
Soln.
Check ATOW < MTOW
Using RTOW Chart VILK 27, Nil Winds (Ref p 28)
Rev 1 – 01 Apr 14 Page 30 of 87
Config 1 + F
For ATOW of 5 6 t, Nil Winds 690C 114 127 129
Wet Corn -2 -8 0 0
QNH Corn -3 - - -
640 C 106 127 129
V1 of 106 K is lower than the min V1 of 114 K given on the chart. Though procedurally
the min speed check is not required to be done as only one speed correction has been
carried out due to wet rwy. However to overcome the low speeds, the following
procedure has been recommended by the Airbus
Step 1: Find in the takeoff chart in the same wind column, the highest
weight allowing the same TFLEX corresponding to ATOW.
In the example above, for ATOW of 60.2 t, Nil Winds, TFLEX on the Chart is
690C. Highest weight in the same wind column with same Flex Temp of 690 C
is 63.2t with V1/VR/V2 = 140/140/141.
Step 2: Apply the WET Correction on these speeds for highest weight of 63.2 t.
V1/VR/V2 = (140-8), 132/140/141 after Wet Corn and TFLEX is 640 C after
Wet and QNH corns.
Step 3: Compare the corrected takeoff performance on Wet Rwy, 132/140/141

with the initial takeoff performance on dry runway 56 t, 114/127/129. If
all speeds corresponding to ATOW on dry rwy are lower than the speeds
corresponding to the corrected wet takeoff performance, retain the
corrected wet take-off performance for the takeoff.
FINAL RESULT: ATOW 56 t, Conf 1+F, Nil Winds, Wet Rwy
TFLEX 640 C, V1/VR/V2 = 132/140/141
With this method of flex temperature calculation, no minimum speed

check is required though VMU check is applicable but it is not likely to be
limiting.
However, in case resulting speeds are considered to be too high for the
ATOW and may lead to auto-rotation, Airbus has recommended a
slightly different method by extrapolating speeds @ 1Kt/1000kg from
the first line (highest wt.) at Tmaxflex. This procedure is explained on
next page.
( Ref Ops Notice 18B )
Rev 1 – 01 Apr 14 Page 31 of 87

Extrapolation from first line at Tmaxflex
Using the same example 1 as on p 30, RTOW Chart VILK 27 (P 28), Nil Winds, ATOW 56 T :-
Step 1. Find in takeoff chart, nil wind column, the highest weight with Tmaxflex 69CC.
Weight 63.2t with speeds 140/140/141
Step 2. Apply corn to the speeds as indicated on bottom of the chart ( 1kt/1000kg )for extrapolation.
Speeds for ATOW of 56t will be obtained by reducing speeds by 7.2kt.
Resulting speeds will be 132/133/134.
Step 3. Apply corns for Wet runway and QNH
56T 690C 132/133/134
Wet Corn -2 -8 / 0 / 0
QNH Corn -3 -/ - / -
640C 124/133/134
Using this method, speeds obtained are higher than the minimum speeds but lower than the speeds
obtained by use of method explained on p31 (132/140/141).
VMU check is still required in case runway is wet, though not likely to be limiting.
Calculation of FLEX Temp, Opt Conf and Speeds from QRTs
Example 1. Calculate Flex Temp, Opt Config and V speeds for take off from an airfield
( whose RTOW Chart is not available) with the help of QRT’s.
Data
available:-
Rwy length available 2448 mtrs. Rwy Slope .46% S/W
5KHW Elev 729’ QNH 1005hPa ATOW 67.3 t
Clearway N/A OAT 370C No obstacles on T/o Path
AC/AI off Rwy Dry
Soln
Rev 1 – 01 Apr 14 Page 32 of 87
PA = 729’ +(1013-1005)x30=729’+240’ = 969’ Say 1000’
Step 1
Calculate corrected R/W length. (PER-TOF-TOD-40-30 P-2/4)
Rwy length available =2448m

Corn for 5KHW. + (8.5 x 5) =+42.5m
Corn for Slope.– (.46 x 325) =-149.5m
Line up Corn = - 30 m
Corrected Rwy Length = 2311 m
Step 2
Obtain Take Off Data from QRT (PA 1000 ft, Rwy length 2250 m)
(PER-TOF-TOD-40-40 P4/28, 13/28, 22/28)
Conf 1 + F Conf 2 Conf 3

0 0 0
ATOW 67.3t 53 C 138/142/144K 59 C 133/135/138K 59 C 132/135/138K
AC/AI ‘OFF’, Rwy Corn Nil Corn Nil Corn Nil

Dry
QNH Corn - Not applicable as already accounted for in PA (table
reference). Select Conf 1+F. Flex temp 530 C Speeds 138/142/144K
CHECKS : 1. Check Flex Temp is > OAT (370 C). OK

> Tref (460 C). OK
≤ Tmaxflex (680 C) OK
NOTE : a. The determination of Flex Temp using QRT is possible only when there
is no obstacle on the take off flight path. (PER-TOF-TOD-40-30 P-1/4)
b. Quick reference tables are established for forward CG and air conditioning
OFF
c. Do not use quick reference tables in case of tailwind.
Rev 1 – 01 Apr 14 Page 33 of 87

d. Line up Corn of 30 m must not be overlooked. In case of RTOW Charts,
it is already taken into account.
e. No speed check is required in case speeds are not decreased as a

result of weight decrement due to obstacles. If applicable, limit the
speeds to the minimum values as per PER-TOF-TOD- 25- 10 (Speeds
limited by VMC)
TAKEOFF PERFORMANCE UNDER MEL/CDL
MEL DISPATCH
Certain special cases of MEL failures, can be dealt by the Performance Engineer’s
Program (PEP) for performance determinations. In such MEL dispatch cases, operations
(support) section should be approached to provide RTOW Chart specific to a MEL
failure. Only if it is not feasible to get such a chart, MEL should be used to manually
calculate the performance penalties.
Dispatch cases where the performance can be determined by use of PEP by producing
RTOW Chart based on the failure, are listed below: (AFM – APP – INOP P1/2)
a. One pair of spoilers inoperative in the retracted position
b. Two pairs (surfaces 1 and 2) of spoilers inoperative in the retracted
position.
c. All ground spoilers control system inoperative.
d. One or more engine de-icing valve in open
position.
e. One brake inoperative.
f. Ground idle system inoperative.
g. Dispatch in mode N1 (EPR Control mode inoperative)
If a fault is displayed after the closure of cabin doors, the Flight crew should follow the
appropriate checklist/procedure (OEB/ECAM action/QRH/FCOM) as per SOP .
MCDL DISPATCH
Operation of the aircraft without certain secondary airframe and engine part s is possible
as indicated in the Master Configuration Deviation List (MCDL) given in AFM. Any part not
included in this list must be considered as necessary.
Missing MCDL items affect the take-off, approach climb, enroute and landing performance.
Rev 1 – 01 Apr 14 Page 34 of 87

(AFM-MCDL-GEN-INTR P2/2)
Calculation of MTOW for Dispatch under MEL
Example 1
Calculate MTOW for dispatching an aircraft with following data :-

Dep DELHI Rwy 27. Winds 10 KHW; OAT 43oC; QNH 1003
hPa; Rwy DAMP; MEL Dispatch with BRAKE-1 INOP.
Find Opt Conf and Speeds in case it is possible to take-off with ATOW of 68.4 T.
Soln. As per the MEL, the aircraft can be dispatched if 1 out of 4 main-wheel brakes is
INOP (except for Narrow Rwy operations) after applying Flight Manual PERF
PENALTIES in addition to other Performance and technical requirements being
met.
(MI-32-42 P1/4)
Perf Penalty ie Decrement in MTOW & V Speeds is given as per (MO-32-42 P 2/4)
The following performance penalties may be calculated and used in case

Take-off and landing performance using PEP is not available.
Step - 1. Calculate Max Permissible Takeoff Weight i.e. Performance Limited Weight
for Dry R/W and Calm Winds. Even in the case of headwind, only Zero wind colmn is to
be used as per the MEL procedure applicable in this case.
Ref Delhi RWY 27 RTOW Chart on P 28.
Config 1+F Config 3
OAT 43oC MTOW OAT 43oC

MTOW
=78.5t 148/51/53 =78.70 t
146/46/50 (Grad 1 Corn) +0.08
Corn for QNH (-10 hPa) - 0.7 ( -1 /-1 /-1 ) - 0.7 ( -1 /0 /0 )
= 77.80 147/150/152 = 78.08 145/146/150
Rev 1 – 01 Apr 14 Page 35 of 87

