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PERFORMANCE (EFB) Flashcards

1
Q

PERFORMANCE (EFB)

TAKEOFF
TAKEOFF PERFORMANCE OPTIMIZATION

The takeoff performance optimization is the process which aims at obtaining:

A

‐ The maximum performance limited takeoff weight (MTOW (perf))
‐ The optimum takeoff thrust for a given weight.

The takeoff performance is optimized for a given runway, the associated obstacles, the flaps setting, the prevailing outside conditions (temperature, wind, and QNH) and the aircraft status.

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2
Q

PERFORMANCE (EFB)

TAKEOFF
TAKEOFF PERFORMANCE OPTIMIZATION

The takeoff performance parameters are:

A

‐ The characteristics of the runway
- The regulatory requirements
- The line up distances as applicable
- The outside conditions
- The aircraft configuration
- The aircraft status
- The takeoff speeds

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3
Q

PERFORMANCE (EFB)

TAKEOFF
TAKEOFF PERFORMANCE OPTIMIZATION

The following parameters can be optimized:

A
  • Aerodynamics configuration
  • Air conditioning
  • Thrust setting
  • Takeoff speeds

Among the takeoff performance parameters that can be optimized, the takeoff speeds optimization has the largest potential for gain of takeoff weight

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4
Q

PERFORMANCE (EFB)

TAKEOFF
THRUST OPTIONS TAKEOFF AT MAXIMUM THRUST

TOGA THRUST

definition & limitation

A

TOGA is the maximum thrust certified for takeoff.
When all engines are operative, the TOGA thrust rating must not be used more than 5 min. In the case of one engine out, the TOGA thrust rating may be used for a maximum of 10 min.

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5
Q

PERFORMANCE (EFB)

TAKEOFF
THRUST OPTIONS TAKEOFF AT MAXIMUM THRUST

The flight crew must use TOGA thrust for takeoff if at least one of the following conditions applies:

A
  • Maximum power is required
  • Performance reasons
  • Flexible takeoff and derated takeoff are not permitted.
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6
Q

PERFORMANCE (EFB)

TAKEOFF
THRUST OPTIONS TAKEOFF AT MAXIMUM THRUST

The flight crew must use TOGA thrust for takeoff if at least one of the following conditions applies:

A
  • Maximum power is required
  • Performance reasons
  • Flexible takeoff and derated takeoff are not permitted.
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7
Q

Two categories of takeoff at reduced thrust exist:
The use of flexible temperature concept referred to as flexible takeoff
The use of a fixed derated thrust level referred to as derated takeoff.
WHY?

A

The actual takeoff weight of the aircraft is often lower than the maximum regulatory takeoff weight. In
this case, it may be possible to takeoff at a thrust less than the maximum takeoff thrust. This allows
to increase the engine life, improve the engine reliability and reduce the maintenance costs.

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8
Q

PERFORMANCE (EFB)
TAKEOFF
THRUST OPTIONS FLEXIBLE AND DERATED TAKEOFF

Flexible Takeoff
FLEXIBLE TAKEOFF DEFINITION

A

When the actual takeoff weight is lower than the maximum performance limited takeoff weight, the
aircraft may comply with the regulatory requirements with a reduced thrust, called flexible takeoff
thrust.
This takeoff operation is the FLEX takeoff.

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9
Q

PERFORMANCE (EFB)
TAKEOFF
THRUST OPTIONS FLEXIBLE AND DERATED TAKEOFF FLEXIBLE TAKEOFF PRINCIPLE

A

The FLEX takeoff principle is based on the change in maximum available thrust with OAT.
The maximum performance limited takeoff weight depends on the maximum available takeoff thrust, therefore it is possible to determine a temperature at which the actual takeoff weight would be limited by performance.
This temperature is referred to as TFLEX (Flex Temperature).

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10
Q

PERFORMANCE (EFB)
TAKEOFF
THRUST OPTIONS FLEXIBLE AND DERATED TAKEOFF FLEXIBLE TAKEOFF LIMITATIONS

A

TFLEX cannot be:
Higher than TMAXFLEX.
Lower than the flat rating temperature (TREF).
Lower than the actual OAT.
FLEX takeoff is not permitted on contaminated runways.
Some items listed in the MEL and CDL do not permit a flexible takeoff.

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11
Q

RUNWAY CONDITIONS TAKEOFF ON DRY RUNWAY
A runway is dry when its surface is:

A

Free of visible moisture
Not contaminated.

