Table of Contents - Yemenia · PDF fileTABLE OF CONTENTS 0. ... 2.5 Determination of Maximum Takeoff Weight & Speeds ... ... A320-233 PERFORMANCE HANDBOOK . PERFORMANCE INSTRUCTIONS

TABLE OF CONTENTS

0. AIRCRAFT LIMITS …………………………………………… 0.01.01

0.1 Structural Weight Limitations …………………………… 0.01.01

0.2 Usable Fuel Volume ……………………………………... 0.01.01

1. INTRODUCTION ……………………………………………… 1.01.01

2. TAKE-OFF PERFORMANCE ……………………………….. 2.01.01

2.1 Definitions ……………………………………………… 2.01.01

2.2 Basis of the Regulated Take-off Weight (RTOW) Chart... 2.02.01

2.3 Yemen Airways Regulated Take-off Weight Chart .......... 2.03.01

2.4 Wet Runway – Corrections from a Dry Runway Chart ... 2.04.01

2.5 Determination of Maximum Takeoff Weight & Speeds ... 2.05.01

2.6 Flexible Take-off............................................................... 2.06.01

2.7 Contaminated Performance …………………………….. 2.07.01

2.8 Airport data & EOSID’s ……………………………….. 2.08.01

2.9 Interpolation & Extrapolation ………………………….. 2.09.01

3. LANDING PERFORMANCE ………………………………… 3.01.01

3.1 Definitions ……………………………………………… 3.01.01

3.2 Basis of Landing Weight data .......................................... 3.01.01

3.3 IYE Landing Weight Presentation ……………………… 3.01.03

3.4 Calculation of Maximum Landing Weight ……………… 3.01.07

3.5 Engine-out Missed Approach …………………………… 3.01.08

3.6 Contaminated Performance - Landing ………………….. 3.01.09

4. TAKE-OFF & LANDIGN WITH SYSTEM FAILURES …… 4.01.01

4.1 Takeoff ………………………………………………….. 4.01.01

4.2 Landing …………………………………………………. 4.01.01

5. CRUISE PERFORMANCE …………………………………… 5.01.01

5.1 Optimum, Maximum & Buffet Altitude tables ………… 5.01.01

6. APPENDIX A – WIND COMPONENT GRAPH ……………. APP.A-01

7. APPENDIX B – EFFECT ON QNH, BLEED AND ANTI-ICE APP.B-01

8. APPENDIX C – ENGINE OUT SIDE (EOSID) ……………… APP.C-01

9. APPENDIX D – LANDING PERFORMANCE ……………… APP.D-01

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PERFORMANCE HANDBOOK

PERFORMANCE INSTRUCTIONS

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0. AIRCRAFT LIMITS

0.1 STRUCTURAL WEIGHT LIMITATIONS

Max Ramp/Max Taxi Weight 77 400 kg

Max Take-Off/ Max Brake Release Weight 77 000 kg

Max Landing Weight 66 000 kg

Max Zero Fuel Weight 62 500 kg

0.2 USABLE FUEL VOLUME

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1. INTRODUCTION

a. Yemen Civil Aviation Regulations (YCAR) governs the take-off procedures for the

A320. They are based on the worst-case scenario of an engine failure during take-

off. These procedures ensure that during take-off roll (with engine failure), the

aircraft can be brought to a complete stop before the end of the runway/stopway, or

can take-off, reach V2 at 35ft (dry), and complete the take-off avoiding all limiting

obstacles.

b. A Regulated Take-off Weight (RTOW) chart is computed for each runway intended

for use by the A330 fleet. This is generated using approved Airbus performance

software called Performance Engineering Program (PEP). The RTOW chart is

based on a weight entry scale, using an optimum V2/VS1G.

c. The performance handbook is part of the Airport Analysis manual and provides

guidance information for all users in how to use performance chart RTOW charts

d. This gives two advantages; one, where performance limited (or flex limited) it

increases speeds to maximize performance, and hence flex; and two, while at low

weight and TMAX FLEX, it utilizes low speeds to save tires.

e. All airports in the Performance Handbook are “on watch” and are updated via a

revision service whenever airport characteristics change such as to adversely affect

performance. Where airport authorities issue notices to temporarily change

runway/obstacle characteristics, a SPECIAL FILE will be created detailing

temporary RTOW charts and relevant notes. Special Files are stored in dispatch,

with a list of airfields where temporary performance is in effect. Crews should

check NOTAM’s and temporary RTOW’s prior to dispatch.

f. In addition, where temporary RTOW charts have a validity greater than 1 week,

relevant temporary RTOW charts are issued as a revision to the performance

handbook. Temporary RTOW charts are presented on yellow paper.

g. When aircraft diverts to a non-destination airfield (i.e. no takeoff charts on board

the aircraft), the commander should immediately advise dispatch. Dispatch will

send takeoff charts via fax/email. In the event that takeoff charts cannot be sent, the

aircraft must not be dispatched unless a written authorization is obtained from the

DFO or Fleet Manager.

h. The A320-233 Performance Handbook is contained in three volumes designated as

follows:

- Volume 1: RTOW Charts – Destinations

- Volume 2: RTOW Charts – Alternates

- Volume 3: Landing Charts

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The RTOW charts are filed alphabetically according to airport name.

i. Throughout this Handbook, the term “Regulated Take-Off Weight (RTOW) Chart”

has been used instead of the term “Airport Analysis Chart”.

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2. TAKE-OFF PERFORMANCE

2.1 DEFINITIONS

2.1.1 Runway Definitions

Stopway

An area at the end of the runway in the direction of take-off, no narrower than the runway,

centred on the extended centre line, and capable of supporting the aircraft during a rejected

take-off without causing structural damage to the aircraft. The Stopway is designated by the

Airport Authority for use in decelerating the aircraft during a rejected take-off.

Clearway

An area at the end of the runway in the direction of take-off, not less than 500 ft wide, centred

on the extended centre-line, and under the control of the Airport Authority. The Clearway is

designated by the Airport Authority as a suitable area over which the aircraft may make a

portion of its initial climb to a height of 35 ft (Dry runway) or 15 ft (Wet or contaminated

runway). The clearway may not be capable of supporting the weight of the aircraft.

The clearway may have a maximum upward slope not exceeding 1.25%, above which no

object or terrain protrudes. However, threshold lights may protrude above the plane if their

height above the end of the runway is 0.66 m (26 ins) or less and if they are located to each

side of the runway.

TORA (Take-off Run Available)

The length of the runway, which is declared to be available and suitable for the ground run of

an aircraft taking off. This in most cases corresponds to the length of the runway.

ASDA (Accelerate Stop Distance Available)

The length of the Take-off Run iAvailable plus the length of Stopway available (if Stopway is

provided).

TODA (Take-off Distance Available)

The length of the Take-off Run Available plus the length of Clearway available (if Clearway

is provided).

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2.1.2 RUNWAY CONDITION

Dry Runway

A dry runway is “one that is neither wet nor contaminated” per definitions below. This

includes paved runways that have been specially prepared with grooved or porous pavement

and maintained to retain an effectively dry braking action, even when moisture is present.

Damp Runway

A runway is considered damp “when the surface is not dry, but when the water does not give

it a shiny appearance”.

A Damp runway should be considered Wet for the purpose of performance calculations.

Wet Runway

A runway is considered wet “when the surface is covered with water, or equivalent, not

exceeding 3mm – or when there is sufficient moisture on the runway surface to cause it to

appear reflective (shiny) – but without significant areas of standing water”.

Contaminated Runway

A runway is considered to be contaminated when more than 25% of the runway surface area

(whether in isolated areas or not) – within the required length and width being used, is

covered by standing water, more than 3mm (1/8 inch) deep or slush & snow equivalent to

more than 3mm (1/8 inch) of water, or ice. Un-cleaned rubber deposits in the touchdown zone

result in the runway surface to be slippery

when wet.

Standing Water

Is caused by heavy rainfall and/or insufficient runway drainage with a depth of more than

3mm.

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Slush

Is water saturated with snow that spatters when stepping firmly on it. It is encountered at

temperatures around 5°C and its density is approximately 0.85kg/liter (7.1 lbs/US GAL.)

Wet Snow

Is a condition where, if compacted by hand, snow will stick together and tend to form a snow

ball. Its density is approximately 0.4kg/liter (3.35 lbs/US GAL.)

Compacted Snow

Is a condition where snow has been compressed. A typical friction coefficient is 0.20.