Step – 2. Apply performance penalty due to MEL.
Wt Penalty - 9.60 t -15/-10/-10 - 6.80 t -19/-12/-12
MTOW with MEL 68.20 132/140/142 71.28 126/134/138
Step – 3. Select Config with higher weight.
In this example, Config 3 gives higher weight and ATOW of 68.4 t is possible only in Conf 3.
Perform T/O with Full Thrust ( TOGA ), use Config 3. Speeds determined without failures
and associated with the ATOW may be retained if they are all lower than those calculated
by the method above.
(MO-32-42 P2/4-3/4)
Speeds for ATOW of 68.4 tons in Config 3 = 143/143/147k ( without failures without
corn). QNH Corn is not applicable as there is no change of weight involved.
V1/VR/V2 = 143/143/147
Since in the case above, the speeds determined with 68.4 t , without failures are
all NOT lower than speeds calculated with MEL, speeds as determined with the MEL ie
126/134/138 are to be retained.
Checks :
1. Check ATOW is below MEL limited MTOW. OK
2. Check speeds are ≥ min speeds (114/119/122). OK
3. Check V2 is ≥ VMU ( PA 1200’; ATOW 68.4t VMU 134K ) OK
Note :- 1. For dispatch under this MEL, Landing Distance increases by 25%. As per MO-32-
42 P 2/4. LDA must be at least equal to RLD with failure i.e. RLD without failure
must be multiplied by the landing coefficient of 1.25.
2. Even in the case of In-flight failure, the flight crew must apply the MEL
Coefficient over and above the In- Flight landing distance.
(FCTM – SI – 090 P1/14)
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Calculation of MTOW for Dispatch under MEL
Example 2
Calculate MTOW for dispatching an aircraft with the following data :-

Dep DELHI Rwy 27. Winds Calm; OAT 43oC; QNH 1003 hPa;
Rwy DAMP; SPOILER – 3 Fault
With ATOW of 68.4 tons, find Opt Conf and speeds in case takeoff is possible.
Soln. As per the MEL, the Take Off is permissible with One Pair of Spoilers 1 or 3 ‘INOP’ if
Flight Manual Performance Penalties are applied and other technical conditions are
met.
(MI-27-64 P1/4-3/4)
* Apply following decrements to Perf Ltd Weight & Speeds.
* Weight Decrement 800 Kgs (both Configs )
* Decrease V1 by 1K, Vr & V2 no change.
Step 1.
Calculate Max Permissible Takeoff Weight ( Performance Limited Weight ) for Dry Rwy
and Calm Winds using RTOW Chart Delhi 27 (p36) :-
Config 1+F Config 3
OAT 43oC MTOW = 78.5t 148/151/153 OAT 43oC MTOW = 78.70t 146/146/150
Grad 1 Corn +.08
Corn for QNH (-10 hPa) -0.7 -1 -1 -1 -0.7 -1 0 0
= 77.8 147/150/152 = 78.08 145/146/150
Step 2 .
The following performance penalities may be calculated and used in case the the
takeoff and landing performance using OCTOPUS program is not available.
Wt Penalty -0.8 t -1 0 0 - 0.8 t -1 0 0
MTOW with MEL = 77.0 146/150/152 = 77.28 144/146/150
Rev 1 – 01 Apr 14 Page 42 of 87

Step 3.
1. Take Off is permitted with ATOW of 68.4 t with TOGA Thrust . Optimum Config is
Config 3 and Speeds for ATOW 68.4 t (Without Failure) are 143/143/147 as
interpolated from RTOW Chart. Speed corn for QNH is not applicable as the ATOW is
fixed and no change of weight is involved. These speeds are to be retained as they are
all equal to / lower than MEL MTOW speeds 144/ 146/150K.
(M0 -27-64-P 1/6)
2. Check corrected V1 is equal to or above the min V1 on the RTOW Chart.
3. With spoiler 3 Fault, the Landing distance increases by 10%. Hence compare the
revised landing distance with LDA.
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Calculation of MTOW under MCDL
There are two approved ways of determining the impact of CDL items missing :-
- Using MCDL chapter of the AFM or
- Using AFM_OCTO software.
More accurate penalties can be determined by using AFM_OCTO software. If no

performance data are available in AFM_OCTO for a given item, the penalties published
in the MCDL chapter of AFM must be used.
(MCDL-GEN-PERF P1/2)
Example 3. Calculate optimum config MTOW for dispatching an aircraft following data:
Delhi Rwy 27, winds calm, OAT 43:C, QNH 1003hPa, Rwy Dry,
CDL - One complete wing tip fence is missing .
Is takeoff possible with ATOW of 68.4 t ?
Soln. One complete wing tip fence may be missing provided exposed interior
structure is covered, protective material is inspected before each flight and
replaced if necessary.
(AFM-MCDL-57-01-WingTip Fence)
Step 1: Calculate Max Permissible Takeoff Weight ( Performance Limited Weight ) for
Dry R/W and Calm Winds using RTOW Chart Delhi 27 (p36) :-
Config 1+F Config 3
OAT 43oC MTOW = 78.5t 148/151/153 OAT 43oC MTOW = 78.70t 146/146/150
Grad 1 Corn +.08
Corn for QNH (-10 hPa) -0.7 -1 -1 -1 -0.7 -1 0 0
= 77.8 147/150/152 = 78.08 145/146/150
Step 2: In case AFM _OCTO software is not available for takeoff, enroute and approach
climb performance, the following performance penalties are applicable :-
Rev 1 – 01 Apr 14 Page 48 of 87

- Takeoff and approach climb performance limiting weights are reduced by 8118 Kgs
- Enroute performance limiting weight is reduced by 756 Kgs.
- Fuel consumption is increased by 1.69 %
Step 3:
MTOW with CDL penalty
Conf 1 + F Conf 3
77.8 t 78.08
- 8.2 - 8.20
69.6 t 69.88 t
Step 4.
Approach Climb Limit Weight is to be reduced by 8118 kg. Assuming landing at an airfield
with Pressure Altitude of 2000 ft , OAT 40 0 C and Landing Conf 3, the Approach Climb Limit
Weight is 80.3 t (PER-GOA-ACG-NORP3/4). After applying the CDL penalty, App Climb
Weight is 72.18 t which is not limiting. In extreme cases , in case it happens to be limiting,
takeoff weight is to be reduced accordingly.
Step 5.
Check that in case of engine failure, the aircraft can clear the terrain on the route by 1000 ft
(climbing) and 2000 ft (descending) after taking into account enroute limiting weight penalty
due to CDL.
Step 6.
As ATOW is 68.4 t and lower than MTOW calculated with CDL, takeoff is permitted both in
Conf 1+F or Conf 3 with associated speeds.
LANDING PERFORMANCE
Actual Landing Distance (ALD) is defined by regulations and is based on flight tests. Thus
ALDs are not representative of daily operations. New QRH gives Inflight Landing Distance
instead of ALD. The In-flight landing distance is based on reported braking action and is
relatively greater than ALD. The In-flight landing distances reflect the performance
achievable in a typical operational landing without margin, assuming realistic airborne phase
from threshold to touchdown and deceleration on ground to full stop.
Rev 1 – 01 Apr 14 Page 49 of 87

Runway Condition Assessment Matrix (RCAM) gives runway condition and corresponding
runway braking action and max crosswind. Pilots are to use all existing information to assess
the landing performance. With the information on both the runway condition and reported
braking information, Pilots are to use the most conservative braking action and associated
Max Crosswind.
The Ref Dist is given for each braking action for ldg wt of 66t. Ref Dist considers landing
distance at sea level, ISA, no wind, no rwy slope, no engine reverse thrust, manual landing,
VAPP = VREF + VREF. Corrections are to be applied for actual conditions.
In-flight landing distance, though more realistic, is calculated without any margin. To cover
variability in flying techniques and unexpected conditions at landing, Airbus have
recommended application of 15% margin to the In-flight landing distance.
(FCTM – SI – 090 P1/4)
The flight crew must apply the MEL Coefficient in addition to In-flight landing distance
even in case of in-flight failures.
Operations Notice 09/2010 specifies application of 15% margin to ALD, Aircrew are to
apply margin to the In-flight landing distance as per the Company policy in force.
Calculation of Vapp and In Flight Landing Distance ( Without Failure )

Example 1. Calculate Vapp and Inflight Landing Distance :-
Rwy Condition Dry

Rwy Slope Nil
Config. 3
Altitude 1000 ft.
Temperature 230 C ( ISA + 10 )
Wind Component 10 Kts Head Wind
Landing Wt. 62 t
Both Thrust Rev Operative
Auto Thrust ON
Auto Brake Low
Rev 1 – 01 Apr 14 Page 50 of 87

Soln. Braking action for Dry Rwy classified as Dry ( Ref - Rwy Condition Assessment Matrix
for Ldg)
(QRH FPE-IFL-MAT 1/2).
Calculation of Vapp.
Vapp = VLS + APP COR

VLS Conf 3; LW 62 t = 135K
(App Cor - max of 5K or 1/3 HW. Since A/THR is “ON” use 5k)
Therefore, Vapp = (135+5) = 140K
(QRH FPE-IFL-AP1/2)
Inflight Landing Distance
Crew to choose ‘Dry’ Landing Distance Table for Inflight Landing Calculation.
Conf 3, Gr Wt 66 t, Auto brake Low, REF. DIST. = 2050 m

Corn For Wt ( 66 – 62 = 4 ) = - 80 m
Corn for PA ( 1000 ft ) = + 80 m
APPR COR > 1/3 of HW comp, SPD Corn for 5 Kts = + 140 m
Corn For ISA ( ISA + 10 ) = + 70 m
Reverse Thrust Corn = -20 m
Inflight Landing Distance = 2050 - 80 + 80 + 140 + 70 - 20 = 2240 m
Inflight Landing Distance with Safety margin (15 %) = 2240 X 1.15