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12
Q

TAKEOFF
RUNWAY CONDITIONS TAKEOFF ON DRY RUNWAY
PERFORMANCE CALCULATION
Takeoff performance is calculated without the benefit of

A

thrust reversers, as per regulation. Flexible takeoff and derated takeoff are allowed for a takeoff from a dry runway.

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13
Q

TAKEOFF
RUNWAY CONDITIONS TAKEOFF ON DRY RUNWAY
PERFORMANCE CALCULATION
Takeoff performance on a wet runway can be calculated with the benefit

A

of thrust reversers. However, it is not allowed to take off at a weight higher than the weight on dry runway.

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14
Q

RUNWAY CONDITIONS - TAKEOFF ON WET RUNWAYS
A runway is considered as wet, when

A

the surface is covered by any visible moisture or water up to and including 3 mm (1/8 in) depth. When the water film does not exceed 3 mm (1/8 in), there is no significant danger of hydroplaning.

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15
Q

RUNWAY CONDITIONS - TAKEOFF ON WET RUNWAYS
A damp runway is considered

A

wet, regardless of whether or not the surface has a shiny appearance.
2. A runway is considered slippery wet when a significant portion of its surface does not comply with the applicable minimum friction criteria.

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16
Q

PERFORMANCE (EFB)
TAKEOFF
RUNWAY CONDITIONS TAKEOFF ON CONTAMINATED RUNWAY
In terms of performance, a contaminated runway is

A

a runway covered by a fluid contaminant with a depth of more than 3 mm (1/8 in). The fluid contaminant can be either:
‐ Dry snow
‐ Wet snow
‐ Standing water
‐ Slush.

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17
Q

PERFORMANCE (EFB)
TAKEOFF
RUNWAY CONDITIONS TAKEOFF ON CONTAMINATED RUNWAY
Fluid Contaminants reduce friction forces, and cause:

A

‐ Precipitation drag
‐ Hydroplaning.

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18
Q

PERFORMANCE (EFB)
TAKEOFF
RUNWAY CONDITIONS TAKEOFF ON CONTAMINATED RUNWAY
PERFORMANCE CALCULATION
Takeoff performance on contaminated runways can be calculated with the benefit of

A

thrust reversers. However, it is not allowed to take off at a weight higher than the weight on a dry runway.

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19
Q

PERFORMANCE (EFB)
TAKEOFF
RUNWAY CONDITIONS TAKEOFF ON CONTAMINATED RUNWAY
PERFORMANCE CALCULATION
The following assumptions are considered for the calculation:

A

‐ The contaminant covers the entire length of the runway in a layer that has a uniform depth and
density
‐ The friction coefficient is based on studies, and verified by tests
‐ The screen height at the end of the takeoff segment is 15 ft, instead of 35 ft.

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20
Q

PERFORMANCE (EFB)
TAKEOFF
TAKEOFF RECOMMENDATIONS
TAKEOFF CONFIGURATION
As a general rule, CONF 1+F gives better performance on

A

long runways (better climb gradient), whereas CONF 3 gives better performance on short runways (shorter takeoff distances).
In case, a compromise between climb and runway performance is requested, making CONF 2 the optimum configuration for takeoff.

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20
Q

PERFORMANCE (EFB)
TAKEOFF
TAKEOFF RECOMMENDATIONS
TAKEOFF CONFIGURATION
As a general rule, CONF 1+F gives better performance on

A

long runways (better climb gradient), whereas CONF 3 gives better performance on short runways (shorter takeoff distances).
In case, a compromise between climb and runway performance is requested, making CONF 2 the optimum configuration for takeoff.

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21
Q

PERFORMANCE (EFB)
TAKEOFF
TAKEOFF RECOMMENDATIONS
Flexible takeoff is the recommended method for takeoff at reduced thrust on dry and wet runways. The highest flexible temperature (TFLEX) extends engine life and saves maintenance costs. However, if a high TFLEX is reduced by a few degrees only,

A

the engines are not significantly affected.
The highest TFLEX will usually be obtained at the lowest flap setting. However, a higher flaps setting provides a lower decision speed (V1) and more comfort.
To extend engine life and to save maintenance costs, the use of flaps setting that provides the highest TFLEX is recommended. However, when the difference (in terms of TFLEX) between two configurations is low, the highest of both takeoff configurations is preferable.