Icy Runway

Is a condition where the friction coefficient is 0.05 or below. Take-off is prohibited under

such conditions.

2.1.3 AIRSPEED DEFINITIONS

V1 (GO/STOP Implementation Speed)

Following failure of the critical engine one-second prior to V1 (VEF), V1 is the maximum

speed at which the ”GO/STOP” decision must be actioned to ensure:

GO

That the distance to continue the take-off to a height of 35 ft (Dry runway) or 15 ft (Wet or

contaminated runway), will not exceed the Take-off Distance Available.

STOP

The distance to bring the aircraft to a full stop will not exceed the Accelerate-Stop Distance

Available

V1 ≥ VMCG

V1 ≤ VR

V1 ≤ VMBE

VR (Rotation Speed)

The speed at which rotation is initiated during take-off to attain the V2 climb-out speed at a

height of 35 ft (Dry runway) or 15 ft (Wet or contaminated runway).

VR ≥ V1

VR ≥ 1.05 VMCA

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V2 (Climb-out Speed)

This is the take-off safety speed, which must be reached by 35 ft (Dry runway) or 15 ft (Wet

or contaminated runway), with one engine inoperative.

V2 ≥ 1.1 VMCA

V2 ≥ 1.13VS1G

VEF

Speed at which the engine failure occurs

VMCG

Minimum control speed on the ground during take-off, at which the aircraft can be controlled

by the use of the primary flight controls only (i.e. no nose-wheel steering), after a sudden

failure of the critical engine, the other engine remaining at take-off thrust rating.

VMCA

Minimum control speed in flight at which the aircraft can be controlled with a maximum bank

angle of 5°, if one engine fails, the other engine remaining at take-off thrust rating (take-off

flap setting, gear retracted).

Note: Minimum V1/VR/V2 speeds are presented on the RTOW chart.

VMBE (Maximum Brake Energy Speed)

The maximum speed on the ground where by the brakes can absorb all the energy required to

stop the aircraft at a given weight.

V1 ≤ VMBE

VMU (Minimum Unstick Speed)

The minimum speed at which the aircraft can be made to lift-off the ground, and to continue

the take-off without any hazardous characteristics. FCOM 2.02.25 page 1 and 2 presents V2

Limited by VMU/VMCA tables.

VS1G (Stalling Speed)

The 1g stalling speed.

Green Dot Speed

The optimum engine-out operating speed in clean configuration. It corresponds to the best lift

to drag ratio.

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2.2 BASIS OF THE REGULATED TAKE-OFF WEIGHT (RTOW) CHART

a. The JAA Certification rules determine the take-off procedures for the Airbus A320.

JAA ensure that in the event of an engine failure during take-off, it shall be possible

either to abandon or continue the take-off with full safety, having regard to the length

of the runway, stopway, clearway, second segment climb and obstacles in the take-off

flight path, for the prevailing wind, temperature and pressure altitude.

b. Compliance with the Certification Rules is ensured by the use of the appropriate

Regulated Take-off Weight (RTOW) chart and the associated V1, VR and V2 speeds.

c. The RTOW is based on the following assumptions:

Engine failure one second prior to V1. Action taken at V1.

The engine failure procedure detailed below.

A smooth, hard-surfaced runway.

Actual runway condition.

No reverse thrust credit (dry runway only).

Air Conditioning OFF.

Anti Ice OFF.

Optimized V1/VR (0.84 to 1.00) to maximize take-off weight for GO/STOP

consideration.

Optimized V2/VS1G (1.13 to 1.35) to maximize take-off weight for second

segment and obstacle clearance considerations.

2.2.1 ENGINE FAILURE 1 SECOND BEFORE V1 (STOP)

a. Engine failure occurs at VEF (1 second before V1).

b. At V1, immediately reduce all thrust levers to IDLE and monitor autobrake operation.

Take over brake control with brakes if necessary.

c. Ground spoilers are raised automatically (armed prior to take-off)

Note: If Autobrake is not used, maximum brakes should be applied simultaneously with the

reduction of thrust levers. Minimum stopping distance can only be actioned if the

pedals are kept fully depressed until the aircraft comes to a stop.

Use maximum reverse thrust when the performance takes benefit of the reverse thrust

effect. (Even though the RTOW chart may not actually take it into account for dry

runways).

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Selection of MAX mode autobrake before takeoff will improve safety in the event of an

aborted takeoff. When takeoff is aborted, the autobrake system will apply maximum

braking as soon as the thrust levers are brought to idle which represents a single

action done without delay.

2.2.2 ENGINE FAILURE AT V1 (GO)

a. Continue acceleration one engine inoperative to VR, initiate rotation reaching V2 at

35ft.

b. Retract landing gear as soon as positive rate of climb has been established.

c. Continue Climb-out at speed V2 to acceleration altitude.

d. Aircraft is flown level; flaps are retracted as aircraft accelerates to green dot speed.

e. On reaching greed dot speed, MCT flashes and the pilot moves the thrust lever on the

live engine to MCT. This satisfies the 10-minute regulatory limitation on TOGA

thrust.

Note: Where reduced thrust takeoff is performed, even though single engine takeoff

performance is met with reduced thrust, consider selecting full thrust after engine

failure having first ensured aircraft stabilization.

2.2.3 TAKE-OFF FLIGHT PATH – ENGINE FAILURE AT V1

a. Regulations demand that the actual take-off weight must permit minimum regulatory

climb gradients to be complied with to reach 1500 AAL, or higher for obstacle

clearance. The different phases of this take-off flight path are called segments.

b. The regulatory take-off flight path, in case of an engine failure extends:

From the point the aircraft passes through the screen height.

Up to 1500 feet above the take-off surface or higher for obstacle clearance.

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c. Two kinds of take-off flight paths have to be distinguished:

Gross Flight Path

Net Flight Path

Note: The point 0 indicates the 35ft point on the flight path

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Gross Flight Path

Gross Flight Path (demonstrated) performance is the performance the operator can expect to

achieve, when the aircraft is flown to the manufacturers recommended procedures.

Net Flight Path

Net Flight Path performance represents the gross flight path performance degraded by legally

specified amount. This is a function the number of engines (0.8% for a twin engine aircraft

taking-off). Obstacle clearance calculations are based on the Net Flight Path. For enroute

engine failure (drift down procedures), climb capability is degraded by 1.1%.

Note: The net flight path begins at 35ft for dry, wet and contaminated runways .Therefore

when taking off from a wet or contaminated runway, you may only clear close in

obstacles by 15ft. care should be taken to avoid close in obstacles.

Screen Height

This is a regulatory reference height, used for take-off performance determination.

It is measured at the end of the Take-off Distance (End of the runway).

The screen height value depends on the runway condition. On dry runway it is

equal to 35 feet. On wet or contaminated runway, the screen height can be

reduced to 15 feet.

On take-off with engine failure the aircraft must be capable reaching this point at

a speed of V2.

2.2.4 CLIMB GRADIENT REQUIREMENTS

2.2.4.1 First Segment

From the beginning of the take-off flight path, 15 or 35 feet above the take-off surface (end of

TOD) to the point at which the gear is fully retracted. Regulations require that the climb

gradient be positive for a two engine aircraft, with one engine out.

2.2.4.2 Second Segment

a. From the point at which the gear is fully retracted to the altitude at which the flaps

and slats start being retracted (level-off height).

b. It is a climb phase defined with the following assumptions:

Engine failure at VEF (1 sec before V1), the remaining engine at take-off thrust

rating.

Flaps/slats take-off configuration.

Landing gear fully retracted.

Constant speed phase (V2 speed).

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c. Twin-engine aircraft must be capable of a minimum climb gradient of 2.4%, in still

air.

2.2.4.3 Third Segment (Level-off Height)

a. This is the engine-out acceleration height, which must be at least 400 AAL, however

Yemen Airways has set 1500ft as a minimum first level-off segment. The acceleration

altitude maybe higher due to obstacle clearance requirements.

b. The third segment is used to accelerate in level flight to the optimum speed, retracting

the flaps and slats to the clean configuration. The excess energy to accelerate must be

at least equivalent to that required to give a climb gradient of 1.2% (engine

inoperative).

c. The maximum acceleration altitude is limited by the 10-minute TOGA thrust

limitation.

Note: The all engine acceleration altitude is the higher off; 1500ft, the engine-out

acceleration altitude on the takeoff chart, or the requirements of the noise abatement

procedure.