= 2576 m
(QRH FPE-IFL-LD 1/6)
Rwy Condition Wet

Rwy Slope -.5 %
Config. Full
Altitude 1000 ft.
Temperature 230 C ( ISA + 10 )
Wind Component 30 Kts Head Wind
Landing Wt. 64 t
Reverses Thrust Operative
Auto Thrust ON
Braking Mode Max MANUAL
ATC Reported Braking Action GOOD TO MEDIUM
Rev 1 – 01 Apr 14 Page 51 of 87

Soln. For Rwy condition WET, Braking action is GOOD . As ATC reported Braking action is
GOOD to MEDIUM (Lower than Good), Ref Distance will be consi dered for GOOD to
MEDIUM.
VLS Conf Full ; LW 64 t = 134 K

(Corn - max of 5K or 1/3 HW. APPR COR = 1/3 of HW Comp. of 30 Kts = 10 Kts )
Therefore, Vapp = VLS + APPR COR = ( 134 + 10 ) = 144 K
(QRH FPE-IFL-VAP 1/2)
Crew to choose ‘GOOD to MEDIUM’ Landing Distance Table for Inflight Landing Calculation.
Conf Full , Gr Wt 66 tons, Braking Mode MAX MANUAL, REF DIST = 1600 m
Corn For Wt i. e ( 66 – 64 = 2 ) = - 20 m
Corn for PA ( 1000 ft ) = + 70 m

SPD Corn (APPR COR = 1/3 HW) = NIL
Slope Corn ( -.5% ) = + 30 m
Inflight Landing Distance = 1600 – 20 + 70 + 50 + 30 - 180 = 1550 m
Inflight Landing Distance with Safety margin ( 15 % ) = 1550 X 1.15 = 1783 m

= 1790 m appx
(QRH FPE-IFL-LD 3/6)
Rev 1 – 01 Apr 14 Page 52 of 87

Calculation of Vapp and In Flight Landing Distance ( With Failure )
Rwy Condition Wet

Rwy Slope Nil
Config. 3
Elevation 850 ft.
QNH 1009 hPa
Temperature ISA + 15
Wind Component 30 K Head Wind
Landing Wt. 64 t
Both Thrust Rev Operative
Auto Thrust ON
CG 28 %
In Flight Failure Flaps Stuck at 3 position & Slats < 1
Soln. For Rwy condition WET, Braking action is GOOD . After applying QNH corn PA is 850
+ 120 = 970 ft. (say 1000 ft)
VLS Conf Full ; LW 64 t , CG > 25 % = 134 K

∆VREF = 25 , APPR COR = Nil
Vapp = VREF + VREF + APPR COR = ( 134 + 25 + 0 ) = 159 K
(QRH FPE-IFL-VAF 1/2)

Crew to choose Landing Distance Table under Braking Action GOOD for Calculation.
Conf 3 , Gr Wt 66 t, B raking Mode GOOD, with failure , REF DIST = 1950 m

Corn For Wt i. e (66 – 64 = 2) = - 40 m
Corn for PA (1000 ft) = + 110 m
SPD Corn = N/A
Corn For ISA (ISA + 15) = + 135 m
Rev 1 – 01 Apr 14 Page 53 of 87

Slope Corn = NIL
Inflight Landing Distance = 1950 – 40 + 110 + 135 - 180 = 1975 m

= 2280 m
(QRH FPE-IFL-27 A 2/6)
Rwy Condition DAMP

Rwy Slope .75 % (Uphill)
Config. 3
PA 1000 ft
Temperature ISA + 10
Wind Component Nil
Landing Wt. 62 t
Reverses Thrust Operative
Auto Thrust ON
CG 24 %
In Flight Failure Anti Skid Fault
Soln. For Rwy condition DAMP, Braking action is GOOD . (QRH FPE-IFL-MAT 1/2)
VLS Conf Full ; LW 62 tons , CG < 25 % = 134 K

Vref = 6 , APPR COR = 5
Vapp = VREF + VREF + APPR COR = ( 134 + 6 + 5 ) = 145 K
(QRH FPE-IFL-VAF 1/2)

Crew to choose Landing Distance Table under Braking Action ‘GOOD’ for calculation. Crew
to choose between Config Full and Config 3 depending on operational considerations.
Config 3 is assumed for the solution.
Conf 3 , Gr Wt 66 t, Braking Mode GOOD, with failure , REF DIST = 1810 m

Rev 1 – 01 Apr 14 Page 54 of 87
Corn For Wt i. e ( 66 – 62 = 4 ) = - 80 m
Corn for PA ( 1000 ft ) = + 90 m

SPD Corn = +120 m
Slope Corn = NIL
Inflight Landing Distance = 1810 – 80 + 90 + 120 + 70 - 160 = 1850 m

= 2130
(QRH FPE-IFL-32 2/6)
Multiple Failures
Due to the low probability of having several in-flight failures , the Airbus Operational
Documentation for the landing performance assessment does not address the combination
of inflight failures of different systems.
(FCTM SI -090P7/10 dtd18/05/12)
Airbus Industries have further clarified that under additive correction method, it is not
possible to publish one single table covering multiple failures without introducing too much
conservatism in the final results. Over conservatism in the table might lead the flight crew to
choose diversion rather than landing at destination. QRH, however, does cover some
combination of failures for which the conservatism is reduced (e.g. DC Bus 1 + 2, loss of two
brakes, loss of several pairs of spoilers, dual hydraulic failures etc).
It is also possible to combine a MEL item and inflight failure with both of them having an
impact on the landing performance. In that case, f or the paper solution, the landing factor is
given in the MEL must be applied to the inflight landing distance with failure.
It is also possible to calculate in flight landing distance with multiple failures using PEP and
LPC. (in that case, the computation is run for some specific conditions that do not lead to
the paper conservatism)
Rev 1 – 01 Apr 14 Page 55 of 87

Calculation of Required Landing Distance (RLD)
RLD is based on Runway State and not on Reported Braking Action as in case of In -Flight
Landing Distance. It is given in Config Full and Config 3. In case of aircraft system failure
affecting landing distance known before dispatch, the available runway length must be at
least equal to the RLD with failure i.e. the RLD without failure multiplied by the coefficient
given in MEL/Flight Manual.
Example 1. Find RLD with the following data :-
Landing weight 64 t
Config Full
Rwy covered with standing water
Airport Altitude = 1000ft
Approach Speed VLS + 5
Nil wind
ISA + 10 conditions
Thrust Reverses Operative
In case flight is to be dispatched to Patna for Rwy 07, What will be the max landing
weight for the dispatch ?
Soln.
RLD (Standing water, 64 t, Conf Full = 1815 m

Corn for Altitude (1000 ft) = +140 m
Corn for Speed (+5 K) = +160 m
Corn for Reverses Operative = -220
RLD = 1895m
(PER –LDG-DIS-RLD P 2/6)

Wet check
Compare this distance for Standing Water to the landing distance in the same conditions
on WET rwy. RLD for Standing Water should not be less than RLD for WET rwy.
RLD (Wet, 64T, 1000 ft, VLS + 5, no wind, both reverses operative)
= 1645 + 70 + 100 = 1815 m
RLD (WET) is less than RLD (STANDING WATER), therefore RLD = 1895 m
(PER-LDG-DIS-RLD P5/6)
Rev 1 – 01 Apr 14 Page 56 of 87
Note.
In case of short Rwys such as Patna, Dibrugarh etc. , it may happen that under certain
conditions LDA is less than the RLD calculated. The landing weight and consequently the
take-off weight will have to be reduced so that the resultant RLD is ≤ LDA. In the above
example, with Standing Water, RLD is 1895 m whereas LDA for Rwy 07 at Patna is only
1677 m. Therefore, RLD without corrections must be reduced by 218 m (1895 – 1677).
Therefore, in case rwy is covered with Standing Water, landing weight will get restricted
to 56.8 t to give RLD of 1677 m after corrections.
FLIGHT PLANNING
Determination of Optimum Altitude/ Max Alt

FCOM provides graphs for determining Opt Alt and Max Alt for cruise at M.78 and LRC s peed.
However, aircraft flies at ECON speed depending upon the Cost Index value, Flt Lvl, winds etc. As
Cost Index value is usually low, ECON Speed is closer to LRC Speed than M.78. Therefore, Opt Alt
graph for LRC Speed will provide more realistic Opt Alt. Opt Alt increase s with decrease in aircraft
weight as flight progresses. Whereas Max Alt is different for different temp conditions, Opt Alt
indicated is same irrespective of temp conditions.
Example 1. Determine Maximum Altitude and Opt Alt for a gross Wt of 66 t at LRC
Speed in ISA + 15 conditions.
Soln.
Max Alt 37200’
Opt. Altitude 35000’
Apply Bleeds Corn (for Eng AI/ Total Anti Icing ) when applicable.
(PER-CRZ-ALT- 10 P5/8), (QRH-FPE-AEO P-1/4)
Example 2. Determine Opt Altitude for a short stage length of 150 nm when the landing
weight is estimated as 60 tons.
Ans. Optimum Altitude 25200’
(PER-CRZ-ALT-30 P2/2)
Apply Bleeds Corn (for Eng AI/ Total Anti lcing ) when applicable.
Rev 1 – 01 Apr 14 Page 57 of 87

