PERFORMANCE

COURSE OUTLINES

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TABLE OF CONTENT

COURSE START 4

INTRODUCTION 4

Basic Terminology 4

Concepts - Importance of Performance Data 4

The Atmosphere 4

Pressure Altitude 5

Density Altitude 5

QFE – QNH – Standard Altimeter Settings 6

TAKEOFF CONSIDERATIONS 6

Takeoff Speeds - Certification Requirements - Accelerate-Stop 6

Engine Inoperative Accelerate-Go 6

VMCG Minimum Control Speed on the Ground 7

V1 Takeoff Decision Speed 7

VR Rotation Speed 7

VMBE Maximum Brake Energy Speed 7

VMCA Minimum Control Speed in the Air 7

VMU Minimum Unstick Speed 7

VLOF Liftoff Speed 7

VMAXTIRE 7

V2 Speed 7

Takeoff Speeds Relations 8

Takeoff Performance Requirements 8

Takeoff Field Length 8

Field Length 8

Balanced Field Length 8

Accelerate-Go Distance 8

ASDA Accelerate-Stop Distance Available 8

TORA Takeoff Run Available 8

TODA Takeoff Distance Available 9

Clearway 9

Stopway 9

Effects of Winds 9

Effects of Runway Slope 9

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TABLE OF CONTENT
The Go Decision 10

The Stop Decision 10

Wet Runway Takeoff Performance 10

Slippery Runway Takeoff Performance 10

Contaminated Runway Takeoff Performance 10

Effects of Flaps on Takeoff Gross Weight and Field Length 10

Climb 11

Obstacle 11

CLIMB PERFORMANCE 11

Climb Gradient 11

Climb and Obstacle Limitations - Takeoff Flight Path 12

Takeoff Segments and Climb Requirements 12

Takeoff Turn Procedure 12

EN ROUTE PERFORMANCE CONSIDERATIONS 13

Optimum Altitude Considerations 13

Single-Engine Performance Considerations 13

Enroute Failure Considerations 13

Drift Down procedure 14

Diversion Airfield 14

LANDING PERFORMANCE CONSIDERATIONS 14

Structural Weight Limit 14

Approach Climb Limit 14

Landing Climb Limit 15

Landing Field Length Limit (Runway Limit) 15

Actual Landing Distance 15

Factored Landing Distance 15

Effective Runway Landing Length 15

Abnormal Landing Considerations - Wet or Slippery Runway 15

Contaminated Runway 15

SUMMARY 16

COURSE END 16

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COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current state, local and
company regulations and it is to be used for training purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take
precedence.

INTRODUCTION
2-INTRODUCTION This course is designed to introduce and review basic jet aircraft performance information for flight dispatchers. This
unit of the course covers factors that affect aircraft atmospheric conditions, runway environment and the fundamental physical laws
governing the forces acting on aircraft. This program does not supersede any Aircraft Flight Manual (AFM) or Operational Performance
Manual (OPM), nor any regulations published by the FAA/EASA/ICAO or any State procedures. Refer to these publications for the actual
operating limitation on your aircraft. The information in this course is taken from many different sources including manufactures
publications, published regulations and many different publications on the general subject of aircraft performance. This course will cover
basic jet aircraft performance from ground operation, through the takeoff, climb, cruise and descent/landing considerations

Basic Terminology
3-Definitions and Terms To see all explanations, please download “ PERF DOC.1” Document from the course document files section.

Concepts - Importance of Performance Data

4-Concepts Importance of Performance Data The performance or operational information section of the Aircraft Flight Manual (AFM) or the

Aircraft Performance Manual contain the operating data for the aircraft. This includes the takeoff data, climb, range, endurance, descent

and landing data required for the safe operation of flight in all phases of flight. Knowledge and proper use of this data is mandatory for the

safe operation of the aircraft. The data supplied by the manufactures’ is not standardized and can be presented in several different forms.

The data is usually presented in ISA conditions and must be adjusted for variations in temperature, pressure, weight, altitude etc.

Dispatchers must be familiar with the meanings of various terms used to express performance capabilities and limitations. Since the

atmosphere has a predominate effect on performance, a review of pressure and temperature in the atmosphere need to be discussed. The

chief elements of performance are takeoff and landing distance, rate of climb, ceiling, payload, range, speed, manoeuvrability, stability and

fuel economy. The relationship between these items dictates the difference between aircraft. Performance is dependent on the

aerodynamic characteristics of power/thrust requirements in different flight regimes based on the design of the aircraft. Matching the

optimum powerplant optimum aircraft gives maximum performance under specific design conditions.