2.2.4.4 Final Take-off Segment

a. This segment only exists if the thrust must be reduced to maximum continuous before

the aircraft reaches 1500 feet. It starts from the end of the third segment and ends

when the aircraft reaches 1500 feet above the take-off surface or more if required for

obstacle clearance.

b. It is defined according to the following assumptions:

One engine failure at VEF speed, the remaining engine at take-off thrust rating.

Maximum continuous thrust rating thereafter.

Clean slats/flaps configuration

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2.3 YEMEN AIRWAYS REGULATED TAKE-OFF WEIGHT CHART

The Yemen Airways Regulated Take-off Weight (RTOW) chart gives for a range of weight

and winds:

The maximum takeoff weight, or highest flexible temperature.

Take-off speeds.

Limitation code.

2.3.4 WEIGHT ENTRY CHART DESCRIPTION

The RTOW chart is based on a Weight entry chart.

Note: The takeoff weight is the sum of the weight entry and the delta weight.

2.3.2.1 Limitations Codes

Limit codes 1 – 9 detail the performance-limiting factors.

1. 1st segment

2. 2nd Segment

3. Runway length

4. Obstacle

5. Tyre speed

6. Brake energy

7. Maximum weight

8. Final take segment

9. VMU limited

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2.3.2.2 Corrections Due to Different Takeoff Conditions

Each RTOW chart is computed for a given set of conditions specified at the top of the chart

(QNH 1013, Air conditioning OFF, Anti-icing – OFF, ….). If the actual takeoff conditions

are different, pilots must apply corrections listed on the chart.

2.3.2.3 Description of the Corrections on the RTOW Chart

The corrections are presented on 4 lines

TVMC is a temperature value given per column as shown above. This is fictions value that

indicates the temperature above which speed are due to VMC limitation are VMC limited.

2.3.2.4 Minimum Speeds

Minimum V1 / VR / V2 due to VMC are provided on the bottom right side of the RTOW

chart. They are only applicable in case of speed corrections. These speeds are conservative,

they may be slightly higher than V1 / VR / V2 displayed on the take-off chart.

2.3.2.5 Operations Line-up Correction

Runway declared distances are corrected for operations line-up correction of 180°. However,

where performance limited, actual alignment allowance may be used. The following values

are based on a nose wheel steering angle of 75°.

0° Entry 90° Entry 180° Entry

TODA 0 m 10.9 m 16.5 m

TORA/ASDA 0 m 23.6 m 29.1 m

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2.3.3 SAMPLE RTOW CHART

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2.3.4 RTOW CHART DESCRIPTION

1 Aircraft Type

2 Engine Type

3 Airport Name & City Name

4 Runway Identifier

5 Program Version and Calculation Date

6 Conditions:

a. QNH – 1013.25 HpA

b. Air-Conditioning – OFF

c. Anti-icing – OFF

d. All reversers – Inoperative

e. Dry Check

7 Runway Characteristics

a. Aerodrome elevation: Elevation of airport at Aerodrome reference point.

b. Take-off Run Available (TORA)

c. ISA Temperature

d. Take-Off Distance Available (TODA)

e. Runway Slope – Average slope, minus sign means down hill. The slope is

the different in altitude between runway ends.

f. Accelerated Stop Distance Available (ASDA)

8 Obstacle Data – This is the obstacle data used for performance calculations.

Distances are calculated from end of TORA in meters and height in feet above

runway end (i.e. end of TORA).

9 Runway Surface Condition

10 EOS10

11 Slat / Flap Configurations

12 Weight reference

13 Wind

14 Temperate, limiting codes, weight, increment / descent, speeds

Grade 1 / Grade 2 (refer to 2.9.2.1)

15 Wet corrections

16 QNH corrections

17 Air Conditioning Corrections

18, 19, 20

a. Influence corrections – Refer to 2.3.2.3

b. TREF & TMAX

c. Minimum Acceleration Height / Maximum Acceleration Height

d. Limitations Codes

e. Minimum Speeds - Refer to 2.3.2.4

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2.3.5 OPTIMUM V2/VS1G

The RTOW tables are produced using a performance optimization procedure to give the best

possible take-off weight. This procedure may use improved climb performance and its

associated increase in speeds to increase take-off weight.

High Speeds - To increase maximum take-off weight or flexible temperature,

when climb, or medium to distant obstacle limited.

Low Speeds – To increase maximum take-off weight when field length limited,

close in obstacle limited, or brake or tyre speed limited. Or, when at maximum

flexible temperature (TMAX FLEX), and increased speed does not give any

benefit.

Note: At a given point on most charts (especially CONF 1+F), there is a transition from the

low-speed optimization to the high-speed optimization. The results in a large

increase in speed for a small change in weigh. This becomes quite noticeable around

190 to 200tons.

Where corrected take-off weight is in this region, consider using CONF 2 or 3 if there

is no significant loss in flex temperature. If electing to use CONF 1+F interpolation

of speeds is allowed, but not required, (speeds may be taken for the next higher

weight row).

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2.4 WET RUNWAY – CORRECTIONS FROM A DRY RUNWAY CHART

Definition - A runway is considered wet when the surface is covered with water, or

equivalent, - not exceeding 3mm - or when there is sufficient moisture on the runway surface

to cause it to appear reflective - shiny - but without significant areas of standing water.

2.4.1 THRUST REVERSERS OPERATIONAL

Where Both thrust reversers are available at the start of the take-off roll on a WET runway,

corrections are taken from the RTOW chart.

a. Maximum Takeoff Wight limited

Determine maximum take-off weight and associated speeds for a DRY runway.

Making applicable corrections (QNH, Air Conditioning & Anti-Ice).

Reduce MTOW by the Wet runway max takeoff weight decrement, first line, left

of “/”.

Reduce V speeds by the Wet runway speed correction, second line.

Check corrected speeds against minimums presented on chart.

b. Flexible Take-off

Determine flex temperature, and speeds for DRY runway, making applicable

corrections (QNH, Air conditioning & Anti-Ice).

Make Wet runway flex temperature correction, first line, right of “/”.

Reduce V speeds by the Wet runway speed correction, second line.

Check corrected speeds against minimums presented on chart. See note.

Note: When take-off is with maximum flex, make the wet runway speed correction using the

speeds corresponding to the highest weight possible with TMAX FLEX.

If the corrected speeds are higher than the speeds calculated in normal conditions

(dry runway), retain these lower speeds.

2.4.2 THRUST REVERSERS INOPERATIVE

Where One or both thrust reversers are not available for take-off on a WET runway. Two

sets of tables are presented depending whether there is a clearway available or not (i.e TODA

is greater than TORA)

a. Maximum Take-off Wight (MTOW) limited

Determine maximum take-off weight and associated speeds for a DRY runway.

Making applicable corrections (QNH, Air conditioning & Anti-Ice).

Subtract weight decrement from MTOW (next page).

Subtract speed decrement from take-off speeds (next page).


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b. Flexible Take-off

Determine flex temperature, and speeds for DRY runway, making applicable

corrections (QNH, Air conditioning & Anti-Ice).

Subtract flex decrement.

Subtract speed decrements.


NO THRUST REVERSERS OPERATING (NO CLEARWAY)

NO THRUST REVERSERS OPERATING (WITH CLEARWAY)

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2.4.3 EQUIVALENT DEPTHS

The equivalent of a wet runway is one covered with or less than:

2 mm (0.08 inch) slush.

3 mm (0.12 inch) standing water.

4 mm (0.16 inch) wet snow.

15 mm (0.59 inch) dry snow.

Under these conditions, use the normal RTOW tables with wet runway corrections.

Additional Notes

The wet runway correction is based on a screen height of 15ft (even though the net flight path

starts at 35ft), due care should be taken if close-in obstacle limited. In such circumstances

obstacles may only be cleared by as little as 15 ft in the engine-out case.

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2.5 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT & SPEEDS

a. Calculate the runway wind component (from wind graph Appendix A)

b. Enter the chart moving down the actual wind column. Reading the weight

corresponding to the actual OAT. This is your corrected Maximum Take-off Weight

c. Make corrections to the Maximum Take-off Weight for; (See flow chart, next page)

QNH (from RTOW chart)

Anti Ice ON (from the Appendix B),

Wet runway (from RTOW chart)

d. Read take-off speeds for OAT, (minus WET runway speed correction if required).

NOTE For extrapolation of MTW using Grade 1 / Grade 2 – refer to 2.9.2.1.

End procedure

NOTE Takeoff Wight is the sum of weight entry and delta weight.