WIND ALTITUDE TRADE
Example 1. Determine Economic Level to Fly.
Data available Gross Wt 65 t

Winds at FL 330 + 30 (30KTW)
FL 350 + 10 (10KTW)
FL 370 - 10 (10KHW)
Soln.
A/C Wt. 65 t FL 330 FL 350 FL 370

PERF PENALTY -18 -2.5 -3.5
WIND EFFECT +30 +10 -10
NET EFFECT +12 +7.5 -13.5
FL 330 is the economic Flt Lvl to fly
COST INDEX
Cost Index (CI) is used to take into account the relationship between fuel and time related
costs in order to minimize the trip costs. As the cost of fuel has increased significantly and is
continuously changing, the flight crew have the prime responsibility of controlling the
Operating Cost. Flight Planning software computes CI for each flight and FMS computes the
most economic flight profile to be flown, depending upon the CI value inserted. Econ Mach
to be flown will be calculated by FMGC based on CI, Flt Lvl and wind.
Effect of change of Altitude and Speed on Fuel Consumption
Aircraft Wt, Flt Lvl and temp affect the fuel consumption during the cruise.
a) Flying away from Optimum Altitude, either below or above, increases fuel
consumption. For the same change in Altitude, i ncrease in fuel consumption is less
than half when flying above Opt Alt compared to increase in fuel consumption while
flying below the Opt Alt.
b) Flying 4000 ft below Opt Alt increases fuel cons umption by 5% while flying 8000 ft
below Opt Alt increases fuel cons umption by more than 10%.
c) Operational flight plan also indicates trip fuels for flight levels 2000 feet and 4000
feet below the planned level for the Sector.
Rev 1 – 01 Apr 14 Page 58 of 87
d) Fuel consumption increases by appx. 50 kg / h with M.01 increase in speed.
e) Cruise tables indicate Fuel Flow (KG/H/ENG) and S pecific Range (NM/1000 KG), for
different weights, flight levels and temperature conditions. As TAS varies with
Mach No., Flt Lvl and temp, deciding factor for choosing level to fly should be the
Specific Range and not the fuel flow.
Conversion of Ground Dist. to Air Dist.

Example 1. Convert 762 Ground nm to Air nm. if the winds are 35 KHW and the a/c is
cruising at M 0.78.
Soln. Ground nm Air nm (with 50 KHW)
500 nm 563 nm
200 nm 225 nm
50 nm 56 nm
10 nm 11 nm
2 nm 2.3 nm
762 nm 857 nm
50 KHW Corresponds to a diff of 95 nm ie ( 857-762)

35 KHW will correspond to 95 x 35
50
= 66.5nm
(Say) = 67nm
For 35 KHW, 762 G nm = (762+67) A nm.
829 A nm (PER-OPD-CON-AEO P1/4)
To convert Ground dist to Air di st for values which require interpolation, the following
rule of thumb may be used to get Air Dist with small error.
In case of Head Wind, divide HWC by 4 and increase Gd Dist in percentage by the
value obtained to get Air Dist.
Rev 1 – 01 Apr 14 Page 59 of 87

In case of Tail Winds, divide TWC by 5 and decrease Gd Dist in percentage by the value
obtained to get Air Dist.
Quick Determination of Flight Plan
Example 1. Using ‘Quick Determination of Flt Plan ’ method, find Trip fuel and Trip time
(from brake release to landing)
Route: Delhi – Mumbai Ground Dist 615 nm

Take-off Wt 68.5 t, Cruise M.78, Flt Lvl 360
Enroute winds – Average 35 KHW (VIDP –VABB)
Temp Conditions : 1SA + 100 C
Soln
Step 1. Convert Ground Dist to Air Dist. (PER-OPD-CON-AEO P1/4)
At M.078 Ground Dist Air Dist (50 kHW)

HWC of 35 kt divided by 4 = 8.75, 500 nm 563 nm
sasay 98.75, say 9% of 615 = 55 OR 100 nm 113 nm
Therefore, Air Dist
Air Dist = 615 + 55 = 670 15 nm 17 nm
nm nm nmnm 615 nm = 693 nm for 50 KHW
For 35 KHW Air Dist = 615 + ( 693 – 615) x 35

50
= 615 + 54.6 = 670 A nm
Step 2. Est Ldg Wt
As air distance is 670 NMs, fuel consumption may be calculated appx at the rate of 6.5 kg /
nm.
Therefore, estimated landing weight will be 68.5 t – 670 x 6.5 kg
= 68.5 – 4.4 = 64.1 t = 64 t appx
Step 3. Opt Alt / Opt FL for 65.5 tons = 35700’ (PER-CRZ-ALT-10 P3/6)
OPT FL (West bound) = FL 360
Rev 1 – 01 Apr 14 Page 60 of 87

Step 4. Using quick determination of flight planning, Fuel and Time (Brake Release to
landing)
(PER-FPL-FLP-QFP-40 P 2/6)
650 nm FL 360 ISA FUEL 3752 kg Time 1:39

675 nm Fl 360 ISA FUEL 3873 kg Time 1:42
670 nm Fl 360 ISA FUEL 3849 kg Time 1:41
Includes 6 mts /120 Kgs for
IMC procedure
Corn for Wt (64 -55) x 38 kg +342 kg
Corn for ISA Devn .015 x 10 x 670 +101 kg
Trip Fuel 4292 kg 1:41
Quick Determination of Flt Plan – Alternate Planning
Example 1. Flight is planned from Delhi to Mumbai with Vadodra as Alternate. Prepare
Alternate Plan with the following data :-
Dist. Mumbai to Vadodara 197 nm

Gross Wt. at Go Around 64 t
Enroute Winds Average 35 KTW
Temp Conditions ISA + 100 C
Soln. STEP 1 Convert G Dist to Air Dist (PER-OPD-CON-AEO P1/4)
200 G nm = 180 A nm (50KTW)

(-) 3 G nm = -2.7 A nm (50KTW)
197 G nm = 177 A nm (50KTW)
For 35 KTW A nm = 197 – (197-177) x 35

50
= 183 A nm
Rev 1 – 01 Apr 14 Page 61 of 87

or for M O.78 (TW Conds) A nm = G nm (1- .0020 TWC)
= 197 (1-.0020 x 35)
= 183 A nm
STEP 2. Obtain Opt FL

Landing Wt appx = 62.5 t (64 t – 183 x 8 kg / nm)
Opt Alt / FL = FL 290
STEP 3. Obtain Fuel & Time (PER-FPL-FLP-ALT-20 P3/4)

Fuel Required ( for 200 A nm) 1510 Kg Time 37 mts
For 183 A nm -80 Kg - 02 mts
Corn for wt ( 62.5 – 55) x 11 +83 Kg Nil
Corn for Temp Devn ( ISA+ 100 C)
.015 x 10 x 183 +28 Kg Nil
1541 Kg 35mts
Note : 1. Fuel figures include 80 kg for Visual approach procedure at terminal

alternate VABO.
2. Indigo Alternate Planning takes into acct IFR Approach with 6 mts / 120 kgs.
3. FCOM Alternate Planning is based on LRC Speed whereas Indigo planning is
based on CI = 0.
Flight without Cabin Pressurisation
Revenue flight without cabin pressurization is permitted provided Oxygen

requirements are met. The recommended max altitude for prolonged flight is FL 100.
Example 1. Find the Long Range Cruise Speed, fuel and time from takeoff to landing
in case of flight without cabin pressurization. Flight details are as below :-
a) Take-off weight 60 t b) Ground Dist 300 nms c) ISA + 20 conditions
d) Mean Winds 50 KHW
Rev 1 – 01 Apr 14 Page 62 of 87

Soln.
Step 1.
LRC Speed at FL 100, ISA + 20 conditions, Aircraft Weight 60 t = M .477 / IAS 264 Kt
/ TAS 316 K
(PER-CRZ-CRT-30 P7/8)
Step 2.
Conversion of Gd Dist of 300 NMs to Air Dist = 357 NMs (PRO – SPO – 20 P7/8)
Step 3.
Flight Planning from Brake Release to Landing – FL 100 (PRO-SPO-20 P6/8)

Dist Fuel Time
340 nms 2956 kg 1h 17m
360 nms 3109 kg 1h 21m For
357 nms 3101 kg 1h 20m Temp
Corn for ISA+20 = 0.01 x 20 x 357 = 72 kg Total fuel for
flight = 3101 + 72 = 3173 kg
Therefore, fuel reqired for planning a flight without pressurization at FL100 works out to
appx 9 kg/nm
FLIGHT WITH GEAR DOWN
Revenue Flight with the landing gear down and the gear doors closed is permitted subject
to the following conditions :-
- Do not fly into expected Icing conditions
- Disregard FM fuel predictions. Other predictions should also be disregarded
(altitude, speed and time), except time predictions at waypoints when in cruise.
- Do not use managed speed (except in approach) and CLB and DES autopilot modes.
- Altitude Alert is not available.
- Select TCAS ‘TA only’ mode.
RTOW Chart with Landing Gear Extended can be produced by use of Performance Engineer’s
Rev 1 – 01 Apr 14 Page 63 of 87