The Atmosphere
5-The Atmosphere The atmosphere surrounds the Earth and rests upon the surface. The gases making up the atmosphere

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have mass, weight, and an indefinite shape. The air is able to move and change its shape based pressures and temperatures. The
atmosphere is composed of 78% nitrogen, 21% oxygen and 1 % mixed gases.

6-Atmospheric pressure is the pressure of the atmosphere pressing on the Earth. This pressure the basic factor acting on the weather
helps provide lift and actuates some of the important instruments used for flight. Air is light but has mass and is affected by the attraction of
gravity. It has weight and therefore has force. This force is exerted equally in all directions and its effect on the bodies is called pressure.
The average pressure is about 14.7 lb/in. As air becomes less dense it reduces: * power/thrust since the aircraft is taking in less air * lift
since thin air exerts less force on the airfoils Because the atmosphere varies with time and location, a standard reference was established;
the standard temperature at sea level was 59 degrees F or 15 degrees C. Standard pressure was selected to be 29.92 in Hg or 1013.2
millibars.

7-A standard temperature lapse rate is one in which the temperature decreases at the rate of approximately 3.5 degrees F or 2 (1.98)
degrees C per thousand feet up to 36,000 feet. Above this point, the temperature is considered constant up to 80,000 feet. A standard
pressure lapse rate is one I which pressure decreases at a rate of approximately 1 in Hg per 1,000 feet of altitude gain to 10,000 feet. Since
all airplane performance is compared and evaluated with respect to the standard atmosphere, all aircraft instruments are calibrated for the
standard atmosphere. Thus, corrections must apply to the instrumentation, as well as the airplane performance, if the actual operating
conditions do not fit the standard atmosphere. In order to account properly for the non-standard atmosphere, certain related terms must be
defined.

8-Example; You are flying at flight level 330 and the actual temperature is minus 41 0C. Standard temperature at sea level is 15 0C and the
lapse rate is 2 0C per thousand feet. 33 multiply 2 0C is equal to 66 0C total change in temperature. To find the ISA at FL 330 is 15 minus
66 than the result is minus 51 0C. The actual temperature is minus 41 and the difference is plus 10. The result is ISA plus 10.

Pressure Altitude
9-Pressure Altitude Pressure altitude is the altitude indicated when the altimeter setting is 29.92 in Hg or 1013.2 millibars. The pressure
altitude can be determined by either of two methods: * by setting the barometric scale of the altimeter to 29.92 and reading the indicated
altitude, * by applying a correction factor to the indicated altitude according to the reported “altimeter setting.”

Density Altitude
10-Density Altitude The more appropriate term for correlating aerodynamic performance in the nonstandard atmosphere is density
altitude—the altitude in the standard atmosphere corresponding to a particular value of air density. Density altitude is pressure altitude
corrected for nonstandard temperature. As the density of the air increases (lower density altitude), airplane performance increases and
conversely as air density decreases (higher density altitude), airplane performance decreases. A decrease in air density means a high
density altitude; and an increase in air density means a lower density altitude. Density altitude is used in calculating airplane performance.
Under standard atmospheric condition, air at each level in the atmosphere has a specific density, and under standard conditions, pressure
altitude and

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density altitude identify the same level. Density altitude, then, is the vertical distance above sea level in the standard atmosphere at which a
given density is to be found. The computation of density altitude must involve consideration of pressure (pressure altitude) and
temperature. Since airplane performance data at any level is based upon air density under standard day conditions, such performance data
apply to air density levels that may not be identical with altimeter indications. Under conditions higher or lower than standard, these levels
cannot be determined directly from the altimeter.

QFE – QNH – Standard Altimeter Settings

11-QFE – QNH – Standard Altimeter Settings QNH setting on the altimeter gives the altitude from sea level. QFE setting gives the altitude
from the field and the standard setting which is based on 1013.25 hPa or 29.92 in. Hg gives the Flight Level. In the countries which QFE is
in use, pilot should consider QFE setting and the number given on approach charts which can extremely effect Minimum Safe Altitude
during approach.