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22
Q

ALL ENGINES OPERATIVE OPERATIONS CLIMB
The “Maximum Climb” thrust rating is

A

maximum thrust approved for normal climb.
The FADEC commands this rating when the thrust lever is on the CL detent and the flight crew has selected CLB in the CLB THR list of the FMS ACTIVE/PERF page.

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23
Q

ALL ENGINES OPERATIVE OPERATIONS CRUISE
The Cost index (CI) is defined as

A

ratio between Cost of Time per time unit (CT) and Cost of Fuel per mass unit (CF).
The CI value is expressed in kilograms per minute (kg/min)
The purpose of the CI concept is to reduce Direct Operating Costs (DOC).

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24
Q

ALL ENGINES OPERATIVE OPERATIONS CRUISE
The Cost index (CI) is defined as

A

ratio between Cost of Time per time unit (CT) and Cost of Fuel per mass unit (CF).
The CI value is expressed in kilograms per minute (kg/min)

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25
Q

ALL ENGINES OPERATIVE OPERATIONS CRUISE
The purpose of the CI concept is to

A

reduce Direct Operating Costs (DOC).

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26
Q

ECONOMIC MACH NUMBER (ECON MACH)
For a given CI, ECON Mach is defined as

A

the Mach for which DOC are minimum

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27
Q

LONG RANGE CRUISE SPEED (LRC)
The Long Range Cruise speed (LRC) is defined as

A

the Mach number for which the specific range is
equal to 99 % of the maximum specific range.

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28
Q

ALL ENGINES OPERATIVE OPERATIONS CRUISE
The optimum altitude (OPT ALT) is

A

the altitude at which the SR is maximum

29
Q

ALL ENGINES OPERATIVE OPERATIONS CRUISE
REC MAX
Maximum altitude is defined as the lower of:

A

‐ Maximum altitude at maximum cruise thrust in level flight
‐ Maximum altitude at maximum climb thrust with 300 ft/min vertical speed
‐ Maximum certified altitude
‐ 1.3 g buffet limited altitude.

30
Q

ALTITUDE OPTIMIZATION
The main contributor to any difference between OPT on the FMS and OPTIMUM ALT on the EFB is

A

the wind.
[The optimum altitude (OPT) displayed on the FMS-PERF page and the optimum altitude (OPTIMUM ALT) determined by the EFB IN-FLT PERF Cruise computation for a given Cost Index (CI) are the result of a minimum cost analysis.]

31
Q

ALL ENGINES OPERATIVE OPERATIONS DESCENT
In the case of an emergency descent, MMO/VMO is the best speed profile as

A

it gives high rate of descent, which can be increased by extending the speed brakes, if needed.

32
Q

ALL ENGINES OPERATIVE OPERATIONS HOLDING
The holding phase, when required, starts before the landing phase above the destination or alternate
airport.
In CONF CLEAN, the standard holding speed is

A

the Green dot, as it is a good approximation of the maximum endurance speed.

33
Q

ONE ENGINE INOPERATIVE OPERATIONS
For more information about One Engine Inoperative Strategies, Refer to

A

FCTM/PR-AEP-ENG Engine Failure During Cruise.

34
Q

EO MAX ALTITUDE
The FMS Engine Out Maximum (EO MAX) altitude is

A

a precomputed value, function of the aircraft gross weight and DISA, displayed on all the PERF pages if one engine is inoperative.

35
Q

EO MAX ALTITUDE
EO MAX altitude respects the following criteria:

A

‐ It can be flown with LRC speed
‐ It can be held in level flight with:
* The operating engine at “Maximum Continuous Thrust” rating
* The failed engine in windmilling
* Anti-ice OFF
‐ It can be reached before buffeting with a margin of 0.3 g
‐ It is less than the maximum certified altitude.

36
Q

LANDING PERFORMANCE CALCULATION
The landing performance calculation enables:
‐ At dispatch
‐ During flight

A

‐ At dispatch, to check that the aircraft can land at destination for the predicted conditions, in
compliance with the regulatory requirements
‐ During flight, to check that the aircraft can land at destination for the actual conditions.

37
Q

LANDING PERFORMANCE CALCULATION
LANDING PARAMETERS
The landing performance parameters are:

A

‐ The characteristics of the runway
- The regulatory requirements
- The outside conditions
- The aircraft configuration
- The aircraft status.