Program (PEP). Therefore, special RTOW Chart with Landing Gear Extended must be
obtained from Flt Opns (Support) for planning the flight. Use the enroute net flight path
graph to ensure that in case of engine failure, aircraft is able to clear the
terrain by 1000 ft (climbing) and 2000 ft during cruise and descent. If necessary, reduce the
takeoff weight.
In case of non-availability of RTOW Chart with Landing Gear Extended, use normal RTOW
Chart to determine the maximum takeoff weight for the c onditions at the airport ( temp,
pressure, wind, runway condition etc ). Then apply the weight reduction for second
segment gradient, final takeoff segment and enroute conditions. Takeoff weight to be
retained is the most limiting of these conditions.
VMO/MMO with landing gear down is 235 kt/M.60. Flight planning is done with climb
and cruise at 230 kt/M0.50. Conf 1+F is the recommended takeoff config.
Example 1. Find fuel and time for a flight with gear down with the following data :-
a) Aircraft Wt 60 t b) Gd Dist 350 nms c) Flt Lvl 240 d) ISA + 20 conditions e) Nil winds
Soln.
Step 1.
Climb Data
Time Fuel Dist TAS
23 mts 1909 kg 104 nms 276 kt (PRO-SPO-25-40 P 6/14)
Step 2.
Des cent Data

Time Fuel Dist IAS
7.3 mts 81 kgs 33 nms 210 kt (PRO-SPO-25-40 P 6/10)
Step 3.
Rev 1 – 01 Apr 14 Page 64 of 87
Cruise Data
Dist for Cruise = 350 – 104 – 33 = 213 nms

Aircraft Wt at TOC = 60 t - 1909 kg = 58.1T
Aircraft Wt at mid cruise point (assuming fuel cons of 11.5 kg/nm)
58.1 – 213 x 11.5/2 = 58.1 – 1.2 = 56.9 t
With mean aircraft wt of 57 t, Flt Lvl 240 during cruise :-
Fuel Flow = 1694 kg/h/eng TAS = 302 k

To cover dist of 213 nms
Time = 213 x 60/302 = 42mts
Fuel = 1694 x 2 x 213/302 = 2389 kgs
Total Time = 23+42+7 = 72 mts
Total Fuel ( ISA Conditions ) = 1909 + 2389 + 81 = 4379 kgs
Total Fuel ( ISA + 20 Conditions ) = 4379 + (0.05x20x350) = 4379 + 350 = 4729 kgs
(PRO-SPO-25-40 P 5/10)
Note.
a) For revenue flight with gear down, or in case of ldg gear retraction failure, fuel cons is
appx 15 kgs / nm
IN-FLIGHT PERFORMANCE
Thrust Calculations
Example 1. Calculate T/O EPR and N1 for T/O from Srinagar with following data:- Pr
Alt. 5000’ OAT +310 C AC ‘ON’
Soln. (PER-THR-MTO P2/4)
PA 5000’ OAT 300 C T/O EPR 1.504

PA 5000’ OAT 320 C T/O EPR 1.495
For OAT 310 C T/o EPR 1.500
Corn for AC ‘ON’ -. 010
T/O EPR = 1.490

(PER-THR-NI P2/8)
PA 5000’ OAT 300 C N1 93.5 % PA
5000’ OAT 320 C N1 93.8 % PA
Rev 1 – 01 Apr 14 Page 65 of 87

5000’ OAT 310 C N1 93.65%
Corn for AC ‘ON’ -.400%
T/O N1 = 93.25%
Climb Data Calculations
Example 1. Determine Fuel Time and Dist reqd. for Climbing fro m FL 100 to FL 350 with
following Data:-
Aircraft Wt 70 t Temp ISA+150 C. AC ‘Low’.
(PER-CLB-CLT P6/8)
Soln. 70 tons, ISA + 150 C, Climb to FL350 27mts 180 nm 2057 Kg Fuel
(-) Climb to FL 100 - 5mts -19nm -549 Kg Fuel
22mts 161nm 1508 Kg fuel

Corn for Low AC (-.4% Fuel) - 6 Kg
22 mts 205 nm 1502 Kg Fuel
Cruise Data Calculations
Example 1. Determine Fuel Flow and Fuel Consumption / nm while cruising at FL

350 in ISA + 100 C conditions with a gross wt of 66 t. Assume Eng AI is ‘ON’ and
Speed M.78.
Soln. (PER-CRZ-CRT-20 P2/4)
ISA+10, FL 350, Gross Wt 66 tons Fuel Flow = 1209 Kg/hr/Eng 190.2nm/ton

= 5.26 Kg/nm
Corn for Eng AI ‘ON’ + 3% +37 Kg + .16 Kg/nm
1246 kg/hr/Eng 5.42 Kg/nm.
Rev 1 – 01 Apr 14 Page 66 of 87

Descent Data Calculations
Example 1. Determine Time, Fuel and Dist for Descent from FL 350 to 1500 ft with IDLE
THRUST, Gross Wt at TOD 65 t, Temp conditions ISA + 15 0 C and Eng AI ‘ON’:-
Soln.
(PER-DES-STD P1/2)
Time Fuel Dist

65 tons, FL 350 to 17.5 mt 178 Kg 102 nm
1500
Corn for Eng AI ‘ON’ (+4%) (+17%) (+4%)
+0.7 mt +30 Kg +4 nm
Corn for Temp ISA + (+4.5%) (+6%) (+6%)
150 C
+0.8 mt +11 Kg +6 nm
Descent Data 19.0 mt 219 Kg 112 nm
Emergency Descent Calculations

Example 1. Determine Time, Fuel and Dist for Emergency Descent from FL 370 to FL
140 with Gross Wt 65 t.
Soln. (PER-DES-EMG P1/2)
Wt 65 t, Descent from FL 370 to 1500 ft 6.2 mts 54 Kg Fuel 44 nm

Descent from FL 140 to 1500 ft -2.7 mts -25 Kg Fuel -17 nm
Descent from FL 370 to FL 140 3.5 mts 29 Kg Fuel 27 nm
Rate of Descent = 23000’/ 3.5 = 6570’ per mt
In Cruise Quick Check
Example 1. Calculate Fuel and Time when diverting to an airfield enroute using ‘IN
Rev 1 – 01 Apr 14 Page 67 of 87
CRUISE QUICK CHECK’ with following data :-
Gross Wt 65 t Flt Lvl 350 OAT 390 C ( ISA + 16)
Speed M 0.78
AC Low Eng AI ON Distance to go = 450 nm
Winds calm
Soln.
(PER-CRZ-ICQ-40 P1/6)
450 A nm, FL 350 Fuel 2018 kg Time 1:10 (includes IMC

procedure with 120 kg
and 6 mts)
Corn for Wt (65- 60)x 11 +55 Kg
Corn for Low AC (-0.4%) - 8 Kg
Corn for Eng AI ‘ON’ +61 Kg
(+3.0%)
Corn for Temp 0.005 x16 x 450 +36 Kg
2162 Kg 1:10
Note: For Flt Lvls below 290; Speeds will be LRC. Use LRC tables.
Example 2. After pressurization failure, aircraft Flt Lvl 100, calculate fuel and time when
diverting to an airfield enroute using ‘IN CRUISE QUICK CHECK FL 100 LONG RANGE’ table
with following data:-
Gross Wt 70 t, OAT ISA +15, FL 100, AC NORMAL, Dist to go 320nm,

50K H W
Soln.
Air Dist 380 nm, FL 100 Fuel 3149 kg Time 01:17
Corn for Temp 0.005 x 15 x 380 = 29 kg
3178 kg
(QRH FPE – CAB – 1/2)
Note. Fuel consumption at FL 100 with AEO is appx. 8 kgs/nm
Rev 1 – 01 Apr 14 Page 68 of 87

Hold
Example 1. Gross Wt 64 tons. Compare Fuel Flow per hour per engine at FL 180 and 1500’
hold in Race Course pattern for all hold procedures under normal operation s .
Soln.
(PER-HLD-HLD P1/4-3/4)
GD + 20 210 K ( G.D. Speed For Conf 1 Conf 1

kts 65 tons ) S Speed 170 k
Wt 64 ton 1163 kg 1119 kg 1218 1292
FL 180 kg/h/eng kg/h/eng
Wt 64 tons 1192 kg 1161 kg 1239 1265
1500’ kg/h/eng kg/h/eng
Note: 1. These figures are for ISA temp. For any other specific temp corn to fuel
consumption should be applied as given at the bottom of the tables.
2. Similarly Corn for Low AC/Eng AI/ Total AI or straight line hold may be
applied as applicable.
Example 2. Calculate EPR and Fuel Flow while holding in a Race Track pattern with
following data:-
Speed - S, Conf 1 Gross Wt 62 tons FL100 ISA + 150 C
Soln.
(PER-HLD-HLD P3/4)
Gross Wt 62 t FL100,
ISA conditions EPR = 1.062 Fuel Flow 1203 Kg/hr/ Eng. Temp Corn = + 15 x 0.3 =
4.5%, Fuel Flow = 1257 kg/h
Total Fuel Flow = 1257 x 2 = 2514 Kg/hr.
Rev 1 – 01 Apr 14 Page 69 of 87