2.5.1 TAKE-OFF WITH TOGA THRUST / TAKE-OFF WEIGHT IS LESS THAN

MTOW

Where the actual take-off weight is below MTOW, but a flexible take-off is not possible,

select the lower speeds of:

Speeds for the OAT, (minus WET runway speed correction if required)

Speeds associated to the Corrected Take-off Weight (minus WET runway speed

correction if required).

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2.5.2 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT & SPEEDS -

FLOW CHART

Actual wind and OAT Takeoff configuration

NO YES

NO YES

YES NO

YES NO

YES

NO

YES

NO

YES NO

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300kg

AIR COND

AND/OR ANT I

ICE

CORRECTION APPLY TEMP CORRECTION

FROM APPENDIX B.

NO SPEED CORRECTION

WET

CORRECTION

OAT ≤

TVMC ?

APPLY ∆ WEIGHT OM LINE 3 AND

∆ V1/∆ VR/∆V2 FROM LINE 4

APPLY ∆ WEIGHT F ROM LINE 1

AND ∆ V1/∆ VR/∆V2 FROM LINE 2

SPEED >

MINIMUM

SPEED (VMC

& VMU)?

QNH

CORRECTIO

APPLY ∆ TFLEX FROM LINE

3. NO BLEED CORR

APPLY ∆ WEIGHT FROM LINE

AND ∆V1/∆VR/∆V2 FROM LINE 1

MAXIMUM FLEXIBLE TAKEOFF WEIGHT

= FINAL WEIGHT

V1/VR/V2 AS CALCULATED

TOW, V1/VR/V2

FROM RTOW CHART

OAT ≤

TVMC ?

SPEED > MINIMUM

SPEED (VMC &

VMU)?

A320-233



2.5.2.1 Example of determination of MTOW and Speeds

DATA:

Sana'a: Runway 18

Surface wind: 180/10

Temperature: 30°C

QNH: 1023 HPa

Runway: Wet

Air Conditioning: ON

AI: OFF

Use CONF 1 for takeoff as weight is higher

Uncorrected data extracted from chart

WET correction MTOW

WET correction – speeds

Result

QNH correction MTOW

QNH correction – speeds

Result

AC ON correction MTOW

AC ON correction – speeds

Result

Anti-Ice correction MTOW

(from Appendix 1)

Anti-Ice correction – speeds

Final Result

CONF 1

Check that the minimum control speeds are not violated.

___________________________________________________________________________

01APR11 2.05.03

64.1

155/55/56

- 1.3

-9 / -3 / -3

62.8

146-152-153

0

0 /0 /0

62.8

146-152-153

- 1.7 -2 / -1/ -1

60.1 144-151-152

NIL (OAT > 10ºC)

NIL

60.1 144-151-152

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01APR11 2.05.04

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2.6 FLEXIBLE TAKE-OFF

a. When an aircraft takes off at a weight lower than the maximum permissible, the

aircraft can meet the required performance with reduced thrust. This is referred to

as FLEXIBLE TAKE-OFF and the reduced thrust is called FLEXIBLE TAKE-OFF

THRUST.

b. The I A E V2500-A5 engine is flat rated up to ISA+31 at sea level. The

engine is limited for mechanical reasons in this region. When above TREF the

engine is limited by EGT, and the EPR is reduced so as not to overheat the engine.

The main reason for engine wear is excessive heat, and the best way of saving the

engine is to reduce the heat. This is done by reducing EPR, using a Flexible take-

off.

c. The use of Flexible Take-off Thrust reduces thermal and mechanical stresses in

the engines while ensuring that the required level of performance is achieved. Any

amount of reduced thrust for take-off is desirable to reduce engine wear. The

greatest benefit is realized in the first 5% of thrust reduction, as this brings peak

EGT out of the most critical range, though thrust reduction in excess of 5% is still

of considerable benefit.

Note: Where the corrected flexible temperature is marginally below TREF, or within 10 degrees of TREF or OAT, consideration should be given to selecting the air- conditioning OFF or from the APU (Bleeds OFF), as this may give an increase to flexible temperature. AC OFF corrections are detailed on the RTOW chart. When not time constrained, consider using longer intersection take-off positions or full runway length, to maximize flex. Consider using maximum tail wind component on the RTOW chart to reduce take-off speeds, whenever flexible temperature will not be affected.

2.6.1 DEFINITIONS

TREF

TREF is the flat rating temperature. It is a function of pressure altitude. TOGA

must be used where calculated flex temp is below TREF.

TREF is ISA+31°C (46°C at sea level). The TREF for each airport is indicated on the RTOW chart (at the bottom of the chart).

TMAX

Maximum Outside Air Temperature (OAT) certified for take-off. Take-off with an OAT above

TMAX is prohibited. This is to ensure that the MCT limit is not exceeded. TMAX is

ISA+40°C (55°C at sea level).

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01APR11 2.06.01

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TFLEX MAX

The Maximum assumed temperature for flexible take-off. This is to ensure that the

25% thrust reduction from the full rated take-off thrust is not exceeded.

TFLEX MAX is ISA+55°C (70°C at sea level).

2.6.2 REQUIREMENTS

a. Take-off at reduced thrust is permissible only if the airplane meets all applicable

performance requirements at the planned take-off weight with the operating engines

at the thrust available for the assumed temperature.

b. Take-off at reduced thrust is allowed with any inoperative item affecting the

performance only if the associated performance shortfall has been included in the

take-off chart. Example, a specific RTOW chart produced, incorporating the

performance penalties.

c. Thrust must not be reduced by more than 25% of the full rated takeoff thrust.

d. The flexible take-off EPR cannot be lower than the Max Climb EPR at the same

flight conditions.

e. The FADEC takes the above two constraints into account to determine the flexible

EPR

The Above two constraints limit the maximum flexible temperature at ISA + 48

(63°C at seal level).

f. The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for

the final takeoff flight path computation (at ISA + 40).

g. The flexible temperature cannot be lower than the flat rating temperature, TREF*,

or the actual temperature (OAT).

Note: *TREF is a function of pressure altitude, read it on the RTOW chart (at the

bottom of the chart)..

Flex thrust must NOT be used when:

The flexible temperature is lower than the TREF or OAT.

When the runway is considered contaminated.

When Reported friction coefficient is below 0.40.

Windshear conditions.

When any device affecting performance is inoperative. And a specific RTOW

chart has not been computed for the specific MEL item. (Except for thrust

reversers).

2.6.3 FLEX TEMP - TAKE-OFF PROCEDURE

There is no change in the take-off procedure using flexible thrust take-off (refer to the table

below). In the event of an engine failure during take-off or initial climb-out, there is sufficient

thrust available at the reduced EPR setting to continue the take-off and meet all performance

requirements. However to increase the safety margin additional thrust may be selected by

advancing the thrust levers to the TOGA detent.

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01APR11 2.06.02

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Depending on environmental takeoff conditions, the following procedure is recommended:

2.6.4 DETERMINATION OF FLEXIBLE TEMPERATURE & SPEEDS

a. Before determining the flexible temperature, calculate the maximum permissible

takeoff weight (see 2.5) and ensure that the actual takeoff weight from the Load sheet

is lower than the determined maximum takeoff weight.

b. Calculate the runway wind component (from wind graph - Appendix A).

c. Enter the RTOW chart weight column, with the actual takeoff weight crossing to the

actual wind component column ( 0 WIND or HEADWIND 10 KT as appropriate) and

record the Flexible temperature (maximum flexible temperature) and Speeds for

CONF 1+ F and CONF 2. Use the configuration that gives the highest flexible

temperature.

d. Apply corrections for flexible temperature:

With Non-standard QNH (from RTOW chart).

With Anti Ice ON (from Appendix A).

With Air conditioning ON (from RTOW chart).

For Wet condition (from RTOW chart).

e. Check the corrected flexible temperature (TFLEX) is:

Less than TFLEX MAX.

Greater than OAT.

Greater than TREF.

f. Read the associated speeds.

End Procedure

Note: When applying WET and QNH corrections, for flexible temperature less than

TVMC, make flex temperature correction first line, right of “/”.