38
Q

LANDING PERFORMANCE CALCULATION
LANDING PARAMETERS
The following parameters can be optimized:

A

‐ Aerodynamics configuration
‐ Go-around speed.

39
Q

LANDING SPEEDS AND DISTANCES DEFINITIONS

LANDING SPEEDS

A

LOWEST SELECTABLE SPEED (VLS)

REFERENCE SPEED (VREF)

FINAL APPROACH SPEED (VAPP)

GO-AROUND SPEED

40
Q

LANDING SPEEDS AND DISTANCES DEFINITIONS
LOWEST SELECTABLE SPEED (VLS)
VLS is the lowest selectable speed. VLS is used to

A

determine the Final Approach Speed (VAPP) in normal conditions.

41
Q

REFERENCE SPEED (VREF)
VREF is equal to

A

the VLS of CONF FULL. VREF is used to determine the Final Approach Speed (VAPP) when a system failure affects the landing performance.

42
Q

FINAL APPROACH SPEED (VAPP)
VAPP is the speed of

A

the aircraft when crossing the runway threshold. The flaps/slats are in the landing configuration, and the landing gears are extended.

43
Q

GO-AROUND SPEED
In the case of a missed approach, the go-around climb gradient is calculated

A

at the go-around speed.
The standard go-around speed is 1.23 VS1G of the go-around configuration.

43
Q

GO-AROUND SPEED
In the case of a missed approach, the go-around climb gradient is calculated

A

at the go-around speed.
The standard go-around speed is 1.23 VS1G of the go-around configuration.

44
Q

GO-AROUND SPEED
go-around speed can be increased up to a maximum limit for approaches with

A

a decision height at or above 200 ft, where approach climb performance is found restrictive

45
Q

LANDING DISTANCES DEFINITIONS
REQUIRED LANDING DISTANCE
The RLD is the regulatory reference to be used for

A

dispatch landing performance computation.
The RLD is the factored certified landing distance based on:
‐ Maximum manual braking initiated immediately after main gear touchdown
‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when
reverse thrust is taken into account)
‐ Antiskid system and all ground spoilers operative
‐ The regulatory dispatch factor.

46
Q

The RLD calculation considers the effect of the

A

MEL/CDL items that affect the landing performance.

47
Q

LANDING DISTANCES DEFINITIONS
IN-FLIGHT LANDING DISTANCE
The In-Flight Landing Distance reflects

A

the performance achievable in a typical operational landing without margin.

48
Q

IN-FLIGHT LANDING DISTANCE
The In-Flight Landing Distance calculation assumes:

A

‐ An airborne phase of 7 s from threshold to touchdown
‐ In the case of manual braking: maximum manual braking initiated immediately after main gear
touchdown
‐ In the case of autobrake: normal system delays in braking activation
‐ Antiskid system and all ground spoilers operative
‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when
reverse thrust is taken into account).

49
Q

IN-FLIGHT LANDING DISTANCE
The In-Flight Landing Distance calculation considers the effect of the inoperative system(s) following:

A

‐ An MEL/CDL dispatch that affects the landing performance
‐ An in-flight failure (ECAM alert) that affects the landing performance.

50
Q

FACTORED IN-FLIGHT LANDING DISTANCE
It is recommended to apply an appropriate margin to the In-Flight Landing Distance (either determined with or without failure) in order to cover:

A

‐ The variability in flying techniques (e.g. flare execution, delay in application of the deceleration
means)
‐ Unexpected conditions at landing (e.g. real runway friction vs. reporting, turbulence, crosswind).

51
Q

FACTORED IN-FLIGHT LANDING DISTANCE
It is the airlines responsibility to define the margins (and their applicability) to apply on top of the
In-Flight Landing Distance.
The recommended margin is

A

a Factor of 1.15 on the In-Flight Landing Distance. In an emergency
situation, the flight crew may decide to disregard this margin.

52
Q

RUNWAY CONDITIONS

DRY RUNWAY
A runway is dry when its surface is:

A

‐ Free of visible moisture
‐ Not contaminated.

53
Q

RUNWAY CONDITIONS

WET RUNWAY
A runway is considered as wet, when

A

the surface is covered by any visible moisture or water up to and including 3 mm (1/8 in) depth. When the water film does not exceed 3 mm (1/8 in), there is no significant danger of hydroplaning.