Go Around/Approach Climb Limit Weight
Unless operating at high altitude airfields in high temp conditions, App Climb Limit
Wt seldom affects the performance of A-320. Landing Climb performance with
two engines running is never limiting.
Example 1. Srinagar airfield, temp 300 C, QNH 998 hPa, determine app climb limiting
weight in Config 3.
Soln.
Srinagar elev. 5436 ft
Pr Alt with QNH 998 hPa = 5436 + 30 x 15 = 5886 ft
App Climb Limit Wt for Pr Alt 6000 ft, temp 30 0C in Config 3 is 72.52 t (after interpolation)
(PER-GOA-ACG-NOR P3/4)
Fuel Penalty Factor Tables

Various fuel critical inoperative systems and other failures in the air affecting aircraft
configuration, speed or altitude may adversely impact the fuel consumption. Fuel critical
inoperative systems concern Slats, Flaps, Spoilers , Ailerons, Hydraulics, L/G doors and L/G
retraction etc.
Fuel penalty figure tables are given in QRH to increase crew awareness about quantum of
increase in fuel consumption in case of such failures in the air and to help in decision making for
diversion.
(QRH FPE-FPF 1-3/4)
ONE ENGINE INOPERATIVE

In readiness for a possible engine failure occurring during the flight, it shall be planned to
comply with the following requirements, as applicable.
a) Obstacle clearance
b) Oxygen requirement
c) Maximum diversion Distance (ETOPS Operation)
Rev 1 – 01 Apr 14 Page 70 of 87

The following examples provide the single engine performance data for the conduct
and monitoring of the flight following an engine failure.
Example 1. Obtain Single Engine LRC and Green Dot Ceiling. Consider Wt at the time of
Engine failure as 65 t, Temp ISA +15 and Eng AI ON.
(PER-OEI-ALT-10 P1/2)
Soln.
LR Speed G.D. Speed

Gross Ceiling Gross Ceiling
Wt 65 t, ISA + 15 18500’ 21300’
Corn for Eng AI ON -4000’ -900’
CEILING 14,500’ 20,400’
Example 2. Obtain GD Net Ceiling in the above case.
(PER-OEI-ALT-10 P1/2)
Soln.
Wt 65 t, Gross Ceiling (ISA +15), at G D Speed 21,300’

Corn for Eng AI “ON” -900’
Corn to Gross Ceiling GD Speed, for Net Ceiling. - 3500’
Net Ceiling at GD Speed 16,900’
Example 3. Calculate Time, Fuel and Dist to descend from FL 350 to the LR Gross Ceiling alt
(18,500 ft) in case of an Engine Failure. Consider Gross Wt at Engine Failure as 65 t
& Temp ISA + 15.
(PER-OEI-DES-10 P1/2)
Rev 1 – 01 Apr 14 Page 71 of 87

Soln.
Time (mts) Fuel (Kg) Dist (nm)
For Descent from FL 350 to F100 38.7 1330 259
(-) For Descent from FL 185 to F100 (-) 17.0 (-) 603 (-) 104
21.7 727 155

Temp Corn for ISA + 150C ----- +28 +6
21.7 mts 755 kg 161 nm
Example 4. Calculate Time, Fuel and dist to descend from FL 350 to Green dot drift
down Alt in case of an Engine Failure. Consider Gross Wt at Engine Failure as 66 tons
and temp ISA + 150 C.
(PER-OEI-DES-15
P3/6) Soln.
Time Fuel Dist (nm)

(mts) (kgs)
65 tons, Descent from FL 350 to 48 mts 1500 kg 272 nm
drift down alt of 24500’
Note : If applicable, corn for Eng AI / Total AI to be applied.
Example 5. Calculate fuel and time using ‘ INCRUISE QUICK CHECK’ while flying at
LR Speed at LR drift down alt of 17500 on single Engine. Data available is:-
Gross Wt of a/c 65 t, Temp ISA + 120 C, Eng AI ‘ON’
Dist to Alternate /Dest 400 nm, Winds calm
Soln.
GROSS WT 65 t Fuel (Kgs) Time ( mts )

FL 175, Dist 400 Air nm 2323 1:19 ½
Corn for Wt, (65-55) x 19 +190
Corn for Temp .015 x12 x +72
400
2585
Corn for Eng AI “ON” +78
+3%
FUEL & Time 2663 Kg 1:19½
(PER-OEI-ICQ-10 P2/2)
Rev 1 – 01 Apr 14 Page 72 of 87

Note. In case of OEI, increase in fuel consumption compared with both engines operative
at normal cruising level is appx. 33% i.e. 1/3rd more
Example 6. Calculate fuel and time using ‘INCRUISE QUICK CHECK’ while cruising
MCT/VMO ( Fixed speed strategy ) at altitude of 18000 ft one Eng. Inoperative . Data
available is
Gross Wt of a/c 66 t ISA + 150 C, Eng AI ‘ON’ Dist to Alternate 300 nm, Winds calm .
GROSS Wt 66 tons Fuel (Kgs) Time ( mts )

FL 180, Dist 300 Air nm 1871 00:54
Corn for Wt, (66-55) x 11 x 0 0
Corn for Temp .015 x15 x 300 +68
1939
Corn for Eng AI- ON +1.5% +29
FUEL & Time 1968 Kg 00:54
Example 7. Calculate fuel and time using ‘INCRUISE QUICK CHECK’ while cruising MCT/320
(Fixed speed strategy) at altitude of 16000 ft one Eng. Inoperative . Data available is
Gross Wt of aircraft 66 t, ISA + 150 C, Eng AI ‘ON’. Dist to Alternate 300 nm, Winds calm.
Soln.
GROSS WT. 66 tons Fuel (Kgs) Time ( mts )

FL 160, Dist 300 Air nm 2016 00:54
Corn for Wt, (66-55) x 11 x 0 0
Corn for Temp .015 x15 x 300 +68
2084
Corn for Eng AI “ON” +2.5% +52
FUEL & Time 2136 Kg 00:54
Rev 1 – 01 Apr 14 Page 73 of 87

Example 8. Calculate EPR and Fuel Flow in case of Single Engine hold at G D Speed at
1500’. Other data is :-
Gross Wt of a/c 62 t Temp ISA + 170 C Eng AI off.
Soln.
62 tons, 1500’, ISA, Fuel Flow at G D Speed 2074 Kgs/ hr EPR 1.112
Corn for Temp (+0.3% X17) = 5.1 % 106 Kgs/ hr

TOTAL FUEL FLOW 2180 Kgs/ hr EPR 1.112
(PER-OEI-HLD P1/2)
Example 9. You are cruising at FL 180 with Single Engine with a Gross Wt of 63 tons and
Temp ISA + 10.
Calculate Time, Fuel and Dist to Descend to 1500’ (Descent to Land).
Soln.
TIME DIST FUEL THRUST
Descent from FL 175 to 1500’ 10.4 mts 53 nm 57 Kgs IDLE
Corn for Temp ( ISA + 10 C) +.2 mts + 2.12 nm +2.85 Kgs
10.6 mts 55 nm 60 Kgs
(PER-OEI-DES-30 P1/2)
Rev 1 – 01 Apr 14 Page 74 of 87

PRACTICE QUESTIONS
Q1) The optimum Relight Speed after Dual Engine Dual Failure is :-
a. 250 K
b. GD speed
c. 280 K
Q2) The glide distance at 280 K for every 1000 ft of Altitude is:-
a. 2.2 A nm
b. 2.5 A nm
c. 2.7 A nm
Q3) The glide distance at GD speed for every 1000 ft of altitude is:-
a. 2.2 A nm
b. 2.5 A nm
c. 2.7 A nm
Q4) The average rate of descent / min after Dual Engine Failure is :-
a. 1000 ft/min
b. 1600 ft/min
c. 2000 ft/min
Q5) During a flight with flaps extended , the Fuel consumption increases by:-
a. 1.6 times.
b. 1.8 times.
c. 2 times.
Q6) During a flight with slats extended , the Fuel consumption increases by:-
a. 1.6 times
b. 1.8 times.
c. 2 times.
Q7) F, S and Vref speeds for gross wt 56 tons and CG < 25 % will be :-
a. 140 K , 181 K and 127 K
b. 140 K, 179 K and 127 K
c. 138 K , 179 K and 127 K
Rev 1 – 01 Apr 14 Page 75 of 87