For flexible temperature more than TVMC, make flex temperature correction

bellow the firs line, right of “/”. Refer to 2.3.2.3

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01APR11 2.06.03

A320-233

PERFORMACE HANDBOOK


2.6.5 TAKE-OFF WITH TOGA THRUST, WHERE ACTUAL TOW IS LESS THAN

MAXIMUM PERMISIBLE TOW

In some cases when the actual takeoff weight is lower than the maximum permissible one but

no flexible takeoff possible (that is flexible temperature lower than TREF or OAT):

a. It is mandatory to use TOGA thrust.

b. Select the lower speeds of:

Speeds for the OAT (minus WET runway speed correction if required),

Speeds associated to the Corrected Take-off Weight (minus WET runway

speed Correction, if required).

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01APR11 2.06.04

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2.6.6 DETERMINATION OF FLEXIBLE TEMPRETURE & SPEEDS – FLOW

CHART

Actual wind and actual TO weight Takeoff Configuration

NO YES

YES

NO YES

YES NO

YES NO

NO YES

YES NO

___________________________________________________________________________

01APR11 2.06.05

TFLEX, V1/VR/V2

FROM RTOW

CHART

AIR COND

AND/OR ANT I

ICE

CORRECTION APPLY TEMP CORRECTION

FROM APPENDIX B.

NO SPEED CORRECTION

WET

CORRECTION

TFLEX≤TVM

C

?

APPLY ∆ TFLEX FR OM LINE 3 AND

∆ V1/∆ VR/∆V2 FROM LINE 4

APPLY ∆ TFLEX F ROM LINE 1

AND ∆ V1/∆ VR/∆V2 FROM LINE 2

V2 >

MINIMUM V2

(VMU)?

NO FLEXIBLE TAKEOFF

POSSIBLE. SET TOGA

RETAIN THE SPEEDS

ASSOCIATED WITH THE

MTOW, OR THE SPEED

READ IN THE CHART FOR

THE ACTUAL WEIGHT, IF

THEY ARE ALL LOWER QNH

CORRECT

IO

TFLEX <

TVMC

APPLY ∆ TFLEX FROM

LINE 3. NO BLEED

CORR

APPLY ∆ TFLEX FROM LINE 1.

NO SPEED CORR

MAXIMUM FLEXIBLE TEMPRETURE

=

V1/VR/V2 AS CALCULATED

CHECK THAT FINAL TEMRETURE IS GREATEFR THAN

TREF AND OAT

A320-233



2.6.6.1 Example of determination of Flexible Temperature and Speeds

DATA: DRY RWY

Sana'a: Runway 18

Actual; Takeoff weight: 60,000 kg


Temperature: 28°C

QNH: 1023 HPa

Runway: Dry


AI: OFF

Use CONF 1 for takeoff as flexible temperature is higher (CONF 1+F=39, CONF

2=37).

MTOW

T. FLX

Speed

WET correction MTOW

WET correction T.FLX


Result

QNH correction MTOW

QNH correction T.FLX


Result


AC ON correction T.FLX


Result


Anti-Ice correction T.FLX

Anti-Ice correction - speeds

Final Result

CONF 2

___________________________________________________________________________

01APR11 2.06.06

60

152/152/153 152/152/153

-1.0

-3

-11/-4/-4

59

36

141 / 148 / 149

0

0

0 / 0 / 0

59

36

141 / 148 / 149

-1.8

-5

-1 / -1 / -1

57.2

31

140 / 147 / 148

0

0

0 / 0 / 0

57.2

40

136 / 136 / 140

A320-233



T.FLEX: 31ºC V1 = 140 kts, Vr = 147 kts, V2 = 148 kts

Check T FLEX ≤ T FLEX MAX

> OAT

> TREF

2.6.6.2 Example of determination of Flexible Temperature and Speeds

DATA: WET RWY

Sana'a: Runway 18

Actual; Takeoff weight: 180,000 kg


Temperature: 18°C

QNH: 1023 HPa

Runway: Wet


AI: OFF

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01APR11 2.06.07

A320-233



Use CONF 2 for take-off as flexible temperature is higher

MTOW

T.FL

Speed

WET correction MTOW

WET correction T.FLX


Result

QNH correction MTOW

QNH correction T.FLX


Result


AC ON correction T.FLX


Result


Anti-Ice correction T.FLX

Anti-Ice correction – speeds

Final Result

T.FLEX: 38ºC V1 = 124 kts, Vr = 133 kts, V2 = 137 kts CONF 2

Check T FLEX ≤ T FLEX MAX

> OAT

> TREF

___________________________________________________________________________

01APR11 2.06.08

180

41

136 / 136 / 140

0

-2

-12 / -3 / -3

180

39

124 / 133 / 137

0

+1

0 / 0 / 0

180

40

124 / 133 / 137

0

-2

0 / 0 / 0

180

38

124 / 133 / 137

0

0

0 / 0 / 0

180

38

124 / 133 / 137

A320-233



2.7 CONTAMINATED PERFORMANCE

2.7.1 DEFINITIONS

Refer to 2.1.2 in this Handbook

2.7.1.1 Equivalent Depths

a. The equivalent of a wet runway is one covered with or less than:

2 mm (0.08 inch) slush.

3 mm (0.12 inch) standing water.

4 mm (0.16 inch) wet snow.

15 mm (0.59 inch) dry snow.

b. Under these conditions, use the normal RTOW tables with wet runway corrections.

Equivalence between depth of slush and snow has been defined:

12.7 mm (1/2 inch) wet snow is equivalent to 6.3 mm (1/4 inch) slush.

25.4 mm (1 inch) wet snow is equivalent to 12.7 mm (1/2) slush.

50.8 mm (2 inches) dry snow is equivalent 6.3 mm (1/4 inch) slush.

101.6 mm (4 inch) dry snow is equivalent t0 12.7 mm (1/2 inch) slush.

c. Under these conditions, use the contaminant RTOW chart for ¼ Slush.

NOTE: For operations from contaminated runway refer to Ops Manual Part C

section 2.5

2.7.2 GENERAL

a. Contaminant takeoff charts are stored in dispatch for most destination airports. Where

contaminant performance is not available, apply FCOM PER-TOF-CTA procedures.

b. Take-off in slush depths greater than one half inch (13mm) are not approved due to

possible damage as a result of slush impingement on the airplane structure.

2.7.3 BASIS OF YEMENIA CONTAMINATED RTOW CHARTS

a. The RTOW tables for contaminated runways are based on Certified Flight Manual

data and covers both stopping from the critical speed V1 with one engine inoperative

and with two engines operating. Continued take-off is based on achieving a screen

height of at least 15 feet by the end of the runway.

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01APR11 2.07.01

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b. The data is based on:

• The contaminant is a layer of uniform depth and density over the entire length

of the runway. There is reduced friction due to surface contamination

• Anti-skid, spoilers, and reverser thrust are operational and ON.

• There is increased drag due to the rolling resistance of the wheels

• There is increased drag due to spray on the airframe and gears

• One engine with reverse thrust for deceleration

• Performance benefit of ‘Clearway’ NOT accounted for

• Maximum thrust is used for takeoff

2.7.4 CROSSWIND

2.7.4.1 Operations from Dry, Damp or Wet Runways

The following crosswind recommendations apply on dry, damp, or wet runways. (Refer to

2.1.2 in this Handbook for Runway Conditions definitions).

A risk of hydroplaning exists if the runway is covered with rubber deposits and if the runway

is not grooved.

Maximum Takeoff Crosswind Limitation : 38 KT (Refer to AFM PERF-GEN pg 2)

2.7.4.2 Operations from Fluid Contaminated Runways

To optimize directional control during the low speed phase of the take-off and landing roll

and to take due consideration of the braking action given by the control tower, it is not

recommended to take off or to land with a crosswind component higher than :

* This is the maximum crosswind demonstrated for dry, damp and wet runway

**Equivalent runway condition (only valid for maximum crosswind determination)

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01APR11 2.07.02

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2.7.5 EQUIVALENT RUNWAY CONDITION

1 : Dry, damp or wet runway (less than 2mm water depth)

2 : Runway covered with slush.

3 : Runway covered with dry snow.

4 : Runway covered with standing water with risk of hydroplaning or wet snow.

5 : Icy runway or high risk of hydroplaning.

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01APR11 2.07.04

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2.8 AIRPORT DATA & EOSID’s

2.8.1 OBSTACLE DATA

a. The obstacles analyzed in the RTOW chart are those positioned in the take-off flight

path as defined by the ICAO cone. This satisfies YCAR Ops takeoff cone

requirements.

b. The cone is defined as starting with a half width of 90 meters at the end of the Take-

off Distance Available (TODA), and expanding at 0.125 times the distance from the

end of the TODA to a maximum half width of 900 meters.

Note: Refer to Appendix C for the list of EOSID in the Yemen Airways network.

2.8.2 FLIGHT PATH WITH ENGINE FAILURE AT VEF

a. When an engine failure occurs during takeoff, the obstacle clearance is based on the

“Engine-Out Standard Instrument Departure (EOSID)” or “Special EOSID”.

b. Engine failure procedures are based on engine failure at VEF (1 sec before V1) (or

after, but before initial turn on to SID), to avoid obstacles that have not been

considered in the analysis, and which would reduce the Regulated Take-off Weight,

or flex temperature if they were to be considered.

c. If engine failure occurs after initial turn onto SID, continue following the SID. At

airfields where such performance is not guaranteed, a SID specific decision point

procedure is developed.

d. If the engine out missed approach does not satisfy the constraints of the published

missed approach (gradient/height restrictions… refer to 3.5 in this Handbook). The

EOSID should be followed. If the EOSID is ‘standard’, do not turn until passing the

far end of the runway.

e. The heights of obstructions are modified to reflect climb gradient loss due to banking.

No gradient degradation is applied to a turn with a magnetic heading change less than

15°.

f. The procedures provide a min terrain clearance of 35ft in level flight, and 50ft during

a turn.

g. It is imperative that the turn be commenced at the proper time, distance or location as

specified in the instruction for each turn procedure. Turning too early, with the

subsequent reduction in the climb gradient, may well leave no clearance over close-in

obstacles in the vicinity of the airfield, and turning too late may take the aircraft

outside the area over which the terrain clearance performance has been calculated.

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01APR11 2.08.01

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2.8.3 ENGINE FAILURE IN VMC CONDITIONS

a. Provided terrain clearance is not in doubt, and airplane weight and climb performance

are adequate, the pilot may:

• Accept radar vectoring by ATC

• Follow the departure route

• Remain visually in the vicinity of the airfield

b. If unable to assure the above conditions, the published EOSID or special EOSID

should be adopted.

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01APR11 2.08.02

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2.8.4 EOSID WORDING ABBREVIATIONS

Common abbreviations used in EOSID's and Special EOSID's:

LT Left Turn

RT Right Turn

ITCPT Intercept

PRCD Proceed

ABM Abeam

INBD Inbound (Outbound will not be written explicitly)

HDG Heading, Magnetic course with three digits

Track True courseabove ground with three digits

DANAK Waypoint as published in AIP. Usually accompanied

by a distance and radial information to a Navaid.

"SAA" 115.1 Navaid in inverted commas, always followed by the

"FR" 297 frequency with maximum one decimal Distance (NM)

15 DME from DME facility. No decimal

8.5 DME is shown if zero. Always followed by the Navaid with

frequency.

R 010 Radial information with three digits. Always followed

by the Navaid with frequency.

15 DME R 010 Combination of the above two pieces of information,

the DME information is provided first

QDM 345 Magnetic course towards the Navaid following this

information.

QDR 020 Magnetic course from the Navaid following this

information. Always three digits.

Enter HLDG Holding (Omitted, if so far flight path description

Hold BTN ended at a Navaid). Hold between. Holding information

if no holding fix is available and the usual holding

pattern (5NM straight, see below) can't be used.

(075 INBD,RT) Holding pattern, showing heading and turn direction

at a holding fix. Only INBD information will be

provided.

(Additional Info.) Sometimes redundant additional information is

provided in brackets.

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01APR11 2.08.03

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2.8.5 ENGINE FAILURE SPEED SCHEDULE

a. Engine failure procedures are based on an engine failure at V1 speed. If a engine fails

during takeoff after reaching V1 speed, following climb speeds shall be maintained:

• At or below V2 speed → after liftoff follow SRS commands

• Above V2 → Maintain SRS commanded attitude or the speed reached after

Recovery.

b. The minimum speed must be at least V2

2.8.6 ACCELERATION ALTITUDE, BANK ANGLES & HOLDING PATTERN

a. The standard acceleration altitude is 1500ft. It maybe higher due to obstacle clearance

requirements, or lower due to the 10 minute TOGA thrust limitation. It is rounded up

to the nearest 100 ft.

b. Where a turn is required before reaching green dot speed, it is based on 15 degrees.

Thereafter a bank angle of 25 degrees is used.

c. The engine failure holding pattern is based on 5NM legs with a 2NM radius turn.

There is a 3 NM buffer zone of protected airspace on each side of the intended

holding track.

2.8.7 EOSID (ENGINE OUT STANDARD INSTRUMENT DEPARTURE)

a. Climb straight ahead on runway track, until the acceleration altitude is attained.

b. Level off for flap/slat retraction, accelerate, and at the same time start a 15° banked

turn to the navigation aid specified in the EOSID.

c. Accelerate in level flight to green dot speed, which may be achieved prior to or after

reaching the NAVAID.

d. After flap/slat retraction, climb with MCT to desired altitude, continuing to follow

EOSID. Don’t stop climbing until completing at least one round in holding.

On the RTOW chart, the acceleration altitude, NAVAID and holding pattern together with the

word EOSID is provided.

Notes:

The EOSID guarantees obstacle clearance over the whole flight path, provided the

airplane continues climbing after flap/slat retraction for at least one round in the

holding pattern.

The Commander has to decide the safe altitude where climb will be finished for

further actions. The minimum levels or altitudes of the standard holding patterns as

shown on Instrument charts are valid only for ALL engines operating.

___________________________________________________________________________

01APR11 2.08.04

A320-233



Maximum continuous thrust (MCT) must be set after 10 minutes takeoff thrust

application, however may be used earlier but never before flap retraction is

completed.

2.8.7.1 Example: EOSID

(Based on sea level airport)

EOSID: LT 'FIX' 113.3 (270 INBD, RT)

Acceleration Altitude 1600 ft

EOSID Flight Path

___________________________________________________________________________

01APR11 2.08.05

A320-233



Obstacle clearance is assured within the shaded area.

Explanation:

Climb straight ahead on runway track until reaching acceleration altitude 1600

ft,

Level off for flaps/slats retraction, accelerate to green dot speed and at the same

time, make a left turn with 15º bank to the navaid “FIX” 113.3.

Enter the holding pattern (270 INBD Right turn).

2.8.8 SPECIAL EOSID

a. Where a straight-out climb to the acceleration altitude does not provide obstacle

clearance, a Special ESOID will be defined. Unless otherwise specified, this

procedure does not affect the assumed climb technique but presents specific

navigational information. Therefore:

Climb straight ahead on runway track, until the time, height or location

specified for the start of the turn is reached.

At acceleration altitude, level off for flap/slat retraction and accelerate to green

dot speed.

After flap/slat retraction, climb with MCT to desired altitude, continuing to

follow Special EOSID.

b. On the RTOW chart, the acceleration altitude, NAVAID(s) and holding pattern

together with the word Special EOSID is provided.

Notes

The Special EOSID guarantees obstacle clearance over the whole flight path,

provided the airplane continues climbing after flap/slat retraction for at least one

round in the holding pattern.

The Commander has to decide the safe altitude where climb will be finished for

further actions. The minimum levels or altitudes of the standard holding patterns as

shown on Instrument charts are valid only for ALL engines operating.

Maximum continuous thrust (MCT) should be set after 10 minutes takeoff thrust

application, however may be used earlier but never before flap retraction is

completed.

2.8.8.1 Example: Special EOSID

EOSID: At 3 DME 'FOX' 116.2 (600 ft QNH), RT to ITCPT R 270 'FOX' 116.2

When passing 1900 ft QNH, LT to 'FD' 350 (287 INBD, RT)

Acceleration Altitude 1500 ft QNH

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01APR11 2.08.06

A320-233



Explanation:

This Special; EOSID describes the following flight path:

At 3 DME from the navigation aid “FOX” 116.2, (or 600 ft QNH if DME “FOX” is

Inoperative), make a right turn and intercept the radial 270 from navaid “FOX” 116.2. Climb

on R270 until reaching the acceleration altitude 1500 ft QNH and accelerate for flap/slat

retraction to green dot speed.

After flap slat retraction continue climb with MCT. When passing 1900ft QNH left turn to the

navaid “FD” 350. Enter the holding pattern (3287 INBD”, RT) appropriate to the navigation

aid “FD” 350 using standard entry and holding procedures. Continue climb to desired altitude

for further action.

Obstacle clearance is assured within the shaded area.

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01APR11 2.08.07

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01APR11 2.08.08

A320-233



2.9 INTERPOLATION & EXTRAPOLATION

a. Interpolation is allowed between consecutive lines and/or columns to determine an

accurate take-off weight, however a conservative weight may be extracted by using

the next highest weight and/or the more limiting wind component.

b. For weights lower that the lowest presented weight on the RTOW chart, take-off

speeds are not to be extrapolated. i.e. read speeds for the lowest presented weight.

2.9.1 INTERPOLATION

Example: To interpolate to find the MTOW for an OAT of 30°C,

Interpolation of Wight

Weight Temperature

77.0 25°C

74.2 49°C

Difference in temperature is: 49 – 25 = 24°C

Difference in weight is: 77.0 – 74.1 = 2,900 kg

The unit change in weight per 1°C is: 2,900 ÷ 24 = 120.8 kg/°C

30°C is 19°C below 49°C

With a delta weight of 120.8 kg/°C

19 °C represents 120.8 x 19 = 2295.2 kg

Adding this on to the weight value for 49°C

74,200 + 2295.2 = 76,495 kg

Maximum performance limiting take-off weight @ 30°C is 76,495 kg

___________________________________________________________________________

01APR11 2.09.01

A320-233



2.9.2 EXTRAPOLATION OF MAXIMUM TAKE-OFF WEIGHT

In some cases, it may happen that the first temperature value (displayed for the highest weight

entry) is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid

unnecessary weight penalties (especially MEL penalties). Use the Grade 1/Grade 2 gradients

provided at the bottom of the corresponding column.

2.9.2.1 Correction to Weight

Grad 1/Grade 2 are gradients provided for both sides of the flat rating temperature (TREF).

Grade 1 applies to temperature bellow TREF and Grade 2 applies above TREF.

Procedure

Read the lowest temperature in the appropriate wind column. (Lowest temperature equates

to highest mass entry). Depending on the OAT, TREF, and “lowest temperature”, use one of the following 3

procedures. a. Lowest temperature and OAT are above TREF

Obtain mass increment by multiplying Grad 2 by the difference in temperature between OAT

and the lowest temperature.

Add this mass increment to the maximum take-off weight calculated for the lowest

temperature in the chart.

b. Lowest temperature and OAT are below TREF

Obtain mass increment by multiplying Grad 1 by the difference in temperature between OAT

and the lowest temperature.

Add this mass increment to the maximum take-off weight calculated for the lowest

temperature.

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01APR11 2.09.02

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c. Lowest temperature is above TREF, and OAT is below TREF

The weight increment is calculated in two steps.

Multiply Grad 2 by the temperature difference between the lowest temperature

and TREF.

Multiply Grad 1 by the temperature difference between TREF & OAT.

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01APR11 2.09.03

A320-233




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01APR11 2.09.04

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3. LANDING PERFORMANCE

3.1 DEFINITIONS

ACTUAL LANDING DISTANCE – DRY

The distance measured between a point 50 feet above the runway threshold and the point

where the aircraft comes to a complete stop.

Based on VAPP and VLS (1.23VS1G), with ground spoilers and antiskid operating, assuming

maximum pilot braking, and no reverse thrust.

REQUIRED LANDING DISTANCE – DRY

The Required Landing Distance is the Actual Landing Distance divided by 0.6, assuming the

surface is dry.

REQUIRED LANDING DISTANCE – WET

The Required Landing Distance – Wet, is the Required Landing Distance - Dry multiplied by

a factor of 1.15.

REQUIRED LANDING DISTANCE – CONTAMINATED

The Required Landing Distance – Contaminated, is at least the greater of the Required

Landing Distance – Wet, and 115% of the Actual Landing Distance – Contaminated.

NOTE:

Use of reverse thrust significantly reduces stopping distances on wet and

contaminated runways. The affect of reverse thrust on a dry runway is in the region of

2% at sea level.

3.2 BASIS OF LANDING WEIGHT DATA

The certification rules require that the landing weight must not exceed:

a. The landing weight determined by runway length requirements. This is referred to as

the Landing Weight (Field Length Limit).

b. The landing weight determined by climb gradient requirements in the approach and

landing configuration. This is referred to as the Landing Weight (Approach Climb

Limit).

c. Design structural limits.

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3.2.1 REGULATORY REQUIREMENTS (YCAR-OPS 1.510, 1.515, 1.520)

3.2.1.1 Landing Weight – Field Length Limit

a. YCAR Ops establishes two considerations in determining the maximum permissible

Landing Field Length Limit). The landing weight used for flight planning purposes

will not exceed:

i. The still air landing weight most favorable runway (longest runway).

ii. The landing weight taking into account the forecast wind on shorter runways,

where due to anticipated conditions (wind direction, ATC or noise abatement

procedures) such a runway may be in use.

b. The allowable landing weight on the shorter runway is limited to the still air landing

weight on the longest runway.

c. Where an operator is unable to comply with point (i) above… For a destination

aerodrome having a single runway, where landing depends upon a specified wind

component, an aeroplane may be dispatched if (two) 2 alternate aerodromes are

designated which permit full compliance.

d. Where an operator is unable to comply with point (ii) above… For a destination

aerodrome, the aeroplane may be dispatched if an alternate aerodrome is designated

which permits full compliance.

3.2.1.2 Landing Weight - Approach Climb Limit

a. “For instrument approaches with a missed approach gradient greater than 2.5% an

operator shall verify that the expected landing weight of the aeroplane allows a

missed approach with a climb gradient equal to or greater than the applicable missed

approach gradient in the one engine inoperative missed approach configuration and

speed.”

b. “For instrument approaches with decision heights below 200 ft, an operator must

verify that the expected landing weight of the aeroplane allows a missed approach

gradient of climb, with the critical engine failed and with the speed and configuration

used for go-around of at least 2.5%, or the published gradient, whichever is greater.”

c. Approach Climb weight is based on missed approach configuration, gear up, and

TOGA thrust.

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3.2.1.3 Landing weight - Landing Climb

a. Landing Climb limit is the maximum weight at which a gradient capability of 3.2%

can be achieved under the following configuration: landing flaps, gear down, both

engines at maximum go-around thrust.

Landing flaps

Gear down

Both engines at maximum go-around thrust.

This is never limiting on a twin engine jet aircraft.

3.2.1.4 Overweight Landing Requirements (JAR 25.1001 Subpart A)

In exceptional conditions, an immediate landing at a weight above the Maximum landing

weight is permitted, provided the pilot follows the abnormal overweight landing procedure.

The approach speed may be increased to 1.4 VS1G to improve the approach climb.

“The aeroplane meets the climb requirements of approach Climb gradient (2.1%) and

landing climb gradient at maximum takeoff-weight, less the actual or computed weight of the

fuel necessary for a 15 minute flight comprised of a takeoff, go-around, and landing at the

airport of departure”

3.3 YEMEN AIRWAYS LANDING WEIGHT PRESENTATION

The landing data is presented in TEMP ENTRY for landing configuration, CONF 3 and

CONF FULL and a range of winds:

a. The maximum landing weight (function of field length and approach climb).

b. Approach speed (used to calculate the maximum landing weight)

c. Limiting code

d. Required landing distance with medium autobrake (ALD) and maximum pedal

braking (RLD).

e. Corrections for the influence of WET condition, QNH and Air-conditioning.

f. VFA speed correction.

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3.3.1 RTOW LANDING DATA IS BASED ON THE FOLLOWING ASSUMPTIONS:

a. In the missed approach configuration, to maintain a 2.1% gradient in the engine out

scenario.

b. In the landing configuration, to maintain a 3.2% gradient in the all engine operating

scenario.

c. VLS+5 Final Approach Speed (VFA), and Go-Around

d. Air-conditioning OFF

e. Anti Ice OFF

f. QNH 1013.25 HPa

g. All reversers inoperative

h. Dry runway

i. Medium Autobrake (ALD); Maximum pedal braking (RLD)

3.3.2 CHART DESCRIPTION

LANDING PERFORMANCE DATA

Chart Description

3.3.3 LIMITATION CODES

Limit 1 to 6 detail the landing performance limitation codes.

1 Max structural Weight

2 Landing Distance

3 Approach Climb

4 Landing Climb (never limiting)

5 Tire Speed

6 Brake Energy

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01APR11 3.01.04

CONF FULL

HEAD WIND

10 KT

66 145 3

1485 / 2474

Landing Confg

Wind

Max Landing

Distance - ALD

Limit Code

Final Approach

Speed

Max Landing

Distance - RLD

Max Landing

Weight

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3.3.4 LANDING CHART DESCRIPTION

1. Aircraft Type

2. Engine Type

3. a. Airport Name

b. City Name

c. Runway Identifier

d. Airport Elevation

e. ISA Condition

f. Runway Slope

4. Program Version and Calculation Data

5. Conditions

a. QNH – 1013.25 HPa

b. Air-Conditioning - OFF

c. Anti-Icing - OFF

d. All Reversers - Inoperative

6. EOSID (if applicable)

7. Runway Condition

8. Landing Configuration

9. Temperature Reference

10. Wind

11. a. MLW

b. Final Approach Speed

c. Limit Code

d. Maximum Landing Distance - ALD

e. Maximum Landing Distance - RLD

12, 13 Wet Corrections

14. QNH Corrections

15. Air-Conditioning Correction

16. VFA Correction – For landing weight less than the calculated figures

17. ALD / RLD

18. Delta Weight Corrections

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3.3.5 LANDING CHART

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3.4 CALCULATION OF MAXIMUM LANDING WEIGHT

3.4.1 LANDING CHART

Landing data takes in to account both field length, and 2.1% Approach Climb limitation.

3.4.1.1 Determination of Maximum Landing Weight – Flow Chart

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01APR11 3.01.07

LANDING PERFORMANC EFLOW CHART

Based on: QNH

Air Conditioning OFF

Anti-ice OFF

All Reversers Inoperative

Runway Dry

Landing Distance (ALD/RLD).

Enter the chart with OAT: Read Maximum Landing Weight

Final Approach Speed

Limiting Code

Landing Distance (ALD/RLD)

Wet Correction

Using WET influence correction: Subtract wet correction from the MLW

Pressure Correction

Use the QNH influence correction: Subtract or add weight correction to the MLW

Air Conditioning

Use the Air Conditioning influence: Subtract weight correction

with Air Conditioning on

VFA Speed Corrections

Make the required VFA speed corrections in accordance

with actual landing weight

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3.5 ENGINE-OUT MISSED APPROACH (EOMA)

a. The published missed approach is the preferable procedure to fly in the event of

missed approach. The following paragraphs define a procedure to allow the pilot

decide whether the constraints of the published missed approach are met in the single

engine scenario.

b. The standard published missed approach is based on a climb gradient of 2.5% to a

specified final altitude. It does not include a level off segment for acceleration and

clean up. TOGA thrust is available for 10 minutes, and the aircraft must level off and

clean up within these 10 minutes).

c. To follow the published missed approach, the following criteria must be met:

• Below maximum structural landing weight (66,000kg)

• Published missed approach does not have a climb gradient greater than 2.5%

• There are no positional constraints. i.e. must reach altitude X by position Y.

d. The EOSID must be used whenever:

• Any one of the above criteria are not met.

• Whenever the commander has doubt about the aircrafts climb performance.

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3.6 CONTAMINATED PERFORMANCE – LANDING

NOTE For landing on a contaminated runway also refer to Operations Manual Part C

Section 2.5

a. Required Landing Distance on a contaminated runway is the greater of:

1.15 times the actual landing distance for the contaminant

Required Landing Distance Wet

b. Required Contaminated Landing Distances are detailed under Appendix D (Refer to

definitions of contaminated runways under 2.1.2).

c. When landing on a contaminated runway ensure:

Crosswind limitations are observed.

Approach at normal speed.

Use maximum reverse thrust as soon as possible after touchdown.

Apply brakes normally with steady pressure.

Maintain directional control with the rudder as long as possible.

d. The presence of fluid contaminants (standing water, slush or loose) on a runway

adversely affects the braking performance (stopping force) by:

Reduces the friction force between the tires and the runway surface.

Based on:

- Tire tread condition (wear), and pressure

- Type of runway surface

Creating a fluid layer between the tires and the runway surface, thus

reducing contact area, and increases the risk of hydroplaning.

e. The presence of fluid contaminants also positively contributes to the stopping force

by:

Resisting the wheels forward movement (displacement drag).

Creating a spray pattern that strikes the landing gear and airframe

(impingement drag).

3.6.1 LANDING ON SLIPPERY RUNWAYS

If µ is less than 0.20 treat the runway as a slippery. Landing on a slippery runway is not

approved.

3.6.2 LANDING ON ICY RUNWAYS Not approved

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3.6.3 AUTOMATIC LANDING

a. Regulation defines the required landing distance for automatic landing as the actual

landing distance in automatic landing multiplied by 1.15. This distance must be

retained for automatic landing whenever it is greater than the required landing

distance in manual mode.

For automatic landing, use the same required landing distances and corrections as for manual

landing (except as defined under "a" above).

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4. TAKE OFF & LANDING WITH SYSTEM FAILURES

4.1 TAKEOFF

Takeoff charts taking into account MEL items (non-standard RTOW charts) can be

produced by Flight Operations Engineering. These will be issued when required and

are valid only for the duration of the intended flight. Therefore, any non-standard

RTOW charts brought onboard the aircraft should be removed by the crew at the end

of the flight.

IF an MEL item affecting performance occurs away from base, corrections to the

Maximum Takeoff Weight and Speeds may be obtained from the MEL. If

communication with Dispatch is possible (especially at performance limiting airfield),

a specific non-standard RTOW chart can be sent. However additional delays should

not be incurred while awaiting charts, and the aircraft may be dispatched by making

the appropriate corrections from the MEL.

4.2 LANDING

a. For landing gear MEL failures, generic landing distance tables are presented on page

-----. Either flap setting may be used provided the approach climb gradient

requirements are met in the Approach Climb configuration.

In an emergency it is allowable to land on runways as short as the Actual Landing

Distance (no failure) multiplied by a landing distance coefficient associated with the

failure.

b. Actual landing distances (with no failures) are detailed in (FCOM PER – LDG -

DIS\ILD). Make corrections to approach speed and actual landing distance for system

failures from FCOM PRO-ABN-80 Refer to Appendix D.

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5. CRUISE PERFORMANCE

5.1 OPTIMUM, MAXIMUM & BUFFET ALTITUDE TABLES

a. Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram

(pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA. Optimum

altitude, altitude capability and 1.3g & 1.4g buffet margin altitudes are provided for

speeds of Mach 0.78 & Long Range and for various ISA deviations (see next page).

The altitude capability takes into account a 2% performance degradation. The altitude

capability is the lowest altitude based on:

i. The ability to maintain the cruise speed at Cruise Thrust.

ii. The ability to maintain a vertical speed of 300 ft/min at the cruise speed and

at Max Climb Thrust.

b. For temperatures of ISA + 15°C and below the altitude capability is limited by the

Max Climb Thrust, and the actual thrust requirement to maintain cruise speed is

generally less than the Max Cruise Thrust limit. However, for temperatures greater

than ISA + 15°C, the altitude capability is limited by Max Cruise Thrust, thus the

ability to maintain speed or cruise level close to max altitude is very sensitive to

temperature variations.

5.1.1 OPTIMUM MAXIMUM & BUFFET ALTITUDE TABLES

Based on 2% performance degradation, CG of 33%, normal air-conditioning, & anti-ice OFF

Mach .78

Optimum altitude & Capability altitudes (Ref. PEP IFP Module)

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5.1.2 RATE OF CLIMB TABLE

As a rule of thumb: Ground Speed x Grad % = Ft/min

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APPENDIX A – WIND COMPONENT GRAPH

Wind Component Graph

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APPENDIX B – EFFECT ON QNH, BLEED AND ANTI-ICE

NOTE: * Corrections valid for OAT < 10 degree C

For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF

QNH FOR HIGH ALTITUDE OPERATIONS .

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APPENDIX D – LANDING PERFORMANCE

1. ACTUAL LANDING DISTANCE

a. Configuration Full

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b. Configuration 3

2. REQUIRED LANDING DISTANCE

a. Manual Landing

Corrections on Landing Distance:

Wind : per 10 kt tailwind adds 18%.

No Correction for headwind due to wind correction on approach speed.

Airport Elevation : per 1000 ft above seal level add 3%.

Forward CG : add 2%

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3. MANUAL LANDING WITH AUTOBARAKE

a. Configuration Full

b. Configuration 3

Note: 1. Max mode is not recommended for landing

2. Per 5 knot speed increment (and no failure) add 8% (all runways)

3. No correction for headwind due to correction on approach speed.

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