TAKEOFF CONSIDERATIONS
12-TAKEOFF CONSIDERATIONS The majority of pilot-caused accidents occur during the takeoff and landing phases of flight. Because of
that fact, the pilot should be very familiar with all the variables that influence aircraft performance in these phases of flight. Takeoff
performance is a condition of accelerated and decelerated motion. During takeoff, the aircraft starts at zero speed and accelerates to
takeoff speed to become airborne. Takeoff speed will be a function of the stall speed or the minimum flying speed. The rate of acceleration
during takeoff is inversely proportional to the mass of the object being accelerated. The takeoff distance is a function of acceleration and
speed. The most critical conditions of takeoff performance are a combination on high gross weight, altitude, temperature and unfavorable
winds. First we need to look at the different takeoff speeds and how they affect the decision to continue or abort a takeoff.

Takeoff Speeds - Certification Requirements - Accelerate-Stop

13-Takeoff Speeds - Certification Requirements Accelerate-Stop During the tests for certification of the airplane, the speed of the airplane

is increased to a point at which an event is assumed to occur. This event at one time was considered to be an engine failure. For
determining an accelerate-stop distance, it is more conservative to consider an event rather than an engine failure. V1 occurs one second

after the event. Many of these tests are performed. Average times are calculated to accomplish the following actions: * Apply the brakes *
Move the throttles to idle * Extend the speedbrakes. These times are used to calculate the accelerate-stop distance. As shown in the

performance charts in the AFM, a one second interval is assumed between the occurrences of the event and the pilot’s recognition that the

event has happened. An additional two seconds are then added to conservatively account for the pilot’s reaction time. Then, brakes are
applied, throttles are moved to idle, and the speedbrakes are extended using the flight test times. The distance that the airplane travels

during these actions is used in computing the total accelerate-stop distance.

Engine Inoperative Accelerate-Go

14-Engine Inoperative Accelerate-Go Also, during the tests for certification of the airplane, the airplane is accelerated to a speed at which
the most critical engine is 'failed'. The speed one second later is V1. The accelerate-go distance is the

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distance required to continue to accelerate the airplane after the engine failure and complete the takeoff climbing to a height of 35 feet
(10.7 m) at or above VMCG (This is the minimum speed on the ground at which it is possible to recover and complete a takeoff with a
failure of a critical engine).

15-As definition of the take off speeds, we will explain the following definitions and the relations among them. * VMCG * V1 * VMBE * VR *
VMCA * VMU * VLOF * VMAXTIRE * V2 *

VMCG Minimum Control Speed on the Ground

16-VMCG Minimum Control Speed on the Ground VMCG, the minimum control speed on the ground, is the calibrated airspeed during the
take-off run, at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the aeroplane with the use
of the primary aerodynamic controls alone (without the use of nose-wheel steering).

V1 Takeoff Decision Speed

17-V1 Takeoff Decision Speed V1 is the speed by which the decision to reject a takeoff must have been made.

VR Rotation Speed
18-VR Rotation Speed VR is the rotation speed. Another explanation is, VR is the speed that pilot normally starts the control lever to move
backward.

VMBE Maximum Brake Energy Speed

19-VMBE Maximum Brake Energy Speed VMBE is the highest takeoff decision speed that the airplane can stop without exceeding the
maximum energy absorption capability of the brakes.

VMCA Minimum Control Speed in the Air

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

VMU Minimum Unstick Speed

21-VMU Minimum Unstick Speed VMU is the lowest speed that the airplane can lift off the ground and safely fly away. Minimum Unstick
speed is normally demonstrated in flight tests.

VLOF Liftoff Speed

22-VLOF Liftoff Speed VLOF is the calibrated airspeed at which the airplane first becomes airborne

VMAXTIRE
23-VMAXTIRE VMAXTIRE is a structural limit speed of the tire on the ground.

V2 Speed
24-V2 Speed V2 is the engine inoperative takeoff safety speed at 35 feet (10.7 m).

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Takeoff Speeds Relations

25-Takeoff Speeds Relations * VMCG is normally lower than V1 speed. The minimum allowable V1 can be equal to VMCG which refers to
V1MCG * Maximum V1 is equal to VMBE and may not exceed VR * VMAXTIRE should be higher than VLOF * VR can be equal but not be
lower than 1.05 times VMCA * VLOF can be equal but not be lower than 1.1 times VMU with all engine operative or 1.05 times VMU with
one engine out * V2 can be equal but not be lower than 1.1 times VMCA

Takeoff Performance Requirements

26-Takeoff Performance Requirements There are five areas that have takeoff performance requirements. They are: * Field length * Climb *
Obstacle clearance * Tire speed * Brake energy.