Q8) In case of Nose L/G abnormality, it is recommended that CG should be located
aft. To achieve this, moving 10 PAX from front to rear moves the CG by :-
a. 2.5 %
b. 4.0 %
c. 6.2 %
Q9) V/S for over-weight landing should not exceed :-

a. 240 ft/ min
b. 600 ft/min
c. 360 ft/min
Q10) In case cockpit window/wind shield is cracked , the max FL permissible is : -

a. Normal FL that the a/c is cleared for.
b. FL 230 / MEA
c. FL 140
Q11) The max differential pressure permissible with cockpit wind shield/window
cracked is:-
a. 5 PSI
b. 8 PSI
c. 9 PSI
Q12) The maximum payload that can be carried for a MTOW of 69.8 with total fuel of
9.2T including 4.5T reserve, DOW 42.5t, max ldg wt 64.5T is :-
a. 18.1 T
b. 17.5 T
c. 18.5 T
Q13) Min Acceleration height ensures that :

a. Net Flt path clears highest obstacles by at least 150 ft
b. Gross flight path clears highest obstacle by at least 35 ft c.
Net flight path clears highest obstacles by at least 35 ft
Q14) After one RTOW chart influence correction, Min speed checks for MTOW calculation are :
a. Not required
b. Always required
c. Required if first influence correction follows a conservative correction d.
a and c
Rev 1 – 01 Apr 14 Page 76 of 87

Q15) To improve T/O performance during a Flex T/O, thrust can be improved by
a. Selecting a temp lower than the max determined one and keeping the speeds
defined at max temp
b. Moving towards left (TW side) of the T/O chart in the same config and looking
for same actual Wt with a lower Flex temp.
c. Both (a) & (b)
Q16) The MTOW for T/O from VAAH R/W 05 for OAT 30o C; AC/AI OFF; R/W Wet;
QNH 1003 hPa; and S/W 10 KTW, Conf 1+F, will be:-
a. 77.00 tons.
b. 76.50 tons
c. 75.70 tons
Q17) The Flex temp for T/O in Config -3 from VAAH R/W 05 with S/W 10 KHW; OAT 36.C,
AC/AI OFF; R/W Wet; QNH 1003 hPa for an ATOW 68 tons will be:-
a. 63o C.
b. 66o C.
o
c. 67 C.
Q18) The Flex temp and speeds for T/O in Conf 1+F from VAAH R/W 05 with S/W 05 KTW;
AC/AI OFF; R/W Wet; QNH 1003 hPa for an ATOW 61 tons, ensuring V2 not limited
by VMU, will be:-
a. 65o C. 114/133/135
b. 63o C. 112/133/135
c. 65o C. 117/134/136
Q19) Jaipur R/W 09, ATOW 64T, Winds 10KHW, OAT 320 C, R/W wet, AC off, QNH 1003.2
hPa. Find Flex Temp and speeds in Conf 1+F, ensuring V2 not limited by VMU :-
a. 670 C 128/137/138
b. 640 C, 129/137/138
0
c. 64 C, 128/141/142
Rev 1 – 01 Apr 14 Page 77 of 87

Q20) Jaipur R/W 09, 030/20 KT, Wet Rwy, 1003 hPa, AC Off, OAT 41.C, ATOW 60 T. In case
speeds are considered too low, find higher speeds by extrapolation with Tmaxflex in
Conf 1+F, as per Company policy :-
a. 640 C, 113/132/134
b. 670 C, 133/133/135
0
c. 64 C,139/140/141
Q21) What is the weight decrement for takeoff in Conf 2 on a rwy covered with 4.5 mm of
water, TORA 3200m, TODA 3500m.
a. 9.4 t
b. 7.5 t
c. 10.2 t
Q22) Optimum Alt for a short stage of 125 A nm and a landing Wt of 60 tons will be :-
a. 21300’
b. 20000’
c. 21000’
Q23) The Max Alt for an A/C with gross wt 61 tons in ISA +15 Conditions (M 0.78)
will be :-
a. 36200’
b. 37700’
c. 38800’
Q24) Calculate ,’Most Economic FL’ to fly. Data available :-

Mid Cruise Wt 65 tons; Speed M 0.78. Average Winds at
a. FL310 30 KTW
b. FL330 05 KTW
c. FL350 10 KHW
Q25) Calculate ‘Most Economic FL’ to fly. Data available :-

Mid Cruise Wt 60 tons. Average Winds at
a. FL320 20 KHW
b. FL340 10 KTW
c. FL360 30 KTW.
Rev 1 – 01 Apr 14 Page 78 of 87

Q26) Optimum Altitude for an Instant Gross Wt of 67 tons in speed schedule of M 0.78 will
be :
a. 35100 ft
b. 35700 ft
c. 34300 ft
Q27) ‘In-cruise Quick Check’ All Engines Operative. Determine Time and Fuel to
Landing with Dist to Dest being 650 Anm; FL370 and Initial Gross Wt 67 tons,
Speed Schedule M 0.78 & ISA.
a. 2876 Kg 01:37 Hrs.

b. 2990 Kg 01:37 Hrs.
c. 3128 Kg 01:37 Hrs.
Q28) For a Flight from Delhi to Leh, calculate Descent Time, Fuel and Dist for Descent from
FL330 to 12000 Ft. Consider Gross Landing Wt as 62 tons.
a. 16.8 mts 171 Kg 97 Anm.

b. 12.0 mts 133 Kg 65 Anm.
c. 08.5 mts 074 Kg 58 Anm.
Q29) Fuel, Time and Distance for Climb upto FL330 under ISA+10 conditions with a Brake
Release Wt of 68 tons will be :-
a. 1647 Kg 20 Mts 126 NMs

b. 1472 Kg 18 Mts 107 NMs
c. 1571 Kg 19 Mts 120 NMs
Q30) All Engines Operative - Cruise at M 0.78: An a/c with a gross wt of 68 tons at FL350 in
ISA+10 conditions will cover :-
a. 190 nm / 1000 Kg of Fuel.

b. 185 nm / 1000 Kg of Fuel.
c. 180 nm / 1000 Kg of Fuel.
Rev 1 – 01 Apr 14 Page 79 of 87

Q31) All Engines Operative, ‘In-Cruise Quick Check Tables, Fuel & Time from any
moment in flight to landing for the following data will be :-
Speed LR; Dist 525 nm; nil winds, FL330, Gross Wt 64t &ISA conditions.
a. 2415 Kgs 1:22 hrs

b. 2507 Kgs 1:22 hrs
c. 2480 Kgs 1:22 hrs
Q32) All Engines Operative. Hold Fuel over Srinagar at Flt Lvl 100 for a period of 30
mts at 210 Kts with Gross Wt 62 tons and ISA + 10 Conditions will be :-
a. 1139 Kgs
b. 1099 Kgs
c. 1132 Kgs
Q33) The minimum steady gradient required for Go Around in case of CAT-II approach
and One Engine Inop in Conf 2 is :-
a. 2.1%
b. 2.5%
c. 3.2%
Q34) The Go Around Limit Wt at PA 10000’, Config 2, CAT-I approach and OAT +22o C is:
a. 65.5 tons.
b. 64.2 tons.
c. 64.9 tons.
Q35) Flight without cabin pressurization : Gross wt 65 tons, Distance to Go – 280 Air
NM, ISA conditions. The Fuel required and Time to Go as given in ‘In cruise Quick
Check’ will be :
a. 2158 Kg , 1:03 Hrs

b. 2235 Kg , 1:01 Hrs
c. 2316 Kg , 0:58 Hrs
Q36) Vapp for a LW 60 tons in Config Full; CG Normal; 12 KHW on a Dry R/W with A/THR
‘ON’ will be:-
a. 127 K
b. 130 K
c. 135 K
Rev 1 – 01 Apr 14 Page 80 of 87

Q37) Vapp for LW 56 tons; ( CG < 25 %); Config 3; 10 KHW; R/W Dry; manual landing
And No A/THR will be :-
a. 131 K
b. 135 K
c. 137 K
Q38) Vapp for a LW 56 tons in Config Full ( CG < 25 %); 9 KHW; with ALL
SPOILER FAULT on a wet R/W with A/THR ON will be :-
a. 128 K
b. 133 K
c. 136 K
Q39) The In-Flight Landing Distance (Without Failures) with 15% margin, for
following data will be:-
R/W Dry; Manual Brakes Max; Reported Braking Action by ATC ‘GOOD’;
LW 64 tons; Config FULL; A/THR ‘ON’; S/W 3 KTW; PA of Airfield 2000 ft;
OAT ISA+18oC; Reversers Operative; & R/W Slope -.46%.
a. 2000 M
b. 2040 M
c. 1750 M
Q40) In-Flight Landing Distance with 15% safety margin for following data will
be:- R/W Dry; Manual Brakes Max; Reported Braking Action by
ATC ‘Medium’; LW 62 tons; Config FULL; A/THR “ON”; S/W
o
5KTW; PA of Airfield 1000 ft; OAT ISA + 08 C; Reversers
Operative; & R/W Slope +0.25%
a. 2080 M
b. 2140 M
c. 2190 M
Q41) In-Flight Landing Distance with 15% safety margin and the following data will
be :- R/W Condition ‘DRY’ Reported Braking Action by ATC ‘GOOD’ Config 3
Landing Wt 60 t A/ THR ‘ON’ PA 2000 ft Surface Winds 20 KHW
o
OAT ISA +10 C Rwy Slope +0.39% Reversers Operative
In flight failure - Dual ADR fault.
a. 1770 M.
Rev 1 – 01 Apr 14 Page 81 of 87
b. 2040 M.
c. 2270 M.
Q42) One Engine Inop Gross Ceiling ( LR ) in ISA + 15 conditions with Eng Anti Icing ON
for a gross wt of 66 tons is :-
a. 13200 ft
b. 14200 ft
c. 15200 ft
Q43) The Fuel, Time, distance and Level off Altitude for gross flight path descent at GD
speed at a gross wt 66 tons, FL 350 & ISA Conditions with one engine out will be :-
a. 1.2 tons, 41 min, 226 nm, 25100 ft