54
Q

RUNWAY CONDITIONS
A damp runway is considered

A

wet, regardless of whether or not the surface has a shiny appearance.

55
Q

RUNWAY CONDITIONS
A runway is considered slippery wet when

A

a significant portion of its surface does not comply with the applicable minimum friction criteria.

56
Q

RUNWAY CONDITIONS
CONTAMINATED RUNWAY
A runway is contaminated when

A

when a significant portion (depending on the applicable regulation) of its surface is covered with:
‐ A layer of fluid contaminant not considered as thin
‐ A hard contaminant.

57
Q

DESCRIPTION OF FLUID CONTAMINANTS
In terms of performance, a contaminated runway is a runway covered by a fluid contaminant with a depth of more than 3 mm (1/8 in). The fluid contaminant can be either:

A

‐ Dry snow
‐ Wet snow
‐ Standing water
‐ Slush.

58
Q

DESCRIPTION OF HARD CONTAMINANTS
In terms of performance, a contaminated runway is a runway covered by a hard contaminant that can be either:

A

‐ Compacted snow
‐ Ice (Cold and Dry)
‐ Wet ice.

59
Q

CONTAMINATED RUNWAY
Difference between fluid & hard contaminants:

A
  • Fluid Contaminants reduce friction forces, and cause:
    ‐ Precipitation drag
    ‐ Hydroplaning.
    vs.
  • Hard contaminants only reduce friction forces.
60
Q

LANDING PERFORMANCE CALCULATION
COMPUTATION ASSUMPTIONS
The following assumptions are considered for the calculation:

A

‐ The contaminant covers the entire length of the runway
‐ For fluid contaminants, the landing distance calculation does not take credit of the
precipitation drag.

61
Q

RUNWAY CONDITIONS
RESTRICTIONS
For maximum depth of fluid contaminants, Refer to

A

EFB-LDG-30 Runway Condition Assessment Matrix for Landing.

61
Q

RUNWAY CONDITIONS
RESTRICTIONS
For maximum depth of fluid contaminants, Refer to

A

EFB-LDG-30 Runway Condition Assessment Matrix for Landing.

62
Q

DISPATCH REQUIREMENTS
REQUIREMENT ON THE LANDING DISTANCE
The Landing Distance Available (LDA) at destination must be at least equal to the

A

Required Landing Distance (RLD) for the planned landing weight.

63
Q

DISPATCH REQUIREMENTS
REQUIREMENT ON THE GO-AROUND PERFORMANCE
The go-around climb gradient must be at least equal to:

A

‐ 2.1 %
‐ The gradient published in the airport approach chart.

64
Q

DISPATCH REQUIREMENTS

DISPATCH ON DRY RUNWAY
vs.
DISPATCH ON WET RUNWAY
vs.
DISPATCH ON CONTAMINATED RUNWAY

A

Landing performance is calculated without the benefit of thrust reversers, as per regulation.

Landing performance is calculated without the benefit of thrust reversers, as per regulation.
The RLD for a wet runway is the RLD for the dry runway multiplied by 1.15.

Landing performance can be calculated with the benefit of the thrust reversers.

65
Q

DISPATCH REQUIREMENTS
DISPATCH WITH MEL OR CDL ITEM
MEL or CDL items that affect landing performance are:

A

‐ MEL items that reduce braking capabilities (brakes, spoilers, thrust reversers if applicable)
‐ MEL items that have an impact on thrust available for go-around (engine anti-ice valve stuck open)
‐ CDL items that increase aircraft drag (seals, fairings).

66
Q

IN-FLIGHT PERFORMANCE ASSESSMENT
LANDING PERFORMANCE WITHOUT IN-FLIGHT FAILURE
VAPP DETERMINATION
VAPP is calculated by

A

the FMS and is displayed on the APPR panel of the FMS PERF page.

67
Q

LANDING PERFORMANCE WITHOUT IN-FLIGHT FAILURE
The VAPP is calculated by the FMS as the maximum of:

A

‐ VMCL + 5 kt
‐ 1.23*VS1G+APPRCOR.

68
Q

VAPP DETERMINATION
APPR COR is the highest of:

A

‐ 5 kt in case of A/THR ON
‐ 5 kt in case of Ice Accretion in CONF FULL / 10 kt in case of Ice Accretion in CONF 3
‐ 1/3 Headwind component (excluding gust - maximum 15 kt).

A320/ FCOM (32 decks)

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