Takeoff Field Length

27-Takeoff Field Length The position of the flaps has an effect on the length of runway that is necessary to takeoff. A higher number flap
setting gives the wing more camber. This creates more lift than a lower number flap setting. Because of this, it takes less runway length to
takeoff at a higher number flap setting than a lower number flap setting.

Field Length
28-Field Length Three cases are examined to determine the required field length. They are: * With the failure of one engine at the most
critical point, the distance required to accelerate to reach 35 feet (10.7 m) above the runway at the end of the available takeoff distance *
The distance required to accelerate to until an event occurs one second prior to V1, and stop within the available stop distance * With all
engines operative throughout the takeoff, 115% of the distance to reach 35 feet (10.7 m) above the runway at the end of the runway.

Balanced Field Length

29-Balanced Field Length The length of runway required for a twin-engine aircraft to operate safely with an engine failure at any point
during the takeoff phase. For a standard (balanced V1) takeoff, the horizontal distance that the airplane travels to climb to 35 feet (10.7 m)
is equal to the distance required to stop the airplane from V1.

Accelerate-Go Distance
30-Accelerate-Go Distance The distance required to accelerate to V1 with all engines at takeoff power and then suffer an engine loss at V1
and then continue takeoff on the remaining engine(s). This also includes the distance to climb to 35 feet at V2.

ASDA Accelerate-Stop Distance Available

31-ASDA Accelerate-Stop Distance Available The distance required to accelerate to V1 with all engines at takeoff power and then suffer an
engine loss at V1 and then abort and bring the aircraft to a stop using braking action only (no reverse thrust).

TORA Takeoff Run Available

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32-TORA Takeoff Run Available Takeoff Run Available (TORA) is the length of runway which is declared available by the appropriate
authority and suitable for the ground run of an aeroplane taking off. TORA is either equal to the runway length, or to the distance from the
runway entry point (intersecting taxiway) to the end of the runway.

TODA Takeoff Distance Available

33-TODA Takeoff Distance Available Takeoff Distance Available (TODA) is the length of the takeoff run available plus the length of the
clearway available. As shown in Figure, the Takeoff Distance Available (TODA) equivalent to the Takeoff Run Available (TORA) plus the
clearway (CWY).

Clearway
34-Clearway Clearway is the area beyond the runway, it must: * Be at least 500 feet (152.4 m) wide * Have its centre on the same line that
is the extended centreline of the runway * Be under the control of the airport authorities * No object or terrain in the clearway may project
above a +1.25% plane.

35-If a clearway is available, the point where the airplane climbs to 35 feet (10.7m) can be over that clearway. This permits you to use a
higher weight because you have more distance to use to climb to 35 feet (10.7 m). The higher weight requires a lower V1 to still be able to
stop on the available runway.

36-Clearway credit is allowed for no more than half of the flare distance. The flare distance is the distance between lift-off and the point
where the airplane is 35 feet (10.7 m) above the ground.

Stopway
37-Stopway Stopway is an area beyond the runway. It must: * Be at least as wide as the runway * Have its centre on the same line that is
the extended centre line of the runway * Be identified for use to decelerate an airplane if that airplane does a rejected takeoff If a stopway is
available, you have more distance to stop the airplane from V1. This permits you to use a higher takeoff weight, but requires a higher V1 to
ensure that you can still climb to 35 ft by the end of the runway.

Effects of Winds
38-Effects of Winds The effect of wind on takeoff is large. A headwind will allow the aircraft to takeoff at a lower groundspeed while a
tailwind will require the aircraft to gain a larger ground speed to be able to takeoff. A headwind component of 10% of the takeoff speed will
reduce takeoff distance by about 19%. A tailwind component of 10% will increase the takeoff distance 20%.

Effects of Runway Slope

39-Effects of Runway Slope A slope is generally expressed in percentages, preceded by a plus sign when it is upward, or a minus sign
when it is downward. Most of the aircraft are basically certified for takeoff on runways whose slopes are between -2% and +2%.
Nevertheless, these values can be extended to higher limits for operations on particular runways, but it remains marginal as it requires
additional certification tests.

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40-Generally, an upward slope degrades the aircraft’s acceleration capability increases takeoff distance. On the other hand, the stopping
distance is shortened in case of a rejected takeoff. This is why, depending on the takeoff limitation, an upward slope can sometimes
improve MTOW and sometimes lower it.

The Go Decision
41-The Go Decision The Authorities give minimum performance standards for the "Go" decision. The Authority "Go" condition examines the
airplane with one engine failed at the most critical part of the takeoff. In this condition, the airplane must: * Continue to accelerate to VMCG
* Rotate * Lift-off * Be at V2 at 35 feet (10.7 m) above the end of the takeoff distance. The airplane must be able to be controlled throughout
this time. In almost 75% of the RTO accidents, full takeoff power was available on both engines.

The Stop Decision

42-The Stop Decision V1 is the maximum speed at which you can begin the rejected takeoff (RTO) procedure and still stop the airplane
within the remaining field length. This is true under the conditions and procedures given in the AFM. It is the latest point in the takeoff roll
where you can begin the stop procedure. If an RTO is begun at V1 and the airplane is at the runway limit weight, the airplane’s speed will
be zero at the end of the runway. If the RTO is begun after V1, the airplane will not stop on the runway. It is not recommended to do an
RTO after V1. The speed at which the airplane leaves the runway varies with the weight of the airplane. A heavier airplane will leave the
runway at a higher speed than a lighter airplane.

Wet Runway Takeoff Performance

43-Wet Runway Takeoff Performance When the runway is wet, takeoff performance must be calculated considering the effects of reduced
braking capability. Regulations permit the operator to take credit for use of operative thrust reversers and a screen height of 15 feet when
making the takeoff calculation. Because the reduced screen height is allowed, credit for clearway is not permitted.

Slippery Runway Takeoff Performance

44-Slippery Runway Takeoff Performance When the runway is slippery, takeoff performance may be calculated considering the effects of
reduced braking capability. Manufactures provide data as a function of reported braking action of Good, Medium (Fair) or Poor. FAA and
EASA advisory material permit the operator to take credit for use of operative thrust reversers and a screen height of 15 feet when making
the takeoff calculation. Because the reduced screen height is allowed, credit for clearway is not allowed.

Contaminated Runway Takeoff Performance

45-Contaminated Runway Takeoff Performance A contaminated runway is a runway covered with a measurable depth of slush, standing
water or snow. A contaminated runway hurts the airplanes ability to accelerate and degrades the stopping capability also.

Effects of Flaps on Takeoff Gross Weight and Field Length

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46-Effects of Flaps on Takeoff Gross Weight and Field Length A higher flap setting uses less runway length than a lower flap setting.
However, a higher flap setting gives a lower takeoff climb limit weight than a lower flap setting. On shorter runways, it is possible to have a
higher gross takeoff weight by using a higher flap setting. On longer runways, lower flaps settings will give higher gross takeoff weights.

Climb
47-Climb The climb limit weight is the maximum weight that meets the minimum climb gradients established by the FARs. Minimum climb

gradients are specified for takeoff with landing gear extended; takeoff with landing gear retracted, and final takeoff climb. For a two engine

jet, the climb gradient for takeoff with gear extended must be positive. The minimum climb gradient for takeoff with landing gear retracted is

2.4%. Minimum climb gradient in the final climb configuration is 1.2%. Climb capability in the takeoff configuration with landing gear

retracted usually determines the climb limit weight. Takeoff/climb performance is divided into the following segments: First Segment Climb

is from liftoff to gear up and computed with takeoff flap setting, takeoff thrust, V2 speed from 35 feet to gear up; Second Segment Climb is

from gear up to level off for flap retraction and is computed at takeoff flap setting, takeoff thrust, V2 speed and flap retraction speed; Third

Segment Climb is from level flight flap retraction from the takeoff position to the up position and is computed at takeoff thrust for normal

analysis, Maximum Continuous Thrust (MCT) for extended second segment analysis; Final Segment Climb is computed at final flaps up

climb segment computed at MCT thrust or computed climb speed.

Obstacle
48-Obstacle The airplane’s net flight path must clear an obstacle by 35 feet (10.7 m). The net flight path is calculated by reducing the gross
(actual) climb gradient by 0.8%.

CLIMB PERFORMANCE
49-CLIMB PERFORMANCE Climb Considerations Climb performance is dependent on “excess thrust” or having more thrust than required

for straight and level flight. Power is defined as the work rate or units of work per time and is function of the speed at which the force id

developed. Thrust is defined as a function of work and means for the force that imparts a change in the velocity of a mass. Although the

terms are used interchangeably they do have slightly different meanings. Thrust is a force that can be measured in pounds but has no

element or time or rate. In a climb, the aircraft is capable of a steady climb due to have “excess thrust”. Jet engines are rated in pounds of

thrust produced, while propeller driven engines are rated in “horsepower produced”. On a basic thrust curve chart, pilots can see if they

have excess thrust compared to drag. So for a given weight of the aircraft, the angle of climb depends on the difference between lift thrust

and drag. Climb angle is important to be able to clear obstacle or terrain. The maximum angle of climb occurs at the greatest difference

between thrust required and thrust available. Maximum rate of climb occurs at the point of maximum power available and power required.

Climb Gradient
50-Climb Gradient The position of the flaps also has an effect on the climb gradient. The climb gradient is in proportion to (thrust/weight) or
(Drag/Lift). At a higher flap setting, both the lift and the drag increase. However the drag increases

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faster than the lift. This gives a lower climb gradient than a lower flap setting. Because of this, a lower number flap setting causes a higher
climb angle than a higher number flap setting. If the weight is increased then the ratio of (thrust/weight) decreases. To maintain the same
gradient, the (drag/lift) ratio must also decrease. The higher V2 produces the decrease in the ratio of (drag/lift). When using improved climb,
remember that tire speed and brake energy V1 restrictions must be met, obstacle clearance requirements must be met, and Field length
requirements must be met at the higher speeds.

Climb and Obstacle Limitations - Takeoff Flight Path

51-Climb and Obstacle Limitations Takeoff Flight Path According to EASA Subpart B The takeoff path extends from a standing start to a
point at which the aeroplane is at a height: * Of 1500 ft above the takeoff surface, or * At which the transition from the takeoff to the en-
route configuration is completed and the final takeoff speed is reached, whichever point is higher. The takeoff flight path begins 35 ft above
the takeoff surface at the end of the takeoff distance.” The takeoff path and takeoff flight path regulatory definitions assume that the aircraft
is accelerated on the ground to VEF, at which point the critical engine is made inoperative and remains inoperative for the rest of the
takeoff. Moreover, the V2 speed must be reached before the aircraft is 35 feet above the takeoff surface, and the aircraft must continue at a
speed not less than V2, until it is 400 feet above the takeoff surface.

Takeoff Segments and Climb Requirements

52-Takeoff Segments and Climb Requirements According to EASA Subpart B The takeoff flight path can be divided into several segments.

Each segment is characteristic of a distinct change in configuration, thrust, and speed. Moreover, the configuration, weight, and thrust of

the aircraft must correspond to the most critical condition prevailing in the segment. Finally, the flight path must be based on the aircraft’s

performance without ground effect. As a general rule, the aircraft is considered to be out of the ground effect, when it reaches a height

equal to its wing span. The aeroplane must reach V2 before it is 35 ft above the takeoff surface and must continue at a speed not less than

V2 until it is 400 ft above the takeoff surface” At each point along the takeoff flight path, starting at the point at which the aeroplane reaches

400 ft above the takeoff surface, the available gradient of climb may not be less than 1.2% for a two-engine airplane. Below 400 feet, the

speed shall be kept to a minimum of V2. Above 400 feet the aircraft must be able to maintain a minimum climb gradient with the ability to

accelerate when in level flight. In this case the regulatory minimum acceleration height is fixed at 400 feet above the takeoff surface. During

the acceleration segment, obstacle clearance must be available at any moment thus the operational minimum acceleration height is equal

or greater than 400 feet.

Takeoff Turn Procedure

53-Takeoff Turn Procedure Departures with normal obstacle clearance assume that the aircraft is able to maintain a proper and safe climb
path for normal conditions. In the event of an engine failure, an aircraft may not be able to conform to a standard departure in regards to
obstacle clearance. In this case contingencies must be made to maintain a specified climb gradient and the maximum takeoff weight will be
effected in ensuring this contingency. According to EASA-OPS Track changes shall not be allowed up to the point at which the net take-off
flight path has achieved a height equal to one half the wingspan but not less than 50ft above the elevation of the end of the take-off run
available. Thereafter, up to a

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height of 400 ft it is assumed that the aeroplane is banked by no more than 15 degrees. Above 400 ft height bank angles greater than 15
degrees, but not more than 25 degrees may be scheduled. An operator must use special procedures, subject to the approval of the
Authority, to apply increased bank angles of not more than 20 degrees between 200 ft and 400 ft, or not more than 30 degrees above 400
ft”.

EN ROUTE PERFORMANCE CONSIDERATIONS

54-EN ROUTE PERFORMANCE CONSIDERATIONS Long Range Cruise Considerations Most flight planning for range is based
performance charts that analyze the nautical mile per pound of fuel. For a given weight the best fuel mileage is obtained at Maximum
Range Cruise speed or MRC. Long Range Cruise (LRC) is a speed above MRC which gives 99 percent of the best possible fuel mileage.
This 1 percent reduction in fuel mileage returns a 2 to 4 percent increase in cruise speed. Most airlines have used Long Range Cruise for
planning purposes and determining a cruise Mach Number for each flight.

Optimum Altitude Considerations

55-Optimum Altitude Considerations Dispatcher must know what the maximum altitude the aircraft can climb to and maintain for cruise
operations. Performance charts for optimum altitudes are based on the weight of the aircraft and the temperature at altitude. It is important
that the pilots know the actual weight of their aircraft and the temperature conditions they are flying in. If temperatures are significantly
above ISA standard level they may not be able to climb and maintain the desired flight levels. The Mach Number can decay quickly if the
optimum altitude is exceeded or conditions change. This can cause a stall or approach to stall. The aircraft manoeuvrability is also limited
by the same conditions and the pilot must know what the maximum “G” limit for a given situation. Flying into turbulence or an increase in
turbulence can significantly change the optimum altitude and manoeuvrability of the aircraft.

Single-Engine Performance Considerations

56-Single-Engine Performance Considerations If an aircraft does suffer an engine loss in cruise, it creates a situation in which the optimum
altitude has changed based on the performance of the aircraft. Multi-engine aircraft have published “drift-down” tables which show the new
altitude based on the reduced thrust conditions. These tables are based on weight and temperature and provide pilots with a drift down
speed to fly the aircraft to the new drift down altitude. Most twin-engine jet aircraft that loose an engine drift down to about FL 250 initially.
Caution must be taken not to descend to an altitude which would put the aircraft in the path of terrain or obstacles.

Enroute Failure Considerations

57-Enroute Failure Considerations Enroute there are two possible failures that may occur: * Engine failure (DRIFT DOWN PROCEDURES)
* Pressurization failure (Grid MORA PROCEDURES) Care must be taken when planning a new route. If an engine fails, the remaining
thrust is not adequate to maintain normal flight and reduction of flight level will be required for improved air density. If the remaining engine
or engines can produce more thrust, it or they can compensate for the lost thrust allowing to aircraft level off.

58-In cases of de-pressurization, a descent is required. The performance is not effected, however, oxygen time limitations

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are. MOCA is the primary focus as to allow the aircraft to descend below 14,000 feet. If MOCA is higher than 14,000 feet, the maximum 30
minutes flight time should not be exceeded to reach safe altitude lower than 14,000 feet. This is based on action to reach 10,000 feet within
120 NM's of the failure. Please consult your operation manual for oxygen limitations of your specific aircraft.

Drift Down procedure

59-Drift Down procedure In cases of engine failure over mountainous areas during climb and cruise stages. The pilot will use a Drift Down
Procedures.

Diversion Airfield
60-Diversion Airfield The aerodrome where the aeroplane is assumed to land after engine failure must meet the following criteria: * The
performance requirements at the expected landing mass are met * Weather reports or forecasts, or any combination thereof, and field
condition reports indicate that a safe landing can be accomplished at the estimated time of landing” Alternate airports must be specified in
the dispatch or flight release. It must meet the weather minima for the approach category. If these minima are not met the diversion
procedure cannot be performed.

LANDING PERFORMANCE CONSIDERATIONS

61-LANDING PERFORMANCE CONSIDERATIONS Normal Procedures For dispatch purposes, FARs and EASA regulations require that
the flight must be planned to arrive at the destination at a weight, which does not exceed the aircraft Structural Landing Limit weight, the
Approach Climb Limit weight, the Landing Climb Limit weight or the Landing Field Length Limit weight, for the forecast conditions at the
planned destination airport and runway. Normally, the Dispatcher plans for the most restrictive of the above based on forecast landing
conditions, engine bleed for air conditioning ON and the auto speed brakes armed and operative. Adjustments are made for, any non-
normal configuration. No credit is taken for use of Thrust Reversers. Performance charts are provided to manually calculate the Approach
Climb Limit and Landing Field Length Limit. Once in flight, only operational limits and procedures apply.

Structural Weight Limit

62-Structural Weight Limit Under normal circumstances, the landing weight of most aircraft is limited by the maximum structural landing
weight. Unusual circumstances may require the planned landing weight be reduced from this limit during dispatch.

Approach Climb Limit

63-Approach Climb Limit The Approach Climb Limit is the maximum allowable planned landing weight for a missed approach with the
critical engine inoperative, the gear retracted and the flaps in the approach configuration. This limit is calculated for dispatch purposes
based on the altitude at the landing airport and the temperature expected at the time of landing using the scheduled flap setting. Pilots must
understand that the Approach Climb Limit is for dispatch planning only. It does not apply to, nor should it effect, normal operations,
procedures and/or flap settings upon arrival. There is no need to “burn down” to the approach climb limit. The Approach Climb Limit is to
meet FAR/EU OPS certification and

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dispatch requirements. It is not runway specific and does not guarantee terrain or obstacle clearance during a missed approach / go-
around.

Landing Climb Limit

64-Landing Climb Limit The Landing Climb Weight Limit is based on an “all engine operating” go around, and is therefore not a limiting
factor in most aircraft landing performance.

Landing Field Length Limit (Runway Limit)

65-Landing Field Length Limit (Runway Limit) Landing Field Length Limit (Runway Limit) data is presented in performance charts which
provides the maximum weight for stopping on the planned destination runway based upon the forecast arrival conditions. These charts are
used for dispatch planning and titled Runway Limit Landing Weight.

Actual Landing Distance

66-Actual Landing Distance The touchdown to Stopping Distance plus distance covered from a threshold crossing height of 50’ to the
touchdown point (approximately 1000’ additional).

Factored Landing Distance

67-Factored Landing Distance This is Actual Landing Distance multiplied by a safety factor of 1.67. For dispatch purposes, the Actual
Landing Distance for the expected arrival weight and conditions may not exceed the Effective Runway Landing Length for the planned
arrival runway. Upon arrival at a destination airport, crews need only insure that the effective field length of the landing runway exceeds the
Actual Landing Distance for their landing weight and conditions. Caution: Safety margins are reduced when landing on runways shorter
than Factored Distances. Crews should carefully evaluate runway conditions, winds, weather, and alternate runways prior to executing
such a landing.

Effective Runway Landing Length

68-Effective Runway Landing Length The Effective Runway Landing Length is the available length used to calculate the aircraft maximum
landing weights. This length is the physical length (as published on approach charts) corrected for threshold displacement, obstacle
clearance requirements or glide slope displacement. Length can be determined by the crew as the lesser of: * Published Runway Length. *
Runway Length beyond Glide Slope touchdown point, plus 1000 feet. * Shortened Length indicated by current NOTAM.

Abnormal Landing Considerations - Wet or Slippery Runway

69-Abnormal Landing Considerations Wet or Slippery Runway For a definition of wet or slippery runway, refer to Runway Condition section
of the AFM. Adjustments to the Runway Limit Landing Weight are made by dividing the available landing distance by 1.15 and entering the
Runway Landing Weight Limit chart with this adjusted distance. The pilot should adhere to the AFM to determine the crosswind limit for
landing in wet, slippery or contaminated runways. These crosswind limits are usually 50-75% less than the dry runway landing limits.

Contaminated Runway

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70-Contaminated Runway There are no additional penalties associated with landing on contaminated (cluttered) runways. Adjustments to
the Runway Limit Landing Weight for wet or slippery runways are considered adequate for these conditions and should be applied.
Observe the following operational parameters when landing on contaminated runways: * Maximum water / slush depth: per AFM *
Maximum snow depth: per AFM

SUMMARY
71-SUMMARY This program has covered many different aspects for aircraft performance considerations. This program does not take the
place of FARs, EASA, ICAO procedures or any other regulatory requirements, nor the procedures published in any manufactures AFM or
OPM. Strict adherence to aircraft specific performance charts are necessary for the safe operation of your aircraft. We have covered basic
definition and concepts, mass/balance considerations, takeoff considerations, climb and cruise considerations and landing concepts.

COURSE END
72-End of the course.?

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