b. 1.8 tons, 56 min, 304 nm, 23600 ft
c. 2.1 tons, 68 min, 363 nm, 23600 ft
Q44) EPR and Fuel Flow while cruising with one engine out at LR with MCT on Live
Engine at FL 210, ISA + 10 Conditions and Gross wt 66 tons will be :-
a. 1.422 and 2317 Kg / hr

b. 1.397 and 2399 Kg / hr
c. 1.426 and 2253 Kg / hr
Q45) ‘In Cruise Quick Check’ Standard Strategy / LR Speeds, One Engine Inop. Distance
to go 300 Anm, FL200, Gross Wt.65 tons & ISA Conditions. Check Fuel & Time
required :-
a. 1627 Kg, 1:00 hrs

b. 2203 Kg, 1:07 hrs
c. 1737 Kg, 1:00 hrs
Q46) The LR Gross Ceiling in case of an Engine Failure during enroute flying for a
Gross Wt of 66 tons in ISA +100 C conditions with Engine AI ‘ON’ will be :-
a. 19200’
b. 18500’
c. 17900’
Rev 1 – 01 Apr 14 Page 82 of 87

Q47) Net Ceiling at Green Dot speed ( Engine Failure Enroute ) with Gross Wt 66 tons;
ISA +100 C and Total AI ‘ON’ will be :-
a. 16600’
b. 17400’
c. 18500’
Q48) Time, Fuel and Dist for descent from FL350 to Gross Ceiling ( LR ) of FL200
for a Gross Wt of 68 tons in Standard Strategy will be :-
a. 10.0 mt 354 Kg 60 nm
b. 18.7 mt 619 Kg 135 nm
c. 16.0.mt 567 Kg 98 nm
Q49) During the Cruise at FL200 after an Engine Failure Enroute with a Gross Wt
of 66 tons in ISA + 100 C conditions, the Fuel Consumption / h at LR Speed will be :-
a. 2456 Kg/ hr
b. 2450 Kg/ hr
c. 2432 Kg/ hr
Q50) Race Track Holding pattern at GD Speed with One Engine Inop. Fuel consumption
per hr for a gross wt of 62 tons and temp ISA + 10 0 C at PA 1500’ will be :-
a. 2074 Kg / hr.
b. 2100 Kg / hr.
c. 2137 Kg / hr.
Rev 1 – 01 Apr 14 Page 83 of 87

Rev 1 – 01 Apr 14 Page 84 of 87
Rev 1 – 01 Apr 14 Page 85 of 87
ANSWERS
Q1. (c) QRH 70.01
Q2. (a) QRH 70.01A
Q3 (b) QRH 70.01A
Q4 (b) QRH 70.01A
Q5. (b) QRH FPE-FPE-3/4
Q6. (a) QRH FPE-FPE-3/4
Q7. (c) QRH FPE-SPD1/2
Q8. (b) QRH 32.04
Q9. (c) QRH 80.06
Q10. (b) QRH 80.12
Q11. (a)QRH 80.12
Q12. (b)
Q13. (c) PER-TOF-TOC-10-30 P 1/6
Q14. (d) PER-TOF-TOC-10-30 P 1/6
Q15. (c) PER-TOF-THR-FLX-40 P 1/2
Q16. (c) RTOW Chart VAAH R/W 05
Q17. (a) RTOW Chart VAAH R/W 05
Q18.(c) RTOW Chart VAAH R/W 05
Q19. (c) RTOW Chart VIJP R/W 09
Q20. (c) RTOW Chart VIJP R/W 09
Q21. (c) PER-TOF-CTA-40-30 P1/30
Q22. (a) PER-CRZ-ALT-30 P 2/22
Q23. (C) PER-CRZ-ALT-10 P3/6
Q24. (a) PER-CRZ-Alt-20 P1/2
Q25. (c) PER-CRZ-ALT-20 P1/2
Q26. (c) PER-CRZ-ALT-10 P 3/6
Rev 1 – 01 Apr 14 Page 86 of 87

Q27. (c) PER-CRZ-ICQ-40 P1/6
Q28. (c) PER-DES-STD P1/2
Q29. (a) PER-CLB-CLT P4/8
Q30. (b) PER-CRZ-CRT-20 P2/4
Q31. b) PER-CRZ-ICQ-50 P6/10
Q32. (c) PER-HLD-HLD P2/4
Q33. (b) PER-GOA-ACG-CAT P1/4
Q34. (c) PER-GOA-ACG-NOR P1/4
Q35. (b) QRH FPE-CAB 1/2
Q36. ( c) QRH FPE-IFL-VAP 1/2
Q37. (b) QRH FPE-IFL-VAP 1/2
Q38. (b) QRH FPE-IFL- VAF ½
Q39. (a) QRH FPE-IFL- LD 2/6
Q40. (c) QRH FPE-IFL-LD 4/6
Q41. (b) QRH FPE-IFL-34 1/2
Q42. (b)PER-OEI-ALT-10 P1/2
Q43. (a)PER-OEI-DES-15 P1/6
Q44. (a) PER-OEI-CRT-10 P4/8
Q45. (c) PER-OEI-ICQ-10 P4/4
Q46. (c) PER-OEI-ALT-10 P1/2
Q47. (a) QRH- FPE-OEI 1/4
Q48. (b) PER-OEI-DES-10 P1/2
Q49. (a) PER-OEI-CRT-10 P3/8
Q50. (c) PER-OEI-HLD P1/2
Rev 1 – 01 Apr 14 Page 87 of 87

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Rev 1 – 01 Apr 14 Page 1 of 87

Chief Pilot - Training

Rev 1 – 01 Apr 14 Page 2 of 87

S.No Subject Page

b) Calculation of Range with known Pay Load.

3 TAKE OFF PERFORMANCE

a) Calculation of MTOW; Opt Config and V Speeds with RTOW Charts

b) Calculation of MTOW using QRT’s . 22-24

c) Calculation of Flex Temp; Opt Config and V Speeds using RTOW

e) Take Off Performance under MEL/MCDL

Rev 1 – 01 Apr 14 Page 3 of 87

d) Calculation of RLD for Dispatch 55-56

e) Conversion of Ground Dist to Air Dist 58-59

Rev 1 – 01 Apr 14 Page 4 of 87

c) Cruise Data Calculations. 65

7 ONE ENGINE INOPERATIVE

a) Determination of Gross Ceiling –LR Speed / GD Speed. 69

Rev 1 – 01 Apr 14 Page 5 of 87

The dispatch condition may require an operational and / or maintenance procedure to

To require the flight crew or cabin crew to perform actions.

To provide limitations or performance penalties.

To provide useful information to the crew.

The briefing should include:

Rev 1 – 01 Apr 14 Page 6 of 87

Performance limited take-off weight. (RTOW Charts / FCOM PER)

Maximum structure limited take-off weight (73,500 / 77,000 Kg)

COMPUTERIZED FLIGHT PLAN CHECK

In case of equipment un-serviceability, it should be ensured that repetitive flight plan is

Rev 1 – 01 Apr 14 Page 7 of 87

Company will designate the sectors for fuel tankering.

Rev 1 – 01 Apr 14 Page 8 of 87

Rev 1 – 01 Apr 14 Page 9 of 87

Rev 1 – 01 Apr 14 Page 10 of 87

Soln. Total fuel = 11.0 tons

MZFW (a) MTOW (b) MLW (c)

Rev 1 – 01 Apr 14 Page 12 of 87

MZFW (a) MTOW (b) MLW (c)

61.0 t 69.2 t 64.5 t

MZFW MTOW MLW

MZFW MTOW MLW

1. Max fuel possible to carry with 18.5 t payload = 12.5 t

Rev 1 – 01 Apr 14 Page 14 of 87

RTOW Chart VANP Rwy 32 260 / 20 Kt QNH 1003 hPa

TREF value is also indicated on the RTOW Chart.

Rev 1 – 01 Apr 14 Page 15 of 87

This weight increment due to GRAD correction is to be added to the MTOW

= 600 , COS of which is .5

HWC works out to 20 x .5 = 10 K.

Rev 1 – 01 Apr 14 Page 16 of 87

Conf 1+F Conf 3

Corn for R/W Wet -1.5 t -9/ 0 / 0 - 0.6 t -5 /-2 /-2

Speed Check for MTOW Calculation

3. If OAT is higher than TVMC (Line 3) or if the above check is not

In this case - Check V speeds are ≥ min speeds (114/119/122 K) OK

V Speeds for 73.5 t are 153 / 154 / 156 k

Corrected speeds for 73.5 t are 144 / 154 / 156 k

Rev 1 – 01 Apr 14 Page 18 of 87

1. Except for take-off in below 550 M RVR conditions, if there is an option of

Rev 1 – 01 Apr 14 Page 19 of 87

ISA Temperature TREF TREF

Rev 1 – 01 Apr 14 Page 20 of 87

Example 2. Calculate MTOW for Nagpur R/W 32. Data available: