A320 FCOM Part 2 - Flight Preparation

A319/A320/A321
FLIGHTCREW
OPERATING MANUAL
2
FLIGHT PREPARATION
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GENERAL INFORMATION
2.00.00
CONTENTS
SEO 001
FLIGHT CREW OPERATING MANUAL
00.00
CONTENTS
00.10
ORGANIZATION OF THE MANUAL

- FOREWORD ................................
- COMMENTS- QUESTIONS-SUGGESTIONS ...........
-CONTE NT ..................................
- USE .....................................
- PAGINATION ................................
-REVISIONS .................................
- HOW TO INSERT A REVISION .....................
-BEST WAY TO GET UPDATED DOCUMENTATION .........
00.20
LIST OF CODES
00.30
LIST OF NORMAL REVISIONS
00.35
RECORD OF TEMPORARY REVISIONS
00.36
LIST OF EFFECTIVE TEMPORARY REVISIONS
00.70
CROSS REFERENCE TABLE
00.75
HIGHLIGHTS
00.80
LIST OF EFFECTIVE PAGES
00.85
LIST OF MODIFICATIONS
CCM ALL
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1
1
1
2
3
4
5
5
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GENERAL INFORMATION
2.00.1 0
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I FOREWORD I
R
This manual complements the approved Flight Manual. Airbus has attempted to ensure that
the data contained in this manual agrees with the data in the Flight Manual. lf there is any
disagreement, the Flight Manual is the final authority.
I COMMENTS -
QUESTIONS -
SUGGESTIONS I
All manual holders and users are encouraged to submit any Flight Crew Operating Manual
questions and suggestions to :
AIRBUS - BP W 33
1 ROND POINT MAURICE BELLONTE
31707 BLAGNAC CEDEX - FRANCE
TELEX TLSBI7X
or 530526F
FAX 33.5.61.93.44.65
ATTN. Flight Operations Support
- STL
FOR TECHNICAL OR
PROCEDURAL
CONTE NT
AIRBUS - BP W 33
1 ROND POINT MAURICE BELLONTE
31707 BLAGNAC CEDEX - FRANCE
TELEX TLSBP7X
or 530526F
FAX 33.5.61.93.28.06
ATTN. Technical Documentation Services
- SDC
FOR PRINTING AND

DISTRIBUTION
0
0
""I
0
0
I
0
0
0
I
N
0
I
~
I CONTENT I
This manual provides operating crewmembers with information on the technical,
procedural, and performance characteristics of the aircraft.
lt is suitable for training purposes and may be used as a flight crew operating manual.
The content is divided into four volumes :
Val 1
Systems' description (description of the aircraft systems).
Val 2
Flight preparation (performance information, plus loading data).
Val 3
Flight operations (operating procedures, techniques, and performance
information).
Val 4
FMGS pilot's guide (procedures for FMGS use).
CCM ALL
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GENERAL INFORMATION
2.00.1 0
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As a comprehensive set of references, the FCOM :

- can be used by an operator's flight operations department to supplement its own crew
manual
- can be issued directly to crew members for training and subsequently for line
operations.
WARNINGS, CAUTIONS AND NOTES

WARNING
CAUTION
NOTE
an operating procedure, technique, etc, which may result in personel

injury or lass of life if not carefully followed.
an operating procedure, technique, etc, which may result in darnage to
equipment if not carefully followed.
an operating procedure, technique, etc, considered essential to emphasize.
COMPLEMENTARY INFORMATION
The manual includes technical information required for training as
complementary information.
- Where a paragraph or schematic is preceded by the heading I
details given are considered to be nice to know. Knowledge
required for the type rating qualification.
- ECAM warnings and cautions are summarized in a table at the
the volume 1. Numeric values are given for information only.
weil as
FOR INFO I the

of these 1tems is not
end of each chapter of
OPTIONAL EQUIPMENT
The legend ~ indicates that a paragraph or a shematic is applicable only if the related
equipment is installed.
CCM ALL
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GENERAL INFORMATION
2.00.1 0
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I REV 22
I PAGINATION I
~----~---X----~-
:
~
"'g
~A319/320/321
GENERAL INFORMATION
FUGHTCREWOPERATINGMANUAL
; @-R
-------'--------a;
L_
g 0-----I
(D
0
0
(D
M SN 0004 0008 0010 - 0014
Chapter title
Subchapter title
FCOM volume number, chapter number, section number, page number
Sequence number is used for Airbus Industrie management of different aircraft
configurations and allows to enter into Iist of effective pages
Revision number of the manual at which the page has been revised
Aircraft MSN
- 0004 0008 means that the page is applicable to aircraft MSN 0004 and MSN 0008
- 0010-0014 means that the page is applicable from aircraft MSN 0010 to MSN 0014
- ALL means that the page is applicable to all aircraft covered by the manual.
Correspondance between MSN and registration may be found in the cross reference
table
CCM ALL
An R in front of a line indicates that the line has been revised.
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GENERAL INFORMATION
2.00.1 0
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I REV 22
I REVISIONS I
NORMAL REVISIONS
These are issued periodically to cover non-urgent corrections and changes and to add new
data.
They are accompanied by filing instructions and an updated List of Effective Pages that
includes customized pages.
A normal revision record sheet is at the front of each volume.
ln addition, each volume has a Iist of modifications affecting the manual that gives a simple
explanation of the technical content of each incorporated modification and its validity per
aircraft.
R INTERMEDIATE REVISIONS
R
R
R
R
R
They are issued between normal revisions to cover changes in the definition of the aircraft
or changes in the composition of the fleet of an airline. They are numbered in ascending
sequence e.g. 20A, 208, 20C ... for intermediate revisions issued between normal revisions
20 and 21.
They are accompanied by filing instructions and an updated Iist of effective pages.
TEMPORARY REVISIONS
Printed on yellow paper, the Temporary Revisions (TR) are issued to cover urgent matters
arising between normal revisions. They are accompanied by filing instructions and an
updated customized Iist of effective TR.
A yellow temporary revision record sheet is at the front of each volume. lt is to be filled
by the FCOM's owner.
INCORPORATION OF SERVICE BULLETINS IN THE MANUAL

When a service bulletin has been accomplished on one or more aircraft of the operator
fleet, and notified to Airbus Industrie, all affected manuals will reflect the new aircraft
configuration at next revision. lf judged necessary by Airbus Industrie or requested by the
operator, a temporary revision or an intermediate revision is issued between normal
revisions.
OPERATIONS ENGINEERING BULLETINS

The Operations Engineering Bulletins (OEB) are issued as the need arises to give operators
revised or new, but significant, technical and procedural information.
OEBs come with an OEB record sheet. This record sheet is to be filled by the FCOM's
owner.
They are accompanied by filing instructions and an updated customized Iist of effective
OEBs.
CCM ALL
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GENERAL INFORMATION
2.00.1 0
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I HOW TO INSERT A REVISION I
FILING INSTRUCTIONS
Use the filing instructions as follows :
- REMOVE The page must be removed. lt may be replaced by a new page if
associated with an INSERT instruction. lf not, the page is cancelled.
- INSERT : The page must be inserted. lf not associated with a REMOVE instruction,
the page is new for the operator fleet and does not replace an existing
one.
The column NOTE indicates the reason for change. lt states EFFECTIVITY CHANGE ONLY
if the page is only revised due to effectivity change and not due to technical content.
LIST OF EFFECTIVE PAGES (LEP)

The manual after revision must comply with the LEP, which lists all the pages that are
in the manual. The new pages are indicated by N and the revised pages by R.
I BEST WAY TO GET UPDATED DOCUMENTATION I

R
R
As soon as any change has been completed on any airplane, the best way to get
updated documentation is to advise :
AIRBUS INDUSTRIE
BP 33
31707 BLAGNAC CEDEX
FRANCE
Telex : TLSBP7X .. or 530526F
FAX 33.5.61.93.28.06
ATTN : Customer Service Directorate - Technical Documentation Services (Al/SE - 0)
CCM ALL
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GENERAL INFORMATION
2.00.20
LIST OF CODES
SEO 001
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I REV 33
To simplify automatic LEP processing some modifications have been grouped under a
common code.
CODE
0001
0002
0003
0004
0005
0006
0007
0008
0009
0010
0011
0012
0013
0014
0015
R
R
0017
0018
0019
0020
0021
0022
0023
0024
0025
0026
0027
0028
0029
0030
0031
0032
0033
CCM ALL
DESIGNATION
Mod : 20268 = (20268+25800)
STD = Mod: 22013 = 24373 = 30961 = (24373+30961)
Mod: 20268 = (20139+20268+22129)
Mod: 20268 = (20268+L) = (20139+20268+22129) = (20139+20268+22129+L)
Mod : (20268+25647) = (20268+25647+ACA)
STD = Mod: 25800 = (24404+25502) = (24405+25501) = (24404+25502+25800) =
(24405+25501 +25800)
Mod: (22013+26249) = (24105+26249) = (24701 +26249)
Mod : 24404 = 24405 = (24404+25800) = (24405+25800) = (25800+27727) =
(24404+ 25800 + 27727) = (24405 + 25800+ 27727)
STD = Mod : 25800 = (24405+25501) = (24405+25501 +25800)
Mod : 24405 = (24405+25800) = (25800+27727) = (24405+25800+27727)
Mod: 22013 = 24105 = (20268+22013) = (20268+24105)
Mod
(21103+22013+24981)
=
(21103+22013+24981+25710)
=
(21103+21897+22013+24981 +25905)
=
(21103+21897+21898+22013+24981 +25905)
=
(21103+21897+22013+24981 +25710+25905)
=
(21103+21897+21898+22013+24981 +25710+25905)
=
(20040+20065+21103+21897+21898+22013+24981 +25710+25905)
IAE V2522 = V2524 = V2527M = V2530 = V2533 = (Mod: 28160+1AE V2500 = V2527
= V2527E)
CFM 56-5-A4 = A5 = (Mod: 28160+CFM 56-5-A1 = A3)
CFM 56-5-B1 = B2 = B3 = B5 = B6 = B7 = (Mod: 28160+CFM 56-5-B4), 0016 Mod
: 26093 = 26243 = 26716 = 26717 = 26799 = 26968 = 27780 = 27831 = 27832 =
28283 = 28416
Mod : 24404 = (24404+25800) = (25800+27727) = (24404+25800+27727)
Mod : 25530 = (25530+25800) = (25800+27727) = (25530+25800+27727)
STD = Mod : 25800 = (24404+25502) = (24404+25502+25800)
Mod : 20268 = (20268+25800)
Mod
(20024+20167)
=
(20024+20167+21120+23869)
=
(20024+20167+21120+22802+23869)
Mod : (20024+25710) = (20024+20164+25710) = (20024+20586+25710)
Mod : (20268+25530) = (20268+25530+25800) = (20268+25800+27727) =
(20268 + 25530 + 25800 + 27727)
Mod : (20024+20167) = (20024+20167+22802) =(20024+20167+21120+23869) =
(20024+20167+21120+22802+23869)
Mod
(20024+20167+22013)
=
(20024+20167+22013+22802)
=
(20024+20167 +20586+22013+22802)
Mod : (20024+20167+21120) = (20024+20167+21120+22802)
Mod : (20024+20167+21120+22013) = (20024+20167+20586+21120+22013)
Mod : (24105+28238) = (21103+24105+28238)
STD = Mod : 22802 = (20586+22802)
Mod : 22013 = (22013+22802) = (20586+22013+22802)
Mod : 20024 = (20024+22802) = (20024+20586+22802)
Mod: (20024+20167+22013) = (20024+20167+20586+22013)
Mod: (20164+24373) = (20164+22013+24373)
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LIST OF CODES
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DESIGNATION
0034
Mod : (21103+24981 +25905+28569) = (21103+22013+24981 +25905+28569 ) =

(20040+20065+20106+20107+21103+22013+24981 +25905)
Mod
(21103+22013+24981 +25905)
=
(20040+20065+21103+22013+24981 +25905)
Mod
(21103+22013+24981 +25905) =
(21103+24981 +25905+28569) =
(21103+21897+22013+24981 +25905) = (21103+22013+24981 +25710+25905) =
(21103+22013+24981 +25905+28569)
=
(20040+20065+21103+22013+24981 +25905)
=
(21103+21897+21898+22013+24981 +25905)
=
(21103+21897+22013+24981 +25710+25905)
=
(21103+21897+21898+22013+24981 +25710+25905)
=
(20040+20065+20106+20107+21103+22013+24981 +25905)
=
(20040+20065+21103+21897+21898+22103+24981 +25710+25905)
Mod
(20024+25710+28652)
=
(20024+20164+25710+28652)
=
(20024+ 20586 + 25710 + 28652)
Mod: (20024+22013+25415) = (20024+22013+25415+28652)
Mod : 20024+20167+22013+25415+28652
Mod
(20024+22013+25415)
=
(20024+22013+28652)
=
(20024+22013+25415+28562)
Mod : 22461 = 23408 = (22461 +23408)
Mod: 22461 = 23108 = 23871 = (22461 +26018) = (22461 +26645) = (23108+26018)
=
(23871 +26018)
=
(23871 +26645)
=
(22461 +23108+23109)
=
(22461 +26018+26645) = (23871 +26018+26645) = (22461 +23108+23109+26018)
Mod
(20268+22461) =
(20268+23408) =
(20268+22461 +23408) =
(20139+20268+22129+22461 +23408)
Mod : (25615+26018+26645) = (23108+25615+26018+26645)
Mod : (25615+26018) = (23108+25615+26018)
Mod
20268
=
(20268+25800)
=
(20268+24405+25501)
=
(20268+24405+25501 +25800)
Mod : (20268+24405) = (20268+24405+25800) = (20268+25800+27727) =
(20268 + 24405 + 25800 + 27727)
Mod : (20268+24404) = (20268+24404+25800) = (20268+25800+27727) =
(20268 + 24404+ 25800 + 27727)
Mod
20268
=
(20268+25800)
=
(20268+24404+25502)
=
(20268 + 24404+ 25502 + 25800)
Mod : 20268 = (20268+25800)
Mod : (20268+28238) = (20268+25800+28238)
Mod : 20268 = (20268+25647)
STD = Mod: (20139+22129) = (20139+22129+28160+28917)
Mod: 20139 = (20139+28160+28917)
Mod : (21103+28507) = (20040+20065+20106) = (20106+20107+21103) =
(20107+21103+28507)
=
(20040+20065+20106+20107)
=
(20040+20065+20106+21103) = (20040+20065+20106+20107+21103)
Mod : 22461 = 23408 = (22461 +23408)
Mod
21103
=
(20040+20065+21103)
=
(21103+21897+21898)
=
(20106+20107+21103+21897+21898)
Mod
(22013+28569)
=
(21103+22013+28569)
=
(20040+20065+20106+20107+21103+22013)
Mod
(21103+24105)
=
(20040+20065+21103+24105)
=
(21103+21897+21898+24105)
Mod
(21103+22013)
=
(20040+20065+21103+22013)
=
(21103+21897+21898+22013)
Mod
(21103+24105+24821) =
(20040+20065+21103+24105+24821) =
(21103+21897+21898+24105+24821)
0036
0037
0038
0039
0040
0041
0044
0045
0046
0047
0048
0049
0050
0051
0052
0053
0054
0055
0056
0057
0058
0059
0060
0061
0062
0063
CCM ALL
2.00.20
CODE
0035
R
R
R
R
R
R
R
R
R
GENERAL INFORMATION
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R
R
CODE
0064
0065
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
CCM ALL
0066
0067
0068
0069
0075
0076
0077
0078
0079
0080
0081
0082
0083
0084
0085
0086
0087
0090
0091
0092
0093
0094
GENERAL INFORMATION
2.00.20
LIST OF CODES
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DESIGNATION
Mod
(21103+22013+28999) =
(21103+22013+24981 +25710+28999) =
(21103+22013+24981 +25710+28653+28999)
STD = Mod : (20040+20065) = (21103+25710) = (20040+20065+20106) =
(20040+20065+20106+20107)
=
(20040+20065+20106+20107+21103)
=
(20040+20065+20106+20107+21103+22013) = (20040+20065+20106+21103) =
(20040+20065+20103) = (20040+20065+21103+22013) = (20106+20107+21103)
=
(20106+20107+21103+21897+21898) =
(20107+21103) =
21103 =
(21103+21897+21898) = (21103+21897+21898+22013) = (21103+22013) =
(21103+22013+24981) = (21103+22013+24981 +25710) = (21103+22013+28569)
Mod: 20164 = (20164+22013) = (20164+30961) = (20164+24373+30961)
Mod : (20268+24044+28721 +31607) = (20268+24044+28960+31607)
Mod : (20268+25647) = (20268+ACA+CMM )
Mod: (20268+25647) = (ACA = CMM = MXA) = (20268+ACA = CMM = MXA) =
(20268+25647+ACA = CMM = MXA)
Mod
(20268+24044+25647)
=
(20268+24044+ACA)
=
(20268 + 24044+ 25647 + ACA)
Mod : (20268+28721) = (20268+28960)
Mod : (20268+24044+28721) = (20268+24044+28960)
Mod : (20268+28238) = (20268+25800+28238)
Mod : 20268 = (20268+25647)
Mod : (20268+25647) = (ACA = CMM) = (20268+25647+ACA = CMM)
STD = Mod : 24105 = 27773 = (24105+27773) = (24105+27773+28471)
Mod
(20268+24044+25647)
=
(20268+24044+ACA)
=
(20268 + 24044+ 25647 + ACA) = (20268 + 24044+ 2564 7 + 28960 + ACA)
Mod : (20024+20167+22013+30422) = (20024+20167+22013+25453+30422)
Mod : (20024+25453) = (20024+20164+25453) = (20024+20586+25453)
Mod : (20024+30422) = (20024+20164+30422) = (20024+20586+30422) =
(20024+25453+30422)
=
(20024+20164+25453+30422)
=
(20024+ 20586 + 25453 +30422)
Mod
(20024+22013+25453)
=
(20024+22013+30422)
=
(20024+ 22013 + 25453 +30422)
Mod
(20024+22013+25453+31286) =
(20024+22013+30422+31286) =
(20024+ 220 13+ 25453+30422 +31286)
Mod: (20268+24946+26965) = (20268+24946+27773) = (20268+25951 +26965) =
(20268+25951 +27773) = (20268+26760+26965) = (20268+26760+27773) =
(20268+26965+32150) = (20268+26965+32238) = (20268+26965+32239) =
(20268+26965+32311) = (20268+27773+32150) = (20268+27773+32238) =
(20268+27773+32239) = (20268+27773+32311)
Mod
(20268+25615+24946+26965) =
(20268+25615+24946+27773) =
(20268+25615+25951 +26965)
=
(20268+25615+25951 +27773)
=
(20268+25615+26760+26965)
=
(20268+25615+26760+27773)
=
(20268+25615+26965+32150)
=
(20268+25615+26965+32238)
=
(20268+25615+26965+32239)
=
(20268+25615+26965+32311)
=
(20268+25615+27773+32150)
=
(20268+25615+27773+32238)
=
(20268+25615+27773+32239) = (20268+25615+27773+32311)
Mod : (24946+26965) = (24946+27773) = (25951 +26965) = (25951 +27773) =
(26760+26965) = (26760+27773) = (26965+32150) = (26965+32238) =
(26965+32239) = (26965+32311) = (27773+32150) = (27773+32238) =
(27773+32239) = (27773+32311)
Mod : 25530 = (25530+25800) = (25800+27727) = (25530+25800+27727)
Mod: (24946+25615+26965) = (24946+25615+27773) = (25615+25951 +26965) =
(25615+25951 +27773) = (25615+26760+26965) = (25615+26760+27773) =
(25615+26965+32150) = (25615+26965+32238) = (25615+26965+32239) =
(25615+26965+32311) = (25615+27773+32150) = (25615+27773+32238) =
(25615+27773+32239) = (25615+27773+32311)
~--
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R
R
R
R
R
R
R
R
R
R
R
R
R
CCM ALL
CODE
0095
0103
GENERAL INFORMATION
2.00.20
LIST OF CODES
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p 4
I REV 33
DESIGNATION
Mod: (20268+24946+26965) = (20268+24946+27773) = (20268+25951 +26965)
(20268+25951 +27773) = (20268 + 26760 + 26965) = (20268 + 26760 + 27773)
(20268 + 26965 +32150) = (20268 + 26965 +32238) = (20268 + 26965 +32239)
(20268+26965+32311) = (20268+27773+32150) = (20268 + 27773 +32238)
(20268+27773+32239) = (20268+27773+32311) = (20268+24946+26965+US)
=
(20268 + 24946 + 27773 + US)
(20268+25951 +26965+US)
=
(20268+25951 +27773+US)
(20268 + 26760 + 26965 + US)
=
(20268 + 26760 + 27773 + US)
(20268 + 26965 +32150 + US)
=
(20268 + 26965 +32238 + US)
(20268 + 26965 +32239 + US)
=
(20268+26965+32311 +US)
(20268+27773+32150+US)
=
(20268 + 27773 +32238 + US)
(20268 + 27773 +32239 + US)
(20268+27773+32311 +US)
Mod : (20268+25647+CFM 56-5-B6) = (ACA = MXA+CFM 56-5-B6)
=
=
=
=
=
=
=
=
=
=
=
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CCM ALL
No
ISSUE DATE
01
SEP 1987
02
MAR 1988
03
MAY 1988
04
JUL 1988
05
AUG 1988
06
OCT 1988
07
JAN 1989
08
MAR 1989
09
APR 1989
10
AUG 1989
11
DEC 1989
12
SEP 1990
13
JUL 1991
14
MAY 1992
15
DEC 1992
16
JUN 1993
17
NOV 1993
18
MAY 1994
19
MAY 1995
20
SEP 1996
21
JUN 97
22
JAN 98
23
AUG 98
24
JAN 99
25
JUN 99
26
DEC 99
27
MAY 00
28
OCT 00
GENERAL INFORMATION
2.00.30
SEO 001
p 1
I REV 28
~--
c~~~~
CCM ALL
No
ISSUE DATE
29
MAR 01
30
SEP 01
31
APR 02
32
SEP 02
GENERAL INFORMATION
2.00.30
SEO 001
p 2
I REV 32
~--
c~~~~
GENERAL INFORMATION
2.00.35
RECORD OF TEMPORARY REVISIONS
SEO 001
No
TITLE
To be filled by the operator, if needed.
CCM ALL
STATUS
p 1
I REV 22
LOCATION
318/319/320/321 FCOM VOL.2 REV033
THIS TABLE GIVES, FOR EACH AIRCRAFT INCLUDED IN THE MANUAL, THE CROSS REFERENCE
BETWEEN :
- THE MANUFACTURING SERIAL NUMBER (MSN) WHICH APPEARS IN THE LIST OF EFFECTIVE PAGES
- THE REGISTRATION NUMBER OF THE AIRCRAFT AS KNOWN BY AIRBUS INDUSTRIE.
---------------------------------------------------------------------------MSN
REGISTRATION
---------------------------------------------------------------------------1068
1145
F-GTFM
F-GYJM
CCM
01 MAR 2003
2.00.70
PAGE : CRT001
318/319/320/321 FCOM
VOL. 2
FLIGHT PREPARATION
HIGHLIGHTS
REV033
V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------------------------REASONS OF CHANGE-------------------------------------------------------------------------------------------------------2 01 00
001
001 REV033
- TECHNICAL AMENDMENT
1)Table of content is updated.
2 01 30
003
200 REV033
CODE 0033
1)Procedures for APU start/shutdown
during refueling are moved to
FCOM 2.01.30 p 10a.
2 01 30
007
100 REV033
M:20024
during defueling are moved to
FCOM 2.01.30 p 10a.
2 01 30
008
100 REV033
20024
during refueling are moved to
FCOM 2.01.30 p 10a.
2 01 30
010A
001 REV033
1)The policy on APU operation during
refueling/defueling is modified to
allow APU start attempt and shutdown
during refueling/defueling. However :
-no start attempt is authorized
following an automatic shutdown or a
failed start
-a manual APU shutdown is requested in
the event of a fuel spill during
refueling/defueling.
2 01 30
011
100 REV033
MOD:20024
1)Page modified to clarify use of MMIs.
2 01 30
011A
001 REV033
1)Page created to clarify use of MMIs.
2 01 30
012
100 REV033
20024
- INCORPORATION OF MOD 20024

1)Page created to clarify use of MMIs.
2 01 30
013
001 REV033
CODE 0029
1)Fuel quantities units are added.
2)Table values are updated.
2 01 30
014
001 REV033
CODE 0029
01 MAR 2003
CCM
2.00.75
PAGE
318/319/320/321 FCOM
VOL. 2
FLIGHT PREPARATION
HIGHLIGHTS
REV033
V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------------------------REASONS OF CHANGE-------------------------------------------------------------------------------------------------------1)Fuel quantities units are added.
2 01 30
015
001 REV033
CODE 0029
2 01 30
016
001 REV033
CODE 0029
2 01 30
017
001 REV033
CODE 0029
2 01 30
018
001 REV033
CODE 0029
2 01 30
019
001 REV033
CODE 0029
2 01 30
020
100 REV033
CODE 0031
2 01 30
021
100 REV033
CODE 0031

2 02 14
008
100 REV033
22013=24105
1)Update of minimum speeds check.
2 02 20
008
100 REV033
22013=24105
1)To replace the check of V2 only, by
the check of all speeds versus minimum
speeds (VMC and VMU).
To replace the check of all speeds
versus minimum speeds (VMC and VMU) by
the check of V2 only versus VMU.
2 03 10
001
001 REV026
CODE 0081

2 03 20
001
001 REV033
01 MAR 2003
CCM
2.00.75
PAGE
318/319/320/321 FCOM
VOL. 2
FLIGHT PREPARATION
HIGHLIGHTS
REV033
V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------------------------REASONS OF CHANGE-------------------------------------------------------------------------------------------------------1)Removal of the recommendations for the
use of the autobrake system.
Refer to FCOM 3.03 S.O.P.
2 04 10
002
100 REV033
22013=24105
1)To clarify the conditions of use of
the performance corrections in the
CAUTION note.
2 05 70
001
135 REV033
-
2 05 70
002
2 05 70
003
004
2 05 70
005
2 05 70
006
CODE 0093/56-5-B5/B6
INCORPORATION OF MOD 25530

VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHANGE
TECHNICAL AMENDMENT
1)To provide fuel tankering data for
A319-111/-112.
135 REV033
-
CODE 0093/56-5-B5/B6

TECHNICAL AMENDMENT
A319-111/-112.
135 REV033
-
CODE 0093/56-5-B5/B6

TECHNICAL AMENDMENT
A319-111/-112.
135 REV033
-
2 05 70

TECHNICAL AMENDMENT
A319-111/-112.
135 REV033
-
CODE 0093/56-5-B5/B6
CODE 0093/56-5-B5/B6

TECHNICAL AMENDMENT
A319-111/-112.
135 REV033
CODE 0093/56-5-B5/B6

01 MAR 2003
CCM
2.00.75
PAGE
318/319/320/321 FCOM
VOL. 2
FLIGHT PREPARATION
HIGHLIGHTS
REV033
V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------------------------REASONS OF CHANGE-------------------------------------------------------------------------------------------------------2 05 70
006
135 REV033
CODE 0093/56-5-B5/B6
- VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHANGE

A319-111/-112.
2 05 70
007
135 REV033
-
2 05 70
008
01 MAR 2003

TECHNICAL AMENDMENT
A319-111/-112.
135 REV033
-
CODE 0093/56-5-B5/B6
CODE 0093/56-5-B5/B6

TECHNICAL AMENDMENT
A319-111/-112.
CCM
2.00.75
PAGE
318/319/320/321 FCOM
VOL.2
(FLIGHT PREPARATION
)
LIST OF EFFECTIVE
PAGES (LEP) -
-REV 033
M V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------EFFECTIVITY----M V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------EFFECTIVITY----------------------------------------------------------------------------------------2 00 00
001
001
REV021
CONTENTS
ALL
2 00 10
2 00 10
001
002
001
001
REV031
REV021

ALL
2 00 10
2 00 10
003
004
001
001
REV022
REV022

ALL
2 00 10
005
001
REV021
ALL
R 2 00 20
R 2 00 20
001
002
001
001
REV033
REV033
LIST OF CODES
LIST OF CODES
ALL
N 2 00 20
N 2 00 20
003
004
001
001
REV033
REV033
LIST OF CODES
LIST OF CODES
ALL
2 00 30
2 00 30
001
002
001
001
REV028
REV032

ALL
2 00 35
001
001
REV022
RECORD OF TEMPORARY REVISION
ALL
R 2 00 36
001
001
REV033
LIST OF EFFECTIVE TEMPO.REVI
ALL
R 2 00 70
001
001
REV033
ALL
R 2 00 75
001
001
REV033
HIGHLIGHTS
ALL
R 2 00 80
001
001
REV033
LIST OF EFFECTIVE PAGES
ALL
R 2 00 85
001
001
REV033
LIST OF MODIFICATIONS
ALL
R 2 01 00
001
001
REV033
2 01 10
001
001
REV031
2 01 20
2 01 20
001
002
100
230
REV021
REV028
21103
CODE 0061
1145
2 01 20
2 01 20
001
002
100
303
REV021
REV029
21103
CODE 0063
1068
2 01 20
002A
001
REV029
CODE 0065
ALL
2 01 20
2 01 20
003
004
100
100
REV020
REV026
MOD:21329
M:23320
ALL
2 01 20
2 01 20
005
006
100
100
REV026
REV026
M:23320
M:23320
ALL
2 01 30
2 01 30
001
002
200
200
REV023
REV020
M: 20024+20167
MOD:20024+20164
ALL
R 2 01 30
R 2 01 30
003
004
200
100
REV033
REV028
CODE 0033
M:20164
ALL
2 01 30
2 01 30
005
006
100
001
REV020
REV021
MOD:20024
ALL
01 MAR 2003
ALL
ALL
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VOL.2
(FLIGHT PREPARATION
)
LIST OF EFFECTIVE
PAGES (LEP) -
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R 2 01 30
007
008
100
100
REV033
REV033
M:20024
20024
ALL
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2 01 30
009
010
100
200
REV021
REV024
MOD:20024
CODE 0024
ALL
R 2 01 30
010A
001
REV033
N 2 01 30
011
100
REV033
N 2 01 30
011A
001
REV033
N 2 01 30
012
100
REV033
20024
ALL
R 2 01 30
R 2 01 30
013
014
001
001
REV033
REV033
CODE 0029
CODE 0029
ALL
R 2 01 30
R 2 01 30
015
016
001
001
REV033
REV033
CODE 0029
CODE 0029
ALL
R 2 01 30
R 2 01 30
017
018
001
001
REV033
REV033
CODE 0029
CODE 0029
ALL
N 2 01 30
N 2 01 30
019
020
001
100
REV033
REV033
CODE 0029
CODE 0031
ALL
N 2 01 30
021
100
REV033
CODE 0031
ALL
2 01 40
2 01 40
001
002
001
230
REV028
REV028
M:20268+24105
2 01 40
2 01 40
003
004
210
230
REV028
REV030
MOD:20268+24105
MOD 20268+24105
ALL
2 01 40
2 01 40
005
006
230
001
REV030
REV030
MOD 20268+24105
ALL
2 02 00
2 02 00
001
002
100
001
REV025
REV022
M:22013 OR 24105
ALL
2 02 05
001
001
REV022
2 02 10
2 02 10
001
002
001
100
REV022
REV025
M:22013 OR 24105
2 02 10
2 02 10
003
004
100
100
REV025
REV025
CODE 0011
M:22013 OR 24105
ALL
2 02 10
2 02 10
005
006
100
110
REV025
REV026
M:22013=24105
M:24105
ALL
2 02 12
2 02 12
001
002
110
040
REV025
REV025
M:24105
CFM 56-5-B6
ALL
2 02 12
2 02 12
003
004
110
040
REV025
REV025
M:24105
CFM 56-5-B6
ALL
2 02 12
2 02 12
005
006
040
100
REV022
REV022
CFM 56-5-B6
M:22013 OR 24105
ALL
01 MAR 2003
ALL
MOD:20024
ALL
ALL
ALL
ALL
ALL
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(FLIGHT PREPARATION
)
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PAGES (LEP) -
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001
002
040
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REV022
REV031
CFM 56-5-B6
22013=24105
ALL
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2 02 14
003
004
110
050
REV025
REV030
M:24105
CFM 56-5-B6
ALL
2 02 14
2 02 14
005
006
110
050
REV025
REV030
M:24105
CFM 56-5-B6
ALL
R 2 02 14
R 2 02 14
007
008
050
100
REV031
REV033
CFM 56-5-B6
22013=24105
ALL
2 02 16
2 02 16
001
002
001
100
REV022
REV023
M:22013 OR 24105
2 02 16
2 02 16
003
004
100
100
REV025
REV025
CODE 0011
M:22013 OR 24105
ALL
2 02 16
2 02 16
005
006
100
105
REV025
REV025
M:22013=24105
M:24105
ALL
2 02 18
2 02 18
001
002
100
100
REV025
REV025
M:22013 OR 24105
M:24105
ALL
2 02 18
2 02 18
003
004
045
100
REV025
REV025
CFM 56-5-B6
M:24105
ALL
2 02 18
2 02 18
005
006
045
045
REV025
REV022
CFM 56-5-B6
CFM 56-5-B6
ALL
2 02 18
007
100
REV022
M:22013 OR 24105
ALL
2 02 20
2 02 20
001
002
050
100
REV022
REV022
CFM 56-5-B6
M:22013 OR 24105
ALL
2 02 20
2 02 20
003
004
100
050
REV025
REV030
M:24105
CFM 56-5-B6
ALL
2 02 20
2 02 20
005
006
100
050
REV025
REV030
M:24105
CFM 56-5-B6
ALL
R 2 02 20
R 2 02 20
007
008
050
100
REV031
REV033
CFM 56-5-B6
22013=24105
ALL
2 02 24
2 02 24
001
002
050
050
REV029
REV031
CFM 56-5-B6
CFM 56-5-B6
ALL
2 02 25
2 02 25
001
002
195
165
REV031
REV022
20268/CFM 56-5-B6
M:20268 CFM 56-5-B6
ALL
2 02 25
2 02 25
003
004
165
160
REV022
REV022
M:20268 CFM 56-5-B6

M:20268 CFM 56-5-B6
ALL
2 02 40
2 02 40
001
002
100
110
REV031
REV021
22013=24105=(MXA+24105)
M:24105
ALL
2 02 40
2 02 40
003
004
150
185
REV025
REV025
M:20268 CFM 56-5-B6

M:20268/CFM 56-5-B6
ALL
01 MAR 2003
ALL
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)
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PAGES (LEP) -
-REV 033
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005
006
185
185
REV025
REV025
M:20268/CFM 56-5-B6
M:20268/CFM 56-5-B6
ALL
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2 02 40
007
008
185
185
REV025
REV025
M:20268/CFM 56-5-B6
M:20268/CFM 56-5-B6
ALL
2 02 40
2 02 40
009
010
185
001
REV025
REV020
M:20268/CFM 56-5-B6
ALL
2 02 40
2 02 40
011
012
185
185
REV025
REV025
M:20268/CFM 56-5-B6
M:20268/CFM 56-5-B6
ALL
2 02 40
2 02 40
013
014
185
001
REV025
REV020
M:20268/CFM 56-5-B6
ALL
2 02 50
2 02 50
001
002
001
195
REV032
REV022
MOD 20268 CFM 56-5-B6
2 02 50
2 02 50
003
004
195
195
REV022
REV022
MOD 20268 CFM 56-5-B6

MOD 20268 CFM 56-5-B6
ALL
2 02 50
2 02 50
005
006
195
195
REV022
REV022
MOD 20268 CFM 56-5-B6

MOD 20268 CFM 56-5-B6
ALL
2 02 50
007
195
REV022
MOD:20268 CFM 56-5-B6
ALL
2 03 00
001
001
REV031
2 03 10
2 03 10
001
002
001
001
REV026
REV026
CODE 0081
ALL
2 03 10
2 03 10
003
004
150
150
REV031
REV031
20268 CFM 56-5-B6

20268 CFM 56-5-B6
ALL
2 03 10
2 03 10
005
006
150
001
REV031
REV032
M:20268/CFM 56-5-B6
ALL
R 2 03 20
R 2 03 20
001
002
001
155
REV033
REV031
20268/CFM 56-5-B6
2 04 00
2 04 00
001
002
001
001
REV028
REV025
R 2 04 10
R 2 04 10
001
002
001
100
REV032
REV033
22013=24105
2 04 10
002A
100
REV030
22013=24105
ALL
2 04 10
2 04 10
003
004
190
190
REV028
REV028
20268/CFM 56-5-B6
20268/CFM 56-5-B6
ALL
2 04 10
2 04 10
005
006
190
190
REV026
REV026
MOD:20268 CFM 56-5-B6

MOD:20268 CFM 56-5-B6
ALL
2 04 10
2 04 10
007
008
190
190
REV026
REV026
MOD:20268 CFM 56-5-B6

M:20268/CFM 56-5-B6
ALL
2 04 10
2 04 10
009
010
190
001
REV026
REV022
MOD:20268 CFM 56-5-B6
ALL
01 MAR 2003
ALL
ALL
ALL
ALL
ALL
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011
012
001
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REV021
REV025
2 04 10
2 04 10
013
014
001
140
REV021
REV026
M:20268/CFM 56-5-B6
2 04 10
015
140
REV026
M:20268 CFM 56-5-B6
2 04 15
001
001
REV020
ALL
2 04 20
2 04 20
001
002
001
001
REV021
REV020
ALL
2 04 20
2 04 20
003
004
001
001
REV027
REV024
ALL
2 04 20
2 04 20
005
006
001
235
REV029
REV027
M:24105+25800/56-5-B5/B6/B7
2 04 20
2 04 20
007
008
220
110
REV027
REV023
CODE 0023/CFM 56-5-B5/B6

MOD:24105
ALL
2 04 25
2 04 25
001
002
100
100
REV030
REV020
M:22013=24105=28160
M:22013=24105=28160
ALL
2 04 25
2 04 25
003
004
035
050
REV023
REV021
CODE 0015
CFM 56-5-B5/B6
ALL
2 04 25
2 04 25
005
006
130
135
REV023
REV027
M:20268 CFM 56-5-B5/B6 OR L

M:25800/56-5-B5/B6
ALL
2 04 25
2 04 25
007
008
220
220
REV029
REV029
CODE 0023/CFM 56-5-B5/6

CODE 0023/CFM 56-5-B5/6
ALL
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2 04 25
009
010
230
220
REV029
REV029
CODE 0023/CFM 56-5-B5/6

CODE 0023/CFM 56-5-B5/6
ALL
2 04 25
2 04 25
011
012
150
145
REV023
REV031
M:20268 CFM 56-5-B5/B6

20268 CFM 56-5-B5/B6
ALL
2 04 35
2 04 35
001
002
001
001
REV020
REV021
ALL
2 04 40
2 04 40
001
002
001
001
REV025
REV020
ALL
2 04 40
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003
004
001
001
REV021
REV020
ALL
2 04 40
2 04 40
005
006
001
001
REV021
REV025
ALL
2 04 40
2 04 40
007
008
001
001
REV025
REV025
ALL
2 04 40
2 04 40
009
010
110
110
REV031
REV030
26249
26017/CFM ALL
ALL
2 04 40
010A
010
REV031
CFM ALL
ALL
01 MAR 2003
ALL
ALL
ALL
ALL
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100
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011
012
240
140
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REV027
CODE 0023/CFM 56-5-B5/B6

CODE 0018 CFM 56-5-B5/B6
ALL
2 04 40
2 04 40
013
014
140
140
REV027
REV027
CODE 0018 CFM 56-5-B5/B6

CODE 0018 CFM 56-5-B5/B6
ALL
2 04 45
2 04 45
001
002
025
025
REV023
REV023
CFM 56-5-B1/B2/B3/B4/B5/B6
CFM 56-5-B1/B2/B3/B4/B5/B6
ALL
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2 04 50
001
002
001
105
REV029
REV030
23779
2 04 50
003
001
REV027
2 04 51
2 04 51
001
002
100
100
REV025
REV025
CODE 0016
CODE 0016
ALL
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2 04 51
003
004
100
100
REV027
REV025
CODE 0016
CODE 0016
ALL
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001
001
REV030
ALL
2 05 00
001
001
REV021
ALL
2 05 10
2 05 10
001
002
120
103
REV024
REV021
2 05 10
2 05 10
003
004
001
001
REV020
REV021
ALL
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2 05 15
001
002
001
001
REV020
REV021
ALL
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003
004
001
001
REV020
REV022
ALL
2 05 15
2 05 15
005
006
220
220
REV031
REV031
CODE 0023/CFM 56-5-B5/6

CODE 0023/CFM 56-5-B5/6
ALL
2 05 15
2 05 15
007
008
220
220
REV031
REV031
CODE 0023/CFM 56-5-B5/6

CODE 0023/CFM 56-5-B5/6
ALL
2 05 15
009
220
REV031
CODE 0023/CFM 56-5-B5/6
ALL
2 05 20
2 05 20
001
002
220
220
REV031
REV031
CODE 0023/CFM 56-5-B5/6

CODE 0023/CFM 56-5-B5/B6/T=L
ALL
2 05 20
003
120
REV021
MOD 24105
ALL
2 05 30
2 05 30
001
002
120
220
REV024
REV027
M:25800/56-5-B
CODE:0023/56-5-B5/B6
ALL
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003
004
220
220
REV027
REV027
CODE:0023/56-5-B5/B6
CODE:0023/56-5-B5/B6
ALL
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2 05 30
005
006
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CODE:0023/56-5-B5/B6
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01 MAR 2003
CCM
2.00.80 PAGE
08
318/319/320/321 FCOM
VOLUME : 2
FLIGHT PREPARATION
LIST OF MOD/MP/SB AFFECTING THE MANUAL
M
V REV
T
MOD
MP
REVISION : 033
TITLE
SB
VALIDITY
. 032A 20024 ......

...........
FUEL- INSTALL A CENTRE TANK SYSTEMALL
. 032A 20164 ......

...........
FUEL - REFUEL/DEFUEL SYSTEM INSTALL A FUEL QUANTITY PRE-SELECTOR

IN FLIGHT COMPARTMENT ALL
. 032A 20167 ......

...........
STRUCTURE - REINFORCE STRUCTURE TO

ALLOW MTOW 72T-MLW 63T-MZFW 59T DESIGN
WEIGHTS
ALL
. 032A 20268 ......

...........
WINGS-WING TIP FENCES-INTRODUCE WING

TIPS INCLUDING FENCESALL
. 032A 21103 ......

...........
EQUIPMENT/FURNISHINGS - CARGO
COMPARTMENT - REARRANGE COMPARTMENT 4
INTO TWO ZONES ALL
. 032A 21329 ......

...........
DOORS-CARGO COMPT DOORS-MODIFY LOCKING

INDICATION
ALL
. 032A 21897 ......

...........
EQUIPMENT/FURNISHINGS-FWD CARGO COMPTINSTALL CLS AND FULL BULK COMPONENTS

F-GTFM
. 032A 21898 ......

...........
EQUIPMENT/FURNISHINGS-AFT CARGO COMPTINSTALL CLS AND FULL BULK COMPONENTS

F-GTFM
. 032A 23124 ......

...........
AIR CONDITIONING - PRESSURIZATION

CONTROL - IMPROVE CONTROLLER TO ENABLE
USE OF EXTERNAL MODE
ALL
. 032A 23320 ......

...........
DOORS-CARGO COMPARTMENT DOOR HYDRAULIC

SYSTEM-INTRODUCE MODIFIED DOOR
SELECTOR VALVE
ALL
CCM
01 MAR 2003
2.00.85
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FLIGHT PREPARATION
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V REV
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MOD
MP
REVISION : 033
TITLE
SB
VALIDITY
. 032A 23779 ......

...........
MINOR IMPROVEMENTS INTRODUCED FROM

A/C 508 (ST2) TO A/C 521 (ST2)
ALL
. 032A 24105 ......

...........
FUSELAGE - REAR FUSELAGE - ADAPT

SECTION 17/19 STRUCTURE TO
A319 DEFINITION
ALL
. 032A 24373 ......

...........
FUEL - TANK LEVEL SENSING - INTRODUCE

MODIFIED LOW FUEL PRESSURE WARNING
CONTROL
ALL
. 032A 24821 ......

...........
EQUIPMENT/FURNISHINGS : AFT CARGO

COMPARTMENT PROVIDE ADDITIONAL
CONTAINER CAPABILITY
F-GTFM
. 032A 24946 ......

...........
LANDING GEAR - MLG - MESSIER INTRODUCE BRAKES P/N C202253

ALL
. 032A 25141 ......

...........
NACELLES/PYLONS-PYLON STRUCTUREADAPT PRIMARY STRUCTURE TO A321-200

VERSION
ALL
. 032A 25287 ......

...........
POWERPLANT - GENERAL - INSTALL ON A319

ENGINE RATED VERSION OF CFM 56-5B6
23500 LBS
ALL
. 032A 25530 ......

...........
ENGINE - COMBUSTION SECTION INTRODUCE DOUBLE ANNULAR COMBUSTOR

ON CFM56-5B6 (CFM56-5B6/2)
ALL
. 032A 25800 ......

...........
POWER PLANT-GENERAL-INTRODUCE
CFM56-5B/P
ALL
. 032A 26017 ......

...........
INDICATING/RECORDING SYSTEMS-FLIGHT
WARNING COMPUTER (FWC)-INTRODUCE
FWC ST2 E2
ALL
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VOLUME : 2
FLIGHT PREPARATION
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REVISION : 033
TITLE
SB
VALIDITY
. 032A 26018 ......

...........
INDICATING/RECORDING SYSTEMS-DISPLAY
MANAGEMENT COMPUTER (DMC)-INTRODCUE
DMC V32 STD
ALL
. 032A 26249 ......

...........
AIR CONDITIONING-FLOW CONTROL AND

INDICATING INTRODUCE MODIFIED AIR
CONDITIONING FLOW CONTROL
ALL
. 032A 26645 ......

...........
AUTO-FLIGHT-FAC INTRODUCE FAC STD BAM

0513
ALL
. 032A 26968 ......

...........
AUTO FLIGHT-FMGC-INTRODUCE FMGC CAM0102

FOR A319 AUTOLAND AND GPS/ACARS FOR
CFM ENGINES
ALL
. 032A 27276 ......

...........
FLIGHT CONTROLS-ELAC SYSTEM-INTRODUCE

ELAC SOFTWARE GL80G
ALL
. 032A 27727 ......

...........
ENGINE -COMBUSTION SECTIONINTRODUCE CFM56-5B DAC II

PIP ENGINES
ALL
. 032A 28164 ......

...........
LANDING GEAR - WHEELS AND BRAKES INSTALL CARBON BRAKES TYPE SEPCARB III
PLUS - MESSIER BUGATTI
ALL
N 033
FLIGHT CONTROLS - ELAC SYSTEM INTRODUCE ELAC STD L81

ALL
31395 ......
27-1135 02
CCM
01 MAR 2003
2.00.85
PAGE
~--
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LOADING
2.01.00
CONTENTS
SEO 001
01.00
CONTENTS
01.10
GENERAL
01.20
CARGO LOADING
-GENERAL ...................................
- DESCRIPTION ................................
- RESTRAINT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .
- CARGO LOADING SYSTEM ........................
- CARGO GAPABILITY ............................
- CARGO ODOR OPERATION .......................
p 1
I REV 33
1
1
1
1
2
3
. Normal operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
. Auxiliary operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
- LOCATION OF SERVICE PANELS .................... 6

01.30
FUEL
-GENERAL INFORMATION ......................... 1
- REFUELLING ................................. 3
- GROUND FUEL TRANSFER ........................ 5
- DEFUELING ................................. 7
- OVERWING GRAVITY REFUELING ................... 8
- REFUELING WITH ONE ENGINE RUNNING ............. 10
- APU START/SHUTDOWN DU RING REFUELING/DEFUELING .. 1Da
- USE OF MANUAL MAGNETIC INDICATORS ............ 11
01.40
WEIGHT AND BALANCE
R
R
R
R
R
CCM ALL
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LOADING
2.01.10
GENERAL
SEO 001
p 1
I REV 31
I DEFINITIONS I
- MANUFACTURER'S EMPTY WEIGHT (MEW)

The weight of the structure, power plant, furnishings, systems and other items of
equipment that are considered an integral part of the aircraft. lt is essentially a "dry"
weight, including only those fluids contained in closed systems (e.g. hydraulic fluid).
- OPERATIONAL EMPTY WEIGHT OEW)

The manufacturer's weight empty plus the operator's items i.e. the flight and cabin crew
and their baggage, unusable fuel, engine oil, emergency equipment, toilet chemieals and
fluids, galley structure, catering equipment, seats, documents etc.
- DRY OPERATING WEIGHT (DOW)

R
R
R
R
The total weight of an aircraft ready for a specific type of operation excluding all usable
fuel and traftic Ioad.
Operational Empty Weight plus items specific to the type of flight i.e. catering,
newspapers. pantry equipment etc.
- TAKEOFF FUEL
The weight of the fuel onboard at takeoft.
- OPERATING WEIGHT
R
The weight obtained by addition of the operational empty weight and the takeoft fuel.
- TOTAL TRAFFIC LOAD

The weight of the payload including cargo Ioads, passengers and passengers bags.
- ZERO FUEL WEIGHT (ZFW)

R
The weight obtained by addition of the total traftic Ioad and the dry operating weight.
- TAKEOFF WEIGHT (TOW)

The weight at takeoft. lt is equal to the addition of the zero fuel weight and takeoft fuel.
-TRIP FUEL
The weight of the fuel necessary to cover the normal leg without reserves.
- LANDING WEIGHT
The weight at landing. lt is equal to takeoft weight minus trip fuel.
CCM ALL
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LOADING
2.01.20
CARGO LOADING
SEO 100
p 1
I REV 21
I GENERAL I
The aircraft has two lower deck cargo compartments :
- Forward cargo compartment, compartment 1.
- Aft cargo compartment, subdivided into compartments 3, 4 and 5.
The main access doors to torward and aft compartments are hydraulically operated.
A bulk cargo door ~ gives additional access to the aft cargo compartment. lt is manually
operated.
I DESCRIPTION I
Each compartment is divided into sections, and is designed to be category D (tor A320 and
A319) or category C (A321, A319 ~ and A320 ~) as detined by FAR.
A placard in each compartment indicates the maximum authorized gross weight.
The compartments have separate lighting.
I RESTRAINT SYSTEM I
Divider nets subdivide the compartments to allow them to be partially loaded and to retain
the bulk.
Door nets which protect the doors trom shifting cargo, must be used whenever the
compartment contain cargo.
I CARGO LOADING SYSTEM
~I
A semi-automatic cargo loading system, which may be installed in torward and aft
compartments, Ioads pallets and containers.
CCM MSN 1145
~--
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p 2
LOADING
2.01.20
CARGO LOADING
SEO 230
I REV 28
I CARGO CAPACITY I
R FULL BULK
R
R
ln full bulk configuration, the maximum Ioad for each compartment and section are as
follows:
- Forward
Compartment 1 : 2 268 kg (5 000 lb)
- Aft
R
R
Compartment 41: 1 326 kg (2 924 lb)

CARGO LOADING SYSTEM (CLS)

R
R
When the Cargo Loading System (CLS) is installed in the FWD and AFT cargo, the
maximum Ioad for each compartment and section are as follows :
- Forward
- Aft
R
R
R
R
Compartment 41: 1 134 kg (2 500 lb)

The following table lists the loading possibilities (including the Maximum Grass Weight per
container/pallet).
R
R
ULD
ATA
Half size
Full size
60.4 x 61.5 in
60.4 x 61.5 in
LD3-46
LD3-46W
NAS 3610
2K2
2K2
2K3
2K3
IATA
G
H
K
X
Allowable
MGW
kg
1134
1134
1134
1134
lb
2500
2500
2500
2500
Maximum
number
fwd
2
2
2
2
aft
2
2
2
2
Note : The bulk compartment is always used in bulk configuration with a maximum Ioad
of 1497 kg (3300 lb).
CCM MSN 1145
~--
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LOADING
2.01.20
CARGO LOADING
SEO 100
p 1
I REV 21
I GENERAL I
The aircraft has two lower deck cargo compartments :
- Forward cargo compartment, compartment 1.
- Aft cargo compartment, subdivided into compartments 3, 4 and 5.
The main access doors to torward and aft compartments are hydraulically operated.
A bulk cargo door ~ gives additional access to the aft cargo compartment. lt is manually
operated.
I DESCRIPTION I
Each compartment is divided into sections, and is designed to be category D (tor A320 and
A319) or category C (A321, A319 ~ and A320 ~) as detined by FAR.
A placard in each compartment indicates the maximum authorized gross weight.
The compartments have separate lighting.
I RESTRAINT SYSTEM I
Divider nets subdivide the compartments to allow them to be partially loaded and to retain
the bulk.
Door nets which protect the doors trom shifting cargo, must be used whenever the
compartment contain cargo.
I CARGO LOADING SYSTEM
~I
A semi-automatic cargo loading system, which may be installed in torward and aft
compartments, Ioads pallets and containers.
CCM MSN 1068
~--
c~~~~
p 2
LOADING
2.01.20
CARGO LOADING
SEO 303
I REV 29
I CARGO CAPACITY I
CARGO LOADING SYSTEM (CLS)

The maximum Ioad for each compartment and section is as follows :
- Forward
Compartment 1 : 2268 kg (5000 lb)
- Aft
The following table lists the loading possibilities, including the Maximum Grass Weight per
container/pallet.
ULD
Half size
Full size
Full size
60.4 x 61.5 in
60.4 x 61.5 in
ATA
NAS 3610
LD3-46
2K2
LD3-46W 2K2
LD3/40-46 2K2
2K3
2K3
IATA
G
H
H
K
X
Allowable
MGW
kg
1134
1134
753
1134
1134
lb
2500
2500
1660
2500
2500
Maximum
number
fwd
2
2
2
2
aft
2
2
1
2
2
Note : The bulk compartment is always used in bulk configuration with a maximum Ioad
of 1497 kg (3300 lb).
R FULL BULK
R
R
When the full bulk configuration exists on the aircraft and is used, the maximum Ioad for
each compartment and section is as follows :
- Forward
R
R
R
- Aft
CCM MSN 1068
~--
c~~~~
LOADING
2.01.20
CARGO LOADING
SEO 001
LEFT INTENTIONALLY BLANK
CCM ALL
P 2a
I REV 29
~--
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LOADING
2.01.20
CARGO LOADING
SEO 100
p 3
I REV 20
I CARGO DOOR OPERATION
NORMAL OPERATION
OPENING
On door
- ACCESS DOOR OPERATING HANDLE .................... RELEASE

Push handle flap inward.
- DOOR .......................................... UNLOCK

Move door operatinghandle downward (105) from LOCKED to UNLOCK position.
On door service panel
- SERVICE PANEL ACCESS DOOR .......................... OPEN

- LEVER OF MANUAL SELECTOR VALVE ............... HOLD ON OPEN
The yellow hydraulic system is pressurized (YELLOW ELEC PUMP energized).
Operation of the flight controls and PTU is inhibited.
When the door is fully open (green light on the service panel is on) :
- LEVER OF MANUAL SELECTOR VALVE ................... RELEASE

When released, the Iever returns to the neutral position and shuts down the electric
pump.
CLOSING
- LEVER OF MANUAL SELECTOR VALVE .............. HOLD ON CLOSE

At first the Iever Iacks in an intermediate position, maintaining a pre-set
pressurization to prevent the door from dropping open. The operator can then move
the Iever to CLOSE and the door closes. When it is fully closed, the Iever returns to
the neutral position and shuts down the electric pump.
Ensure that green indicator light goes oft.
On door
- DOOR ............................................ LOCK

lmmediately push the door operating handle upwards to the locked position. When
the door is locked, the cargo doors view ports appear green, the CARGO door
indication on ECAM extinguishes, and the handle flap mechanism Iacks the operating
handle.
CCM ALL
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LOADING
2.01.20
CARGO LOADING
SEO 100
p 4
I REV 26
- ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE

AUXILIARY OPERATION
ln case of an electrical failure or if the electric pump fails, the operator can open or close
the doors by working the hand pump.
HAND PUMP OPENING

On door
- DOOR
UNLOCK
Unlock the operating handle as if for normal operation.

- SERVICE PANEL ACCESS DOOR .......................... OPEN

- LEVER OF MANUAL SELECTOR VALVE ............... HOLD ON OPEN
On ground service panel
- HAND PUMP .................................... OPERAlE

The door opens.
When the door is fully open (green light on the service panel is on) :
- LEVER OF MANUAL SELECTOR VALVE ................... RELEASE
CCM ALL
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LOADING
2.01.20
CARGO LOADING
SEO 100
p 5
I REV 26
- LEVER OF MANUAL SELECTOR VALVE ................ HOLD ON CLOSE

On ground service panel
- HAND PUMP ...................................... OPERAlE

The door closes.
- LEVER OF MANUAL SELECTOR VALVE ..................... RELEASE

Release when door is fully closed.
On door
- DOOR
LOCK
Lock the operating handle as for normal operation.

On door service panel and ground service panel
- ACCESS DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
CCM ALL
~--
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LOADING
2.01.20
CARGO LOADING
SEO 100
p 6
I REV 26
I LOCATION OF SERVICE PANELS I
GROUND SERVICE PANEL

YELLOW SYSTEM
ELECTRICAL MANUAL
SELECTOR VALVE
DOOR SERVICE PANEL
---------,L
LEVER OF MANUAL
SELECTOR VALVE
~'\={p
,----------i---1
LG a
'"''"'0
0
'
'
'
CCM ALL
HAND PUMP
LEVER
LHAND-
~--
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LOADING
2.01.30
FUEL
SEO 200
p 1
I REV 23
I GENERAL INFORMATION
USABLE FUEL VOLUME

WING TANKS
LITERS
US GALLONS
OUTER
CELL
INNER
CELL
1760
464
13849
3659
CENTER
TANK
TOTAL
8250
2180
23859
6303
R USABLE FUEL WEIGHT
USABLE
FUEL WEIGHT
(x1000Kg)(x1000Lb)
"'"' 20 -~44
0
0
-~~2
"'I
;;
0
I
0
18
;;"'
I
f-
6.2
-H~
r---6.3- r- 6j,4
1-6.5- -6i~- -
0.79
0.80
6,j7 r-- -6.8- r-- 6.9
(Lbs/GaU
0
I
0.77
"'u
0.78
0.81
0.82
0.83
(Kg/L)
SPECIFIC GRAVITY
REFUELING
R
R
R
- During automatic refueling, fuel goes to the center tank and outer cell of wing tanks
simultaneously. When the outer cell of wing tank is full, fuel overflows into the inner cell.
The wing tanks fill first, then the center tank.
During manual refueling, fill the wing tanks first, then the center tank.
- With the tanks filled to the maximum capacity, there is enough space in each tank to
allow for a 2 % thermal expansion of the fuel without its spilling through the vent
system.
- During refuel, the flight crew should avoid any electrical transients (switching between
APU, external and engine electrical supply) Electrical transients may cause the refuel to
stop.
CCM ALL
~--
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LOADING
2.01.30
FUEL
SEO 200
REFUELING CONTROL PANEL

EXTERNAL PANEL
FUEL QTY
KG X 1000
""="--
LEFT
CTR
1- -~~o.:1o
RIGHT
e:
II-II1.1_1 :1
Hl.
LEFT
LVL.
:11_1]
1_1._1 I
CTR
RIGHT
[3 [3 [3
REFUEL VALVES
OPEN
NORM
SHUT
OPEN
NORM
SHUT
OPEN
NORM
SHUT
~ MODE SELECT ~TEST
REFUEL
HI.LVL
DEFUEL XFR ___/OPEN
LTS
aoG
PRESELECTED
:1
I_
DEC.
I (1
1.1_1
REFUEL
KG X 1000
[I]
INC. icKPTI
PRESELECTED
<C
<
0
0
<C
I
N
0
0
I
"'
0
I
N
0
I
"''-'
~
CCM ALL
~ ( 1:1 :.::: )
oEc[ll
1 II]INC
p~
PWR
NORM
ACTUAL
COCKPIT
BATT POWER
ON
I -1 -1
I :1. I
I END I
PANEL
REFUEL
KG X 1000
[cKPT]
REFUEL
ACTUAL
( I-,-,
I :1. I
Jb
[END]
CTL
~
N
p 2
I REV 20
~--
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LOADING
2.01.30
FUEL
SEO 200
p 3
I REV 33
I REFUELING I
PREPARATION
- ACCESS PLATFORM ............................... IN POSITION
- SAFETY PRECAUTIONS ................................. APPLY
Make certain that no HF transmission is performed during refueling, and that the tanker
and the aircraft are properly grounded. Connect a tanker grounding cable to the aircraft's
grounding point on the main landing gear.
Note: For APU start/shutdown during refueling, refer to FCOM 2.01.30 p 10a.
- MAX REFUELING PRESSURE ...................... 50 PSI (3.5 bars)

On refueling control panel :
-TEST ............................................. LTS
Lights on the panel come on. FUEL OTY and the PRESELECTED and ACTUAL displays
show 8's.
-TEST ............................................ HIGH

The Hl LVL lights change state, if the high Ievei sensors and their circuits are
serviceable.
AUTOMATIC REFUELING
From cockpit refueling control panel
- REFUEL PWR pb ...................................... ON
Cockpit panel takes priority. The CKPT light comes on and REFUELG is displayed on
the ECAM MEMO.
- PRESELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- REFUEL CTL pb ....................................... ON
Refueling starts. When refueling is finished, the END light comes on.
- REFUEL PWR pb ..................................... OFF

On cockpit overhead FUEL panel :
- MODE SEL pb ..................... MAN FOR 10 SEC THEN AUTO
To delatch the center tank pumps.
CCM ALL
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LOADING
2.01.30
FUEL
SEO 100
p 4
I REV 28
From external refueling control panel

- REFUEL VALVES .................... CHECK NORM and GUARDEO
- PRESELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- MODE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REFUEL
- START REFUELING
When the refueling is finished the END light comes on.
- ACTUAL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
The actual quantity must be within 100 kg (220 lb) of the preselected quantity.
- MODE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF and GUARDEO
MANUAL REFUELING
- REFUEL VALVES ....................................... SHUT
- MODE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REFUEL
- REFUEL VALVES (tanks to be filled) ......................... OPEN
- START REFUELING
- FUEL QTY ........................................ MONITOR
When the contents of the tanks reach the required Ievei :

- Corresponding REFUEL VALVES .......................... SHUT
- MODE SELECT ............................ OFF and GUARDEO
- REFUEL VALVES .......................... NORM and GUARDEO
CCM ALL
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LOADING
2.01.30
FUEL
SEO 100
p 5
I REV 20
I GROUND FUEL TRANSFER I

On cockpit overhead FUEL panel
- PUMPS (of the tanks not to be defueled) ..................... OFF
- MODE SEL ......................................... MAN
- PUMPS (of the tanks to be defueled) ........................ ON
if left wing and/or center tanks is (are) to be defueled :

-X FEED ............................................ ON
OPEN light comes on.

- REFUEL VALVES (of tanks not to be filled) ................... SHUT
- REFUEL VALVES (of tanks to be filled) ...................... OPEN
- MODE SELECT ................................. DEFUEL!XFR
OPEN light comes on.
- FUEL QTY ...................................... MONITOR
When the tank contents reach the required Ievei :

- Corresponding REFUEL VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
- MODE SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF and GUARDEO
OPEN light goes out.
- Set cockpit FUEL panel to normal configuration.
CCM ALL
~--
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LOADING
2.01.30
FUEL
SEO 001
CCM ALL
p 6
I REV 21
~--
c~~~~
LOADING
2.01.30
FUEL
SEO 100
p 7
I REV 33
I DEFUELING I
Note : Defueling by suction is not possib/e.

Make certain that no HF transmission is performed during defueling and that the tanker
Note: For APU start/shutdown during defueling, refer to FCOM 2.01.30 p 10a.
- MAX DEFUELING PRESSURE ...................... 11 PSI (0.75 bar)

-PUMPS ............................................ OFF
- REFUEL VALVES ..................................... SHUT
- MODE SELECT (OPEN light comes on) ................. DEFUEL/XFR
- MODE SEL ......................................... MAN
- PUMPS (of the tank(s) to be defueled) ....................... ON
- X FEED (OPEN light comes on) ............................ ON
- FUEL QTY ...................................... MONITOR
When the tank contents reach the required Ievei

- Corresponding PUMPS ................................. OFF

- MODE SELECT (OPEN light goes out) ............. OFF and GUARDEO
- Set cockpit FUEL panel to normal configuration.
CCM ALL
~--
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LOADING
2.01.30
FUEL
SEO 100
p 8
I REV 33
I OVERWING GRAVITY REFUELING I

Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is
delivered directly into the outer cell from which the inner cell is filled by opening the
intercell transfer valves. Fill center tank by transfer from the right wing tank (open the
X FEED valve in case of transfer from the left wing tank).

Make certain that no HF transmission is performed during refueling and that the tanker
Note: For APU start/shutdown during refueling, refer to FCOM 2.01.30 p 10a.
- TRANSFER VALVES (on ECAM FUEL page) ............. CHECK POSITION
lf transfer valves closed :

- MODE SELECT (on refueling control panel) ............... Check OFF
- FUEL/XFR VALVE 1/WING/L and R C/B's 1QP and 2QP, and FUEL/XFR VALVE
2/WING/L and R C/B's JQP and 4QP ......... PULL for 5 sec then PUSH
lntercell transfer valves will stay open until the next refuel selection.
RH WING REFUELING PROCEDURE
*- OVERWING REFUEL CAP .............................. REMOVE

*- REFUELING ........................................ START
lf the center tank is required :

- RH REFUEL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHUT
- CTR REFUEL VALVE .................................. OPEN
- MODE SELECT ................................. DEFUEL/XFR
OPEN light comes ON.
- RH WING TK PUMPS ................................... ON

Fuel is transfered to the center tank.
When the center tank reaches the required Ievei :

- WING TK PUMPS .................................. OFF
- REFUEL VALVES .................................. NORM
CCM ALL
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LOADING
2.01.30
FUEL
SEO 100
p 9
I REV 21
When the wing tank reaches the required Ievei :
*- REFUELING ....................................... STOP

*- OVERWING REFUEL CAP ............................ INSlALL
LH WING REFUELING
Perform the steps for RH wing refueling procedure marked * then :
- MODE SELECT ................................ REFUEL then OFF

Check on FUEL page that the intercell transfer valves close.
Note : The overwing refuel point is not at the highest point of the wing and therefore
the wing tanks cannot be filled to fu/1.
CCM ALL
~--
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LOADING
2.01.30
FUEL
SEO 200
p 10
I REV 24
I REFUELING WITH ONE ENGINE RUNNING I

- Refuel with one engine running only at airports where no external ground pneumatic
power is available and only when APU is unserviceable.
- Only the RH fuel couplings can be used.
- Overwing gravity filling is not permitted.
- Disernbark all passengers.
- Obtain airport authorization.
The Airport Fire Department should standby at the aircraft during the entire refueling
procedure.
- Point the aircraft into the wind at a location where the slope is negligible.
Set the parking brake and check its pressure.
Run engine no 1 at ground idle with its generator connected.
- Do not start engine no 2, shut down engine no 1 or attempt to start the APU before all
fueling operations have been completed.
- Position the fuel truck under the extremity of the right wing. lts pressure should not
exceed 30 psi.
- Follow manual refueling procedure.
OPERATION MONITORING
During the entire refueling procedure :
- Monitor the fuel truck shut oft valve.
- Be sure that the fueling company is keeping permanent control of the emergency fuel
shut oft device.
- Have a flight crew member in the cockpit monitaring all systems and the running engine.
- Have a qualified ground crew member at the fueling station to operate the refuel valve
switches.
- Monitor the refueling closely and be prepared to close the refuel valves in order not to
exceed the following fuel quantities :
DENSITY (kg/1)
L(R) WING (kg)
CENTER (kg)
CCM ALL
0.77
5710
6030
0.78
5780
6110
0.79
5860
6190
0.8
5930
6270
0.81
6005
6350
0.82
6080
6430
0.83
6160
6500
~--
c~~~~
LOADING
2.01.30
P 10a
FUEL
SEO 001
I REV 33
After second engine start :
Reset the 3DMCs in order to reinitialize the fuel used values :

- DMC 1 SPLY C/B (E11 on 49VU) .......................... PULL
- DMC 2 SPLY C/B (Q8 on 121 VU)
PULL
- DMC 3 SPLY C/B (Q9 on 121 VU)
PULL
- DMC 3 SPLY STBY (E10 on 49 VU)
PULL
After 5 seconds :
- All C/B's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
Note: The T.O MEMO does not appear automatical/y since one engine is kept
running.
R I APU START/SHUTDOWN DURING REFUELING/DEFUELING I

R
R
R
R
R
R
APU starts or shutdowns are permitted during refuel/defuel procedures. lf it is necessary

to operate the APU, the Iimits that follow apply :
a) An APU start is not permitted during a refuel/defuel procedure if the APU has failed to
start or an automatic shutdown has occured
b) A normal APU shutdown must be completed if a fuel spill has occured during the refuel
defuel procedure.
CCM ALL
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LOADING
2.01.30
FUEL
SEO 100
p 11
I REV 33
I USE OF MANUAL MAGNETIC INDICATORS (MMI) I

lndicators are disposed as follows :
five in each wing tank, four in inner tank and one in outer tank
one in the center tank
MMI
'"'
;:;
I
"'
0
INNER TANK
I
N
0
I
ATTITUDE MONITOR
'-------CENTER TANK
"'u
~
ATTITUDE/
MONITOR
- A/C ATTITUDE ........................................ NOTE

Note the grid square Ietter and grid square number shown by the bubble on the attitude
monitor.
CCM ALL
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LOADING
2.01.30
P 11a
FUEL
SEO 001
I REV 33
TO DETERMINE FUEL QUANTITY IN THE OUTER TANK

- MMI number 5 . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK and WITHDRAW
The crewmember must withdraw the MMI slowly until he feels the magnetic attraction
between the rod and float magnets.
Do not use force when withdrawing the MMI as this will disengage the float magnet
from the rod magnet and bring the rod down onto the mechanical stop.
- ROD GRADUATION (which aligns with bottom wing surface)
- MMI
. . . . . . . . READ
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE and LOCKED
- Use the table for the applicable aircraft wing side, aircraft attitude (grid square
Ietter and number), and the MMI stick number 5, to find the volume of fuel in the
outer tank (See the following pages).
- Multiply the result by the specific gravity to find the fuel weight.
CCM ALL
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LOADING
2.01.30
FUEL
SEO 100
p 12
I REV 33
TO DETERMINE FUEL QUANTITY IN THE INNER TANK

- MMI (from number 4 to number 1) ............ UNLOCK and WITHDRAW
- ROD GRADUATION (which aligns with bottom wing surface) ........ READ
- MMI ................................... IN PLACE and LOCKED
MMis shall be withdrawn from number 4 to number 1 until one MMI measures fuel.
- Use the table for the applicable aircraft wing side, aircraft attitude (grid square
Ietter and number), and the applicable MMI stick number to find the volume of fuel
in the inner tank (See the following pages).
TO DETERMINE FUEL QUANTITY IN THE CENTER TANK
- CENTER TANK MMI ...................... UNLOCK and WITHDRAW
- ROD GRADUATION (which aligns with bottom wing surface) ........ READ
- MMI ................................... IN PLACE and LOCKED
- Use the table for the center tank, and for the applicable aircraft attitude (grid
square Ietter and number) to find the volume of fuel in the center tank (See the
following pages).
CCM ALL
~--
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p 13
LOADING
2.01.30
FUEL
SEO 001
I REV 33
WING TANKS (LITERS)

R
E
M
M M A
M D
I I I
N"
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
63
MAX
LITERS
ATTITUDE MONITOR READING
A*
1
50
100
100
150
200
250
300
350
450
500
550
650
750
800
900
1050
1150
1250
1350
1500
1600
1750
1900
2000
2200
2350
2500
2650
2800
2950
3100
3150
3450
LEFT WING
2
3
50
100
100
150
200
250
300
350
450
500
550
650
750
800
900
1050
1150
1250
1350
1500
1600
1750
1900
2000
2200
2350
2500
2650
2800
2950
3100
3150
3450
50
100
100
150
200
250
300
350
450
500
550
650
750
800
900
1050
1150
1250
1350
1500
1600
1750
1900
2000
2200
2350
2500
2700
2800
2950
3150
3200
3450
G RIGHT WING
4
50
100
100
150
200
250
300
350
450
500
550
650
750
800
900
1050
1150
1250
1350
1500
1600
1750
1900
2000
2200
2350
2500
2700
2800
3000
3150
3200
3500
50
100
100
150
200
250
300
350
450
500
550
650
750
800
900
1050
1150
1250
1350
1500
1600
1750
1900
2000
2200
2350
2500
2700
2850
3000
3150
3250
3500
50
100
100
150
200
250
300
350
400
500
550
650
700
800
900
1000
1150
1250
1350
1500
1600
1750
1900
2000
2200
2350
2550
2650
2850
3050
3200
3300
3600
50
100
100
150
200
250
300
350
400
500
550
600
700
800
900
1000
1100
1250
1350
1500
1600
1750
1900
2050
2200
2400
2550
2700
2850
3050
3250
3350
3600
* GRID SOUARE LETTER

** GRID SOUARE NUMBER
CCM ALL
R
E
MA
MD
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
63
MAX
LITERS
A
1
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2000
2200
2300
2450
2600
2650
2950
RIGHT WING
2
3
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2000
2200
2300
2500
2600
2650
2950
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2050
2200
2300
2500
2650
2700
2950
G LEFT WING
4
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2050
2200
2300
2500
2650
2700
2950
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
850
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2050
2200
2300
2500
2650
2700
2950
7**
50
50
50
50
100 100
150 150
200
150
250
200
300 250
350 300
400 350
450 400
500 450
550 550
650
600
700
700
800
750
850 850
950
950
1050 1050
1150 1150
1250 1250
1350 1350
1450 1450
1550 1550
1700 1700
1800 1800
1950 1950
2050 2050
2200 2200
2350 2350
2500 2500
2650 2650
2700 2700
3000 3000
~--
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2.01.30
FUEL
SEO 001
R
E
M A
I M D
N" I I
N
G
M
M
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
LITERS
ATTITUDE READING
A
1
2300
2500
2650
2750
2900
3100
3250
3450
3700
3900
4100
4300
4500
4700
4950
5100
LEFT WING
2
3
2250
2450
2600
2750
2900
3100
3250
3450
3650
3900
4100
4300
4500
4700
4950
5100
2200
2400
2600
2750
2900
3100
3250
3450
3650
3900
4050
4300
4500
4750
4950
5150
G RIGHT WING
4
2200
2400
2600
2700
2900
3100
3250
3450
3650
3900
4050
4300
4500
4750
4950
5150
2200
2350
2550
2700
2850
3100
3250
3450
3650
3850
4050
4300
4500
4750
5000
5150
2200
2350
2500
2650
2850
3050
3250
3400
3600
3850
4050
4300
4500
4750
5000
5200
2200
2350
2500
2650
2850
3000
3200
3400
3600
3850
4050
4300
4550
4750
5000
5200
MAX
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
LITERS
ATTITUDE READING
A
1
RIGHT WING
2
3
G LEFT WING
4
2850
3050
3200
3300
3500
3650
3800
3950
4050
4200
4250
4400
4500
4600
4750
4850
2850
3050
3200
3300
3500
3650
3800
3900
4050
4200
4250
4400
4500
4650
4750
4850
2850
3050
3200
3300
3500
3600
3750
3900
4050
4200
4250
4400
4550
4650
4800
4900
2850
3050
3200
3300
3500
3600
3750
3900
4050
4200
4300
4400
4550
4700
4800
4900
2850
3050
3200
3300
3450
3600
3750
3900
4050
4200
4300
4450
4550
4700
4850
4950
2850
3000
3200
3300
3450
3600
3750
3900
4050
4200
4300
4450
4600
4750
4850
5000
2800
3000
3150
3250
3400
3600
3750
3900
4050
4200
4300
4450
4600
4800
4900
5000
2
4
6
8
10
12
14
16
18
20
4400
4700
4950
5150
5250
5400
5600
5750
5900
6000
4350
4700
4950
5100
5250
5400
5600
5750
5900
6000
4300
4650
4900
5100
5250
5400
5550
5700
5850
6000
4250
4600
4850
5050
5250
5400
5550
5700
5850
6000
4200
4500
4800
5000
5200
5350
5500
5700
5850
6000
4150
4400
4700
4950
5150
5300
5500
5650
5850
6000
4050
4300
4550
4800
5050
5250
5450
5600
5800
6000
2
4
6
8
10
12
14
16
18
20
5050
5150
5250
5350
5450
5500
5600
5650
5800
5900
5050
5150
5250
5350
5450
5500
5650
5700
5800
5900
5100
5200
5300
5400
5500
5550
5650
5700
5850
5950
5100
5200
5300
5400
5500
5600
5700
5750
5850
5950
5100
5200
5300
5400
5500
5600
5700
5750
5900
6000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
5100
5200
5300
5400
5500
5650
5750
5800
5950
6050
2
4
6
8
10
12
14
16
18
5700
5850
6000
6150
6300
6450
6550
6600
6650
5600
5750
5900
6100
6300
6400
6500
6600
6650
5550
5700
5850
6050
6250
6400
6500
6600
6650
5500
5650
5800
6000
6200
6400
6500
6600
6650
5450
5600
5750
5950
6150
6350
6500
6600
6650
5400
5550
5700
5900
6150
6300
6450
6600
6650
5300
5500
5650
5850
6100
6250
6450
6550
6650
2
4
6
8
10
12
14
16
18
6000
6100
6200
6250
6350
6450
6500
6600
6650
6050
6100
6200
6300
6400
6450
6550
6600
6700
6100
6150
6200
6300
6400
6450
6550
6600
6700
6100
6150
6250
6350
6400
6500
6550
6650
6750
6100
6150
6250
6350
6450
6500
6600
6650
6750
6100
6200
6250
6350
6450
6550
6600
6700
6750
6100
6200
6300
6400
6450
6550
6650
6750
6800
700
750
800
800
850
850
850
850
700
750
800
800
850
850
850
850
700
750
800
800
850
850
850
850
700
750
800
800
850
850
850
850
700
750
750
800
850
850
850
850
700
750
750
800
850
850
850
850
700
750
750
800
850
850
850
850
2
4
6
8
10
12
14
MAX
CCM ALL
R
E
MA
MD
I I
N
G
I REV 33
MAX
MAX
p 14
LOADING
MAX
650
700
750
750
800
800
850
850
600
650
700
750
800
800
850
850
550
650
700
750
800
800
850
850
550
600
650
750
750
800
850
850
550
600
650
700
750
800
850
850
500
550
650
700
750
800
850
850
500
550
600
700
750
800
850
850
2
4
6
8
10
12
14
MAX
~--
c~~~~
2.01.30
FUEL
SEO 001
R
E
M M A
M
I M D
N" I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
63
MAX
LITERS
B*
1
50
50
100
150
200
250
300
350
400
450
550
600
700
800
900
1000
1100
1200
1300
1450
1550
1700
1800
1950
2100
2250
2400
2550
2750
2850
3000
3050
3350
LEFT WING
2
3
50
50
100
150
200
250
300
350
400
450
550
600
700
800
900
1000
1100
1200
1300
1450
1550
1700
1800
1950
2100
2250
2400
2550
2750
2850
3000
3050
3350
50
50
100
150
200
250
300
350
400
450
550
600
700
800
900
1000
1100
1200
1300
1450
1550
1700
1800
1950
2100
2250
2400
2600
2750
2850
3000
3050
3350
F
4
50
50
100
150
200
250
300
350
400
450
550
600
700
800
900
1000
1100
1200
1300
1450
1550
1700
1800
1950
2100
2250
2400
2600
2750
2850
3050
3100
3350
50
50
100
150
200
250
300
360
400
450
550
600
700
800
900
1000
1100
1200
1300
1450
1550
1700
1800
1950
2100
2250
2400
2600
2750
2900
3050
3150
3400

CCM ALL
p 15
LOADING
RIGHT WING
6
7
50
50
100
150
200
250
300
350
400
450
550
600
700
800
900
1000
1100
1200
1300
1450
1550
1700
1800
1950
2100
2250
2400
2600
2750
2900
3050
3150
3450
50
50
100
150
200
250
300
350
400
450
550
600
700
800
850
950
1100
1200
1300
1450
1550
1700
1800
1950
2100
2250
2450
2600
2750
2950
3100
3200
3500
R
E
MA
MD
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
63
MAX
I REV 33
LITERS
B
1
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1850
1950
2100
2250
2400
2550
2700
2750
3000
RIGHT WING
2
3
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1850
1950
2100
2250
2400
2550
2700
2750
3000
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1850
1950
2100
2250
2400
2550
2700
2750
3000
F
4
LEFT WING
7**
6
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1850
1950
2100
2250
2400
2550
2700
2750
3000
50
50
100
150
200
250
300
350
400
450
500
550
650
700
800
900
950
1050
1200
1300
1400
1500
1600
1700
1850
1950
2100
2250
2400
2550
2700
2750
3000
50
50
50
50
100 100
150 150
200
150
250
200
300 250
350 300
400 350
450 450
500 500
550 550
650
650
700
700
800 800
900
850
950
950
1050 1050
1150 1150
1300 1300
1400 1400
1500 1500
1600 1600
1700 1700
1850 1850
1950 1950
2100 2100
2250 2250
2400 2400
2550 2550
2700 2700
2750 2750
3000 3000
~--
c~~~~
2.01.30
FUEL
SEO 001
R
E
M M A
M
I M D
N" I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
LITERS
B
1
2350
2550
2750
2850
3000
3150
3350
3550
3750
4000
4150
4300
4500
4700
4850
5050
LEFT WING
2
3
2350
2500
2700
2850
3000
3150
3350
3550
3750
3950
4100
4300
4500
4700
4900
5100
2300
2500
2700
2800
3000
3200
3350
3550
3750
3950
4100
4300
4500
4700
4900
5100
F
4
2300
2450
2650
2800
3000
3150
3350
3550
3750
3950
4100
4300
4500
4700
4900
5100
2250
2450
2650
2800
3000
3150
3350
3500
3700
3950
4100
4300
4500
4700
4950
5100
RIGHT WING
6
7
2200
2400
2600
2750
2950
3150
3300
3500
3700
3900
4100
4300
4500
4750
4950
5150
2200
2400
2600
2750
2900
3100
3300
3450
3650
3900
4100
4300
4500
4750
4950
5150
MAX
2
4
6
8
10
12
14
16
18
20
4550
4800
5050
5150
5300
5450
5600
5700
5850
6000
4500
4800
5000
5150
5300
5450
5600
5700
5850
6000
4500
4800
5000
5150
5300
5450
5600
5700
5850
6050
4450
4750
5000
5150
5300
5450
5550
5700
5850
6050
4400
4650
4900
5100
5250
5400
5550
5700
5850
6050
4350
4600
4850
5000
5200
5400
5550
5700
5850
6000
4300
4500
4750
5000
5150
5350
5500
5700
5850
6000
MAX
CCM ALL
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
LITERS
B
1
RIGHT WING
2
3
F
4
LEFT WING
6
7
2800
2950
3100
3200
3400
3550
3750
3900
4050
4200
4250
4400
4500
4650
4750
4850
2750
2950
3100
3200
3400
3550
3700
3850
4000
4150
4250
4400
4500
4650
4750
4900
2750
2900
3100
3200
3350
3550
3700
3850
4000
4150
4250
4400
4500
4650
4800
4900
2750
2900
3100
3200
3350
3550
3700
3850
4000
4150
4250
4400
4550
4650
4800
4950
2700
2900
3100
3200
3350
3500
3650
3850
4000
4150
4250
4400
4550
4700
4850
4950
2700
2900
3050
3200
3350
3500
3650
3800
4000
4150
4250
4400
4550
4700
4850
5000
2650
2850
3050
3150
3300
3450
3650
3800
3950
4150
4250
4400
4550
4750
4900
5050
2
4
6
8
10
12
14
16
18
20
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
5000
5100
5200
5350
5450
5550
5650
5700
5800
5950
5000
5100
5250
5350
5450
5550
5650
5750
5850
5950
5000
5100
5200
5350
5450
5550
5650
5750
5850
6000
5000 4950
5100 5100
5200 5200
5350 5350
5450 5450
5550 5550
5650 5700
5750 5800
5850 5900
6000 6000
5950
6050
6150
6250
6350
6400
6500
6600
6750
5950
6050
6150
6250
6350
6450
6500
6600
6770
6100
6100
6200
6250
6350
6450
6550
6600
6800
6000
6100
6200
6300
6400
6450
6550
6650
6830
6050
6100
6200
6300
6400
6500
6600
6650
6850
6050
6100
6200
6300
6400
6500
6600
6700
6870
6050
6150
6200
6300
6400
6500
6600
6700
6880
750
750
800
800
850
850
850
850
700
750
800
800
850
850
850
850
700
750
800
800
850
850
850
850
700
750
800
800
850
850
850
850
700
750
750
800
800
850
850
850
700
750
750
800
800
850
850
850
700
750
750
800
800
850
850
850
MAX
5850
6000
6150
6300
6400
6500
6600
6760
5750
6000
6150
6300
6400
6500
6600
6770
5700
5950
6100
6250
6400
6500
6600
6770
5650
5900
6100
6250
6400
6500
6600
6770
5600
5850
6050
6250
6350
6500
6550
6770
5600
5800
6000
6200
6350
6450
6550
6770
5600
5800
6000
6150
6300
6450
6550
6760
MAX
2
4
6
8
10
12
14
R
E
MA
MD
I I
N
G
I REV 33
MAX
MAX
2
4
6
8
10
12
14
16
18
p 16
LOADING
2
4
6
8
10
12
14
16
18
MAX
650
750
750
800
800
850
850
850
650
700
750
800
800
850
850
850
600
700
750
750
800
800
850
850
600
650
700
750
800
800
850
850
600
650
700
750
800
800
850
850
550
600
650
750
750
800
850
850
550
600
650
700
750
800
850
850
2
4
6
8
10
12
14
MAX
~--
c~~~~
2.01.30
FUEL
SEO 001
R
E
M M A
M
I M D
N" I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
63
MAX
LITERS
C*
1
50
50
100
150
200
250
300
350
400
450
550
600
700
750
850
950
1050
1200
1300
1400
1500
1600
1750
1850
2000
2150
2300
2450
2600
2800
2900
2950
3250
LEFT WING
2
3
50
50
100
150
200
250
300
350
400
450
550
600
700
750
850
950
1050
1150
1300
1400
1500
1600
1750
1850
2000
2150
2300
2500
2650
2800
2950
3000
3250
50
50
100
150
200
250
300
350
400
450
550
600
700
750
850
950
1050
1150
1300
1400
1500
1600
1750
1850
2000
2150
2300
2500
2650
2800
2950
3000
3300
E
4
50
50
100
150
200
250
300
350
400
450
550
600
700
750
850
950
1050
1150
1250
1400
1500
1600
1750
1850
2000
2150
2300
2500
2650
2800
2950
3000
3350
50
50
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1050
1150
1250
1400
1500
1600
1750
1900
2000
2150
2300
2500
2650
2850
2950
3050
3350

CCM ALL
p 17
LOADING
RIGHT WING
6
7
50
50
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1050
1150
1250
1400
1500
1600
1750
1900
2000
2150
2300
2500
2650
2850
2950
3050
3350
50
50
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1050
1150
1250
1400
1500
1600
1750
1900
2050
2200
2350
2500
2700
2850
3000
3100
3400
R
E
MA
MD
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
63
MAX
I REV 33
LITERS
c
1
50
50
100
150
200
250
300
350
400
450
500
600
650
750
800
900
1000
1100
1200
1300
1400
1550
1650
1800
1900
2000
2150
2300
2450
2600
2750
2800
3100
RIGHT WING
2
3
50
50
100
150
200
250
300
350
400
450
500
600
650
750
800
900
1000
1100
1200
1300
1400
1550
1650
1750
1900
2000
2150
2300
2450
2600
2750
2800
3100
50
50
100
150
200
250
300
350
400
450
500
600
650
750
800
900
1000
1100
1200
1300
1400
1500
1650
1750
1900
2000
2150
2300
2450
2600
2750
2800
3100
E
4
LEFT WING
7**
6
50
50
100
150
200
250
300
350
400
450
500
600
650
750
800
900
1000
1100
1200
1300
1400
1500
1650
1750
1900
2000
2150
2300
2450
2600
2750
2800
3100
50
50
100
150
200
250
300
350
400
450
500
600
650
750
800
900
1000
1100
1200
1300
1400
1500
1650
1750
1900
2000
2150
2300
2450
2600
2800
2850
3100
50
50
50
50
100 100
150 150
200
150
250
200
300 250
350 350
400 400
450 450
500 500
550 550
650
650
700
700
800 800
900
900
1000 1000
1100 1100
1200 1200
1300 1300
1400 1400
1500 1500
1650 1650
1750 1800
1900 1900
2000 2050
2150 2200
2300 2350
2500 2500
2650 2650
2800 2800
2850 2850
3100 3100
~--
c~~~~
2.01.30
FUEL
SEO 001
R
E
M M A
M
I M D
N" I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
LITERS
ATTITUDE READING
c
1
2450
2650
2800
2900
3100
3250
3450
3650
3850
4050
4200
4350
4500
4650
4850
5000
LEFT WING
2
3
2400
2600
2800
2900
3100
3250
3450
3650
3850
4050
4200
4350
4500
4650
4850
5000
2400
2600
2800
2900
3100
3250
3450
3650
3800
4000
4150
4300
4500
4650
4850
5000
E
4
2400
2600
2800
2900
3100
3250
3450
3600
3800
4000
4150
4300
4500
4700
4850
5050
2350
2550
2750
2900
3100
3250
3400
3600
3800
4000
4150
4300
4500
4700
4900
5050
RIGHT WING
6
7
2350
2550
2750
2850
3050
3250
3400
3550
3750
3950
4100
4300
4500
4700
4900
5050
2350
2500
2700
2850
3000
3200
3350
3550
3750
3950
4100
4300
4500
4700
4900
5100
MAX
CCM ALL
R
E
MA
MD
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
I REV 33
LITERS
c
1
RIGHT WING
2
3
E
4
LEFT WING
6
7
2700
2850
3000
3100
3300
3450
3650
3800
4000
4150
4250
4350
4500
4650
4750
4900
2650
2800
3000
3100
3300
3450
3650
3800
3950
4100
4250
4350
4500
4650
4800
4900
2650
2800
3000
3100
3300
3450
3600
3800
3950
4100
4200
4350
4500
4650
4800
4950
2600
2800
3000
3100
3250
3450
3600
3750
3950
4100
4200
4350
4500
4650
4800
4950
2600
2800
3000
3100
3250
3450
3600
3750
3900
4100
4200
4350
4500
4700
4850
5000
2550
2750
2950
3100
3250
3400
3550
3750
3900
4100
4200
4350
4500
4700
4850
5000
2550
2750
2900
3050
3200
3350
3550
3700
3900
4100
4200
4350
4550
4700
4850
5050
MAX
2
4
6
8
10
12
14
16
18
20
4650
4900
5100
5200
5300
5450
5600
5700
5800
5950
4650
4900
5100
5200
5350
5450
5600
5700
5850
5950
4650
4900
5100
5200
5350
5450
5600
5700
5850
6000
4600
4900
5050
5200
5350
5450
5600
5700
5850
6000
4600
4800
5050
5200
5300
5450
5600
5700
5850
6000
4500
4750
5000
5150
5300
5450
5600
5700
5850
6000
4500
4650
4900
5100
5250
5400
5550
5700
5850
6000
2
4
6
8
10
12
14
16
18
20
4900
5050
5150
5250
5350
5500
5600
5700
5800
5900
4900
5100
5200
5300
5400
5500
5600
5700
5800
5950
4900
5100
5200
5300
5400
5500
5600
5750
5850
5950
4900
5100
5200
5300
5400
5500
5650
5750
5850
6000
4900
5100
5200
5300
5400
5550
5650
5750
5900
6000
4850 4800
5050 5000
5150 5150
5300 5300
5400 5400
5550 5550
5650 5650
5750 5800
5900 5900
6000 6000
2
4
6
8
10
12
14
16
18
5800
5950
6050
6200
6300
6400
6500
6600
6730
5750
5900
6050
6150
6300
6400
6500
6600
6740
5750
5900
6000
6150
6300
6400
6500
6600
6750
5700
5850
6000
6150
6300
6400
6500
6600
6750
5700
5850
6000
6150
6300
6400
6500
6600
6760
5700
5800
5950
6100
6250
6400
6500
6600
6760
5700
5800
5950
6100
6250
6400
6500
6600
6770
2
4
6
8
10
12
14
16
18
5900
6000
6100
6200
6300
6400
6500
6550
6750
5900
6000
6100
6250
6350
6400
6500
6600
6750
5900
6000
6150
6250
6350
6450
6500
6600
6770
5900
6050
6150
6250
6350
6450
6550
6600
6790
5950
6050
6150
6250
6350
6450
6550
6600
6800
5950
6050
6150
6250
6350
6450
6550
6600
6810
5950
6050
6150
6250
6350
6450
6550
6600
6820
750
750
800
800
850
850
900
700
750
800
800
850
850
900
700
750
750
800
850
850
850
700
750
750
800
800
850
850
700
700
750
800
800
850
850
650
700
750
800
800
850
850
650
700
750
800
800
850
850
MAX
p 18
LOADING
2
4
6
8
10
12
14
MAX
700
750
750
800
800
850
850
700
750
750
800
800
850
850
650
700
750
800
800
850
850
650
700
750
750
800
800
850
600
650
700
750
800
800
850
600
650
700
750
800
800
850
600
650
700
750
800
800
850
2
4
6
8
10
12
14
~--
c~~~~
R
E
M M A
M
I M D
N" I I
N
G
D*
BOTH WINGS
3
4
5
MAX
50
100
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2100
2250
2400
2550
2700
2850
2900
3050
50
100
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2100
2250
2400
2550
2700
2850
2900
3050
50
100
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2100
2250
2400
2550
2700
2850
2900
3100
50
100
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2100
2250
2400
2550
2700
2850
2900
3100
2
4
6
8
10
12
14
16
2550
2750
2900
3000
3200
3350
3550
3750
2550
2700
2900
3000
3150
3350
3550
3750
2500
2700
2850
2950
3150
3350
3550
3700
2500
2700
2850
2950
3150
3350
3500
3700

CCM ALL
2.01.30
FUEL
SEO 001
LITERS
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
63
LOADING
50
100
100
150
200
250
300
360
400
450
500
600
650
750
850
950
1050
1150
1250
1350
1450
1550
1700
1800
1950
2100
2250
2400
2550
2700
2850
2900
3100
50
100
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1000
1100
1250
1350
1450
1550
1700
1800
1950
2100
2250
2400
2600
2750
2900
2950
3150
50
100
100
150
200
250
300
350
400
450
500
600
650
750
850
950
1000
1100
1250
1350
1450
1550
1700
1800
1950
2100
2250
2400
2600
2750
2900
2950
3150
2450
2650
2850
2950
3150
3300
3500
3650
2450
2650
2800
2950
3100
3300
3450
3650
2450
2600
2800
2900
3050
3250
3450
3600
R
E
MA
MD
I I
N
G
18
20
22
24
26
28
30
32
p 19
I REV 33
LITERS
BOTH WINGS
3
4
5
M
M
I
N"
7**
3850
4050
4150
4300
4500
4650
4850
5000
3850
4000
4150
4300
4500
4700
4850
5050
3800
4000
4150
4300
4500
4700
4900
5100
4800
5000
5100
5250
5400
5500
5600
5750
5850
5950
4750
4950
5100
5250
5400
5500
5600
5750
5850
5950
4750
4900
5100
5200
5350
5500
5600
5750
5900
6000
4600
4850
5050
5200
5350
5500
5600
5750
5900
6000
5800
5950
6050
6200
6300
6400
6500
6600
6770
5800
5950
6050
6200
6300
6400
6500
6600
6800
5800
5950
6050
6200
6300
6400
6500
6600
6800
5800
5950
6050
6200
6300
6400
6500
6600
6810
5800
5950
6050
6200
6300
6400
6500
6600
6820
700
750
750
800
800
850
850
850
650
700
750
800
800
850
850
850
650
700
750
800
800
850
850
850
650
700
750
750
800
850
850
850
600
650
700
750
800
850
850
850
3950
4100
4200
4350
4500
4650
4800
4950
3900
4100
4200
4350
4500
4650
4800
4950
3900
4050
4150
4350
4500
4650
4800
5000
3850
4050
4150
4300
4500
4650
4850
5000
4800
5000
5100
5250
5350
5450
5600
5700
5800
5900
4800
5000
5150
5250
5350
5500
5600
5700
5800
5900
4800
5000
5150
5250
5350
5500
5600
5700
5850
5950
5900
6000
6100
6200
6300
6400
6500
6600
6750
5850
5950
6100
6200
6300
6400
6500
6600
6750
700
750
800
800
850
850
850
850
700
750
800
800
800
850
850
850
MAX
2
4
6
8
10
12
14
16
18
20
MAX
2
4
6
8
10
12
14
16
18
MAX
2
4
6
8
10
12
14
MAX
~--
c~~~~
LOADING
2.01.30
FUEL
SEO 100
p 20
I REV 33
CENTER TANK (LITERS)

R
M A
M D
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
MAX
LINES A AND G*
300
400
600
750
900
1050
1250
1450
1650
1900
2100
2300
2450
2700
2900
3050
3250
3500
3700
3900
4100
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7850
7950
300
450
600
750
850
1000
1250
1450
1650
1850
2050
2250
2450
2650
2850
3050
3250
3500
3700
3900
4100
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
6950
7200
7400
7600
7800
7900
350
450
650
750
850
1000
1200
1400
1600
1850
2050
2250
2450
2650
2850
3050
3250
3450
3700
3900
4100
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6750
6950
7150
7350
7600
7800
7900
350
500
650
750
850
1000
1200
1400
1600
1850
2050
2250
2450
2650
2850
3050
3250
3450
3700
3900
4100
4300
4550
4700
4950
5150
5400
5600
5750
5950
6150
6400
6600
6750
6950
7150
7350
7550
7800
7900
350
500
650
750
850
1000
1200
1400
1600
1850
2050
2200
2450
2600
2800
3000
3200
3450
3650
3900
4100
4300
4500
4700
4900
5100
5350
5550
5750
5950
6150
6350
6550
6750
6900
7100
7300
7550
7750
7850
350
500
650
750
850
1000
1200
1400
1600
1800
2000
2200
2400
2550
2800
3000
3200
3400
3650
3850
4050
4250
4500
4650
4900
5100
5300
5500
5700
5900
6100
6300
6550
6700
6900
7100
7300
7500
7700
7800
350
500
650
750
900
1050
1200
1400
1600
1800
2000
2150
2350
2550
2750
2950
3150
3400
3600
3800
4050
4250
4450
4650
4850
5050
5250
5450
5650
5900
6100
6300
6500
6700
6900
7050
7300
7500
7700
7800

CCM ALL
LITERS
E
M A
M D
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
MAX
LITERS
LINES BAND F
7**
300
400
600
750
900
1050
1250
1450
1700
1900
2100
2300
2500
2700
2900
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7800
7900
300
450
600
750
850
1000
1200
1450
1700
1900
2100
2300
2500
2700
2900
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7800
7900
300
450
650
750
850
1000
1200
1450
1650
1900
2100
2250
2450
2650
2900
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7150
7350
7600
7800
7850
300
450
650
750
850
1000
1200
1450
1650
1850
2050
2250
2450
2650
2850
3050
3250
3450
3700
3900
4100
4300
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
6950
7150
7350
7550
7750
7850
300
500
650
750
850
1000
1200
1400
1600
1850
2050
2200
2400
2600
2800
3050
3250
3450
3650
3900
4100
4300
4500
4700
4900
5150
5350
5550
5750
5950
6150
6350
6550
6750
6950
7150
7350
7550
7750
7850
300
500
650
750
850
1000
1200
1400
1600
1850
2000
2200
2350
2550
2800
3000
3200
3400
3650
3850
4050
4250
4500
4700
4900
5100
5300
5500
5750
5950
6150
6350
6550
6750
6950
7100
7300
7500
7700
7800
350
500
600
750
900
1050
1200
1400
1600
1800
2000
2150
2350
2500
2750
2950
3150
3400
3600
3800
4000
4200
4450
4650
4850
5050
5250
5450
5700
5900
6100
6300
6500
6700
6900
7100
7300
7500
7700
7800
~--
c~~~~
R
E
M A
M D
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
MAX
CCM ALL
LOADING
2.01.30
FUEL
SEO 100
R
LITERS
LINES C AND E
1
250
400
600
750
850
1050
1250
1450
1650
1900
2100
2300
2500
2700
2900
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7800
7900
300
450
600
750
850
1000
1200
1450
1650
1900
2100
2300
2500
2650
2900
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7800
7900
300
450
650
750
850
1000
1200
1450
1650
1900
2100
2250
2450
2650
2850
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7150
7400
7600
7800
7850
300
500
650
750
850
1000
1200
1400
1650
1900
2100
2250
2450
2650
2850
3100
3250
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6750
6950
7150
7350
7550
7750
7850
300
500
650
750
850
1000
1200
1400
1600
1900
2050
2250
2400
2600
2800
3050
3250
3450
3700
3900
4100
4300
4500
4750
4900
5100
5350
5550
5750
5950
6150
6350
6550
6750
6950
7150
7350
7550
7750
7850
300
500
600
750
850
1000
1200
1400
1600
1850
2050
2200
2400
2600
2800
3050
3200
3450
3650
3900
4100
4300
4500
4700
4900
5100
5300
5500
5700
5950
6100
6300
6550
6700
6900
7150
7300
7500
7700
7800
300
450
600
750
850
1000
1200
1400
1600
1800
2000
2200
2350
2550
2750
3000
3200
3400
3600
3850
4050
4250
4450
4650
4850
5050
5250
5450
5650
5900
6100
6300
6500
6700
6900
7100
7300
7500
7700
7800
E
M A
M D
I I
N
G
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
MAX
p 21
REV 33
LITERS
LINES D
1
300
450
600
750
900
1050
1250
1500
1700
1900
2100
2300
2500
2700
2900
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5200
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7800
7900
300
450
600
750
900
1000
1250
1450
1700
1900
2100
2300
2500
2700
2900
3100
3300
3500
3750
3950
4150
4350
4550
4750
4950
5200
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7800
7900
300
500
650
750
900
1000
1200
1450
1700
1900
2100
2300
2450
2700
2900
3100
3300
3500
3750
3950
4150
4350
4550
4750
4950
5200
5400
5600
5800
6000
6200
6400
6600
6800
7000
7200
7400
7600
7800
7900
300
500
650
750
900
1000
1200
1450
1650
1900
2100
2250
2450
2650
2900
3100
3300
3500
3700
3950
4150
4350
4550
4750
4950
5150
5400
5600
5800
6000
6200
6400
6600
6800
7000
7150
7350
7550
7750
7900
300
500
650
750
900
1000
1200
1400
1650
1900
2050
2250
2400
2600
2850
3050
3250
3450
3700
3900
4100
4300
4500
4700
4900
5100
5350
5550
5750
5950
6150
6350
6550
6750
6950
7150
7350
7550
7750
7850
300
500
650
750
900
1000
1200
1400
1650
1850
2050
2200
2400
2600
2800
3050
3250
3450
3650
3900
4100
4300
4500
4700
4900
5100
5300
5500
5700
5950
6150
6350
6550
6750
6950
7150
7350
7550
7700
7850
300
500
600
750
900
1050
1200
1400
1600
1850
2000
2200
2350
2550
2750
3000
3200
3400
3650
3850
4050
4250
4450
4650
4850
5050
5250
5450
5650
5900
6100
6300
6500
6700
6900
7100
7300
7500
7700
7800
~--
c~~~~
LOADING
2.01.40
WEIGHT and BALANCE
SEO 001
p 1
I REV 28
I LOAD and TRIM SHEET I
R
R
This chart allows the determination of Aircraft CG location (MAC) function of dry operating
weight, pantry adjustment, cargo Ioads, passengers and fuel on board.
The operational Iimits shown on the Ioad and trim sheet are more restrictive than the
certified Iimits because error margins have been taken into account.
The Ioad and trim sheet needs to be updated when :
- a modification which changes the aircraft certified Iimits is included or
- a modification (cabin Iayout, cargo arrangement ... ) which influences the operational
Iimits is made.
lt is the airline responsibility to define a Ioad and trim sheet and to keep it up to date.
On page 2 is a description of the Load and Trim Sheet utilization (see example p. 3), for a
typical passenger arrangement.
Refer to customized Ioad and trim sheet for preparing a revenue flight.
CCM ALL
~--
c~~~~
LOADING
2.01.40
WEIGHT and BALANCE
SEO 230
p 2
I REV 28
R DATA
R
R
R
R
R
R
R
Dry Operating Weight = 40500 kg and CG = 25.5 % (H-arm = 17.27 m)

Deviation or adjustment = + 100 kg in zone F
Cargo = 4000 kg with the following distribution :
cargo 1 = 1500 kg ; cargo 4 = 2000 kg ; cargo 5 = 500 kg
Passengers = 120 pax with the following distribution :
cabin DA = 50 ; cabin OB = 70
Fuel = 14000 kg
DESCRIPTION
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
a)
b)
c)
d)
Enter Master data in (1).

Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3).
Dry Operating Index = 50.85.
Enter weight deviation or adjustment in (4) and read corresponding index variation in
(5): + 1.21.
e) Calculate corrected index and report in (6) : 51.06.
f) Enter master data in table (7) and determine Zero Fuel Weight : 54680 kg and Takeoff
Weight : 68680 kg.
g) Enter cargo weight and passenger number per compartment in (8).
h) Enter index scale (9) with corrected index and proceed through cargo and passenger
scales (10).
i) From the final point draw a vertical line which intersects (12) the zero fuel weight
horizontal line (11 ).
j) Check if the intersection point is within the Zero Fuel Weight operational Iimits, if not
rearrange cargo loading.
k) Read in table (13) the fuel index correction:- 4 and carry torward in fuel scale (14).
I) From this point draw a verticalline which intersects (16) the takeoft weight horizontal
line (15).
m) Check if the intersection point is within the Takeoff Weight operational Iimits.
n) Read zero fuel weight and CG position : 31 % and fill in table (17).
o) Read takeoft CG position: 28.4% and fill in table (18).
CAUTION
lf there is no customized trim sheet for your airline in this section 2.01.40,
do not use the information enclosed herein for day to day operation as margins and
Ioad C.G. vary with cabin and cargo Iayout.
CCM ALL
CCM ALL
:::lJ
NFC5-02-0140-003-A210AD
i(
"
-R
:a:..:a:..:a:..
~AJRBU~~
IRCRAFT REGISTER:
DRY OPERATING WEIGHT

CONDITIONS
H-arm (m)
VERSION: 142 YC
DRY OPERATING WEIGHT
17.27
PREPARED BY:
IFLT Nbr:
ICAPT. SIGNAlURE:
CORRECTED DRY OPERATING WEIGHT
CARGO
[i]ili] X CEEl
PASSENGERS
ITO:
IFROI-4:
OTAL FUEL ON BOARD
50.85
\ 7)
ERO FUEL WEIGHT
OPEAAT.
WEIGHT
DEVIATION
Ci
:::r:
--i
Cl
::::l
c..
O:J
)>
o' .0, '
' : ' ' .. - ' - .- :: - . -' :-::""~'- '

"""""""""""
... fyl
, ,
~ 1 ,.,~ ,., T .. :~y".,~Y
cn
N
0
:.:..
0
1 _, ,o1
:::lJ
INDEX
<
500 kg
N
00
Index
+1
4000
+1
4500
+0
zC")
nF
ALL WEIGHTS IN KILOGRAMS
3500
5!
)>
li\QI
l>
(1497 kg)
+1oo kg
r0
r-
coc~j'"j~-~.-~11. -~~.!~~~~~'1?-~~~~~~ ~ lL~-------;(~880P~:X)___

~------""'"'""
([
DRY
~R~CTIONZONES
'<):cJc;,,, -~: ' '

-
.
.
+
AKEOFF WEIGHT
40 500
+ 100
40 600
4 000
10 080
54 680
14 000
68 680
jwEIGHT DEVIATION {PANTRY)

IDATE:
~-~
A319-100
LOAD and TRIM SHEET
5000
+0
5500
-1
6000
-1
6500
-2
14500
7000
-2
15000
7500
-2
15500
8000
-3
16000
8500
-3
16500
9000
-3
17000
-8
9500
-3
17500
-9
10000
-3
18000 -10
10500
-3
18500 -11
11000
-3
FULL
-11
l2Jru l!J
90
AIRCRAFT CG
%MAC
II% MAC
PITCH TRIM
14
16
Constant
18
20
22
24
28
26
32
30
34
I
36
38
42
40
-1
-2
-3
Nose U
Nose Down
""C
~--
c~~~~
LOADING
2.01.40
WEIGHT and BALANCE
SEO 230
p 4
I REV 30
I FUEL INDEX TABLE PER TANK I

The fuel index table has been established assuming a fuel distribution in accordance with
refuel distribution given in section 2.01.30 of this volume.
lf after refueling the actual distribution deviates from the chart values, the actual and the
trim sheet CG will show a discrepancy. The following tables allow to determine the fuel
index taking into account the actual fuel quantity in each tank. To determine the actual
takeoft CG enter the tables with the actual fuel quantities in each tank, read the fuel index
for each tank and use their sum to enter the trim sheet. Check that the actual CG is inside
the operational Iimits. lf the CG is outside the Iimits transfer fuel to achieve a distribution
in accordance with the chart or rearrange the Ioad.
Note : These tab/es are valid only when used with the following formulae for the index :
I=Wx(Harm-17.25)/1000+K or I= [(CG-25)xWx0.000042]+K
(Weight in kg, Harm in m)
Example
DATA : Fuel
Fuel
Fuel
Fuel
Fuel
in
in
in
in
in
left inner fuel tank

right inner fuel tank
left outer fuel tank
right outer fuel tank
center tank
Left
Inner tank
Right
Left
Outer tank
Right
Center tank
TOTAL
4500 kg
4500 kg
200 kg
FULL
0 kg
Weight
4500
4500
200
691
0
9891
Enter the trim sheet with a fuel index of - 4
CCM ALL
+
-
Index
3
3
0
2
0
4
~--
c~~~~
LOADING
2.01.40
WEIGHT and BALANCE
SEO 230
p 5
I REV 30
FUEL INDEX TABLES PER TANK

Note : These tab/es are valid only when used with the following formulae for the index :
I=Wx(Harm-17.25)/1000+K or I=[(CG-25)xWx0.000042]+K
(Weight in kg, Harm in m)
Inner Tank
Weight
Index
400
800
1200
1600
2000
2400
2800
3200
3600
4000
4400
4800
5200
FULL
0
-1
-1
-2
-2
-2
-3
-3
-3
-3
-3
-3
-3
-2
Outer Tank
Weight
Index
200
400
600
FULL
Center Tank
Weight
Index
0
1
1
2
400
800
1200
1600
2000
2400
2800
3200
3600
4000
4400
4800
5200
5600
6000
6400
FULL
CCM ALL
0
-1
-1
-2
-3
-3
-4
-5
-5
-6
-6
-7
-8
-8
-9
- 10
- 10
~-
A319
c~~~~
LOADING
2.01.40
WEIGHT and BALANCE
SEO 001
CCM ALL
p 6
I REV 30
~--
c~~~~
02.00
p 1
TAKEOFF
2.02.00
CONTENTS
SEO 100
CONTENTS
02.05
INTRODUCTION
02.10
GENERAL (TEMPERATURE ENTRY)

- TAKEOFF PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . 1
- TAKEOFF CHART DESCRIPTION . . . . . . . . . . . . . . . . . . . 2
- ADDITIONAL INFORMATION . . . . . . . . . . . . . . . . . . . . . 4
02.12
MTOW CALCULATION (TEMPERATURE ENTRY)

- DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND
SPEEDS ...................................
- EXTRAPOLATION .............................
- MAXIMUM STRUCTURAL TAKEOFF WEIGHT ...........
- SUMMARY .................................
02.14
FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)

- DEFINITION OF FLEXIBLE TAKEOFF ..................
- USE OF FLEXIBLE TAKEOFF .......................
- REOUIREMENTS ..............................
- RECOMMENDATION ...........................
- DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE
AND SPEEDS ................................
- FLEXIBLE TAKEOFF NOT POSSIBLE ..................
- SUMMARY .................................
1
5
5
6
1
1
1
2
3
7
8
02.16
GENERAL (WEIGHT ENTRY)

- TAKEOFF PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . 1
- TAKEOFF CHART DESCRIPTION . . . . . . . . . . . . . . . . . . . 2
- ADDITIONAL INFORMATION . . . . . . . . . . . . . . . . . . . . . 4
02.18
MTOW CALCULATION (WEIGHT ENTRY)

- DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND
SPEEDS ...................................
- EXTRAPOLATION .............................
- MAXIMUM STRUCTURAL TAKEOFF WEIGHT ...........
- SUMMARY .................................
02.20
CCM ALL
FLEXIBLE TAKEOFF (WEIGHT ENTRY)

- DEFINITION OF FLEXIBLE TAKEOFF ..................
- USE OF FLEXIBLE TAKEOFF .......................
- REOUIREMENTS ..............................
- RECOMMENDATION ...........................
- DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE
AND SPEEDS ................................
- FLEXIBLE TAKEOFF NOT POSSIBLE ..................
- SUMMARY .................................
1
6
6
7
1
1
1
2
3
7
8
I REV 25
~--
c~~~~
TAKEOFF
2.02.00
CONTENTS
SEO 001
p 2
I REV 22
02.24
QNH/BLEEDS CORRECTION
02.25
MINIMUM SPEEDS
-MINIMUM V1NRN2 LIMITED BY VMC ................ 1
-MINIMUM V2 LIMITED BY VMUNMCA ............... 2
02.40
QUICK REFERENCE TABLES

- INTRODUCTION .............................. 1
- USE OF TABLES .............................. 1
- HOW TO PROCEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
- CONF 1 + F ................................ 4
- CONF 2 ................................... 7
- CONF 3 .................................. 10
02.50
NET TAKEOFF FLIGHT PATH

- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- HOW TO PROCEED . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- CLOSE OBSTACLE CLEARANCE CONF 1 + F ...........
- REMOTE OBSTACLE CLEARANCE CONF 1 + F ..........
- CLOSE OBSTACLE CLEARANCE CONF 2 ...............
- REMOTE OBSTACLE CLEARANCE CONF 2 .............
- CLOSE OBSTACLE CLEARANCE CONF 3 ...............
- REMOTE OBSTACLE CLEARANCE CONF 3 .............
CCM ALL
1
1
2
3
4
5
6
7
~--
c~~~~
TAKEOFF
2.02.05
INTRODUCTION
SEO 001
p 1
I REV 22
I TAKEOFF CHARTS I
Takeoff charts are required to provide performance at takeoff. lt is possible to present the
charts in two different ways, one of which is selected by the airline. The different
presentations are :
- temperature entry (temperature provided in the left column)
- weight entry (weight provided in the left column).
Both presentations are described here after. Sections 2.02.1 0, 2.02.12 and 2.02.14 are
relative to temperature entry while 2.02.16, 2.02.18 and 2.02.20 are relative to weight
entry.
The airline may request Airbus to delete anyone set of sections from the customized FCOM.
CCM ALL
~--
c~~~~
p 1
TAKEOFF
2.02.1 0
SEO 001
I REV 22
I TAKEOFF PERFORMANCE I
Takeoff optimization is calculated for a given runway and its obstacles and for given
conditions of flap setting, temperature, wind and ONH. The calculation produces a
maximum permissible takeoft weight (or a maximum takeoft temperature for an actual
weight).
The takeoft thrust produced by the engine varies as follows :
(.!)
GIVEN AL TITUDE I
FLAT RATED THRUST
z
......
!;(
a::
EGT LIMIT
0
t-
<C
:::
<C
!;(
0
0
0
0
t-
(I)
::::>
a::
::1:
t-
0
I
N
TREF
(FLAT RATING
TErPERATURE)
0
I
"''-'
~
T.MAX
(MAXIMUM CERTIFIED
TEMPERATURE FOR TAKEOFF)
The optimization process calculates the speeds which will produce the maximum takeoft
weight. To do so, it takes into account the different takeoft limitations such as TOD, ASO,
TOR, second segment..., as shown on the figure charts below.
I GIVEN V2!VS I
TOD 1
2nd SEGMENT
<C
<
0
0
"'
I
ASD
0
0
RUNWAY
LIMITATION
0
N
0
I
N
OPTIMUM V1/VR
0
I
LEGEND
"''-'
~
V1/VR
OPTIMUM V2/VS
V2/VS
TOD1 = TAKEOFF DISTANCE 1 ENGINE OUT,

ASO = ACCELERATE STOP DISTANCE
On a typical runway, the performance of a twin engine aircraft, is generally limited by the
one engine out operation at takeoff. The optimum V2NS and optimum V1NR are
consequently unique.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.1 0
SEO 100
p 2
I REV 25
I TAKEOFF CHART DESCRIPTION I

The takeoft chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft
version and for a particular runway specified at the top of the chart. The top of the chart
also gives some information about the runway and lists the calculation assumptions.
The chart is given for 2 different configurations and 5 wind values per configuration. This
allows the crew to select the configuration that gives either :
- the highest permissible takeoft weight, or, for a given weight,
- the highest flexible temperature.
lf different configurations give equivalent performance, the crew should select the
configuration associated with the lowest takeoft speeds.
Foreach temperature value (and for a given configuration and wind), the chart provides the
following information :
THE PRESENCE OF ASTERISKS OR GREY

MAX PERMISSIBLE
BAND INDICATES A TEMPERATURE ABOVE TMAX TAKEOFF WEIGHT
------ t
"'0:
0
~
0:
'
"'00
'
~
-~ _____ -~
I:
OAT
"'
0
'
"'0
'
u
~ LIMITATION CODES
~;~,.~~; 1
/ S P E E D S (V1/VRIV2l
THE PRESENCE OF ASTERISKS OR GREY BAND

INDICATES VMC LIMITATION
The available Iimitation codes are :

- First segment
- Second segment
- Runway length
- Obstades
- Tire speed
- Brake energy
- Maximum computation weight
- Final takeoft
- VMU
1
2
3
4
5
6
7
8
9
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS

Each takeoft chart is computed for a given set of conditions (air conditioning, ONH, anti
ice ... ) specified at the top of the chart. lf the actual takeoft conditions are different, the
crew must apply corrections. Two types of corrections are available :
- Conservative corrections on 2.02.24 p 1 (to be used when not provided on the chart).
- Gorreetions (less restrictive) listed on the chart, to be applied as explained below.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.1 0
SEO 100
p 3
I REV 25
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART

The corrections are presented on 4 lines :
D TOW/ D TFLEX
~
T
<
<
0
0
<
CORRECTIONS TO BE APPLIED
BELOW TVMC
"'
0
0
-2.9:~2-
---------------------
0
N
ABOVE TVMC
0
I
N
0
I
"'
u
(+
D V1/ D VR/ D V2
44 ) - 2 "91 - 2 - - D TOW/D TFLEX
~-1/-r:J
TVMC
_I
-1/-1/-1
D V1/ D VR/ D V2
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC Iimitation or are VMC limited.
Note : The Jower two lines may be shaded on certain chart formats.
R MINIMUM SPEED
R
R
R
R
Minimum V1NRN2 due to VMC are provided on the bottarn right side of the takeoft chart.
They are only applicable in case of speed corrections.
These speeds are conservative. They may be slightly higher than V1NRN2 displayed on
the takeoft chart.
R FLEX TEMPERATURE INDICATOR

R
R
On the temperature entry chart, the temperature column may display asterisks or have a
gray band to indicate temperature values above TMAX and which are flex temperature.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.1 0
SEO 100
p 4
I REV 25
I ADDITIONAL INFORMATION I
ONE ENGINE OUT CLIMB PROCEDURE

The performance given in the chart is consistent with the flight path specified for the
aircraft with one engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart
describes a specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW
chart, the turn should be performed with a maximum bank of 15 until the aircraft reaches
1500 feet or green dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest
obstacle by at least 35 feet when accelerating in Ievei flight to green dot speed after an
engine failure, in the most adverse conditions.
TAKEOFF ON A WET RUNWAY

Takeoffcharts computed for wet runway with a 15 feet screen height and/or use of reverse
thrust may produce, in some conditions, a maximum takeoft weight (or flexible
temperature) higher than that obtained for a dry runway. lt is thus mandatory to compare
both charts (dry and wet) and retain the lower of the two weights (or flexible temperature)
and the associated speeds determined for a wet runway.
Note : The crew need not compare the charts if the top of the wet runway chart specifies
- - "DRY CHECK". (The comparison has already been inserted in the WET runway
ca/cu/ation ).
CCM ALL
CCM ALL
:::a:J
d
:E
RUNWAY
IDENTIFICATION
WIND
ICHARACTERISTICS
AIRFOOT
II
I
URCRAFT
MODEL
TAKEOFF
CONFIGURATION
I ENGINE I
AIRPORT
IDENTIFICATION
::c
OCTOPUS
(TAKEOFF CHART
PROGRAM)
VERSION &
COMPUTATION
DATE
RUNWAY
CONDITION
AND DERATE
l>
:::a:J
--i
cn
I
s""tt
ENG INE
QNH
Air conditioning
Anti-icing
1013 HPA
AC OFF
AI OFF
~~
z
~
Cl
AIRPORT NAME
Elevation
Isa temp
Rwy slope
TAILWIND
WIND
- 5.0 KT
0 KT
88.5 3/4 90.6 3/4
156/59/61 161/62/64
489FT
14C
.08%
15L
TORA
TODA
ASDA
3000 M
3100 M
3000 M 4 obstacles
VERSION
DATE
AXXXXXXX
V8
-1
DRY
>
-<
:::lJ
)>
r-
:::a:J
TAKEOFF
CONDITIONS
-=i
m
0
:::a:J
HEADWIND
+ 10.0 KT
92.0 3/4
164/65/67
HEADWIND
+ 20.0 KT
93.0 3/4
167/69/71
TAILWIND
- 10.0 KT
86.4 3/4
151/57/57
TAILWIND
WIND
- 5.0 KT
0 KT
88.4 3/4 90.4 3/4
156/60/60 161/64/64
HEADWIND
+ 20.0 KT
92.9 3/4
167/70/70
-20
-10
85.8 3/4 87.8 3/4 89.8 3/4 91.2 3/4 92.3 3/4 85.7 3/4 87.7 3/4 89.7 3/4 91.1 3/4 92.3 3/4
149/55/57 154/57/59 159/60/62 162/63/65 165/67/68 149/55/55 154/59/59 159/62/62 162/64/64 165/67/67
85.0 3/4 87.0 3/4 89.1 3/4 90.5 3/4 91.6 3/4 85.0 3/4 87.0 3/4 88.9 3/4 90.3 3/4 91.6 3/4
147/54/56 152/56/58 157/58/61 160/61/63 163/65/66 147/54/54 152/57/57 157/60/60 160/62/62 163/65/65
10
84.2 3/4 86.3 3/4 88.3 3/4 89.7 3/4 90.9 3/4 84.3 3/4 86.3 3/4 88.2 3/4 89.6 3/4 91.0 3/4
145/53/56 150/55/58 155/57/59 158/59/61 161/63/64 145/52/52 150/56/56 155/58/58 158/61/61 161/63/63
20
83.3 3/4 85.4 3/4 87.4 3/4 88.8 3/4 90.1 3/4 83.5 3/4 85.5 3/4 87.4 3/4 88.8 3/4 90.1 3/4
144/53/55 149/55/57 153/57/59 156/58/60 160/61/62 144/51/51 149/54/54 153/57/57 156/59/59 159/61/61
>
-:::L--
-:;/
-:;/
-:::1-:.
L--
-:::
72.8 3/4 74.3 3/4 75.9 3/4 76.9 3/4 78.0 3/4 72.6 3/4 74.2 3/4 75.7 3/4 76.9 3/4 77.9 3/4
141/45/47 145/48/49 150/50/51 153/53/54 154/54/55 141/46/46 145/49/49 150/51/51 153/53/53 155/55/55
48
71.4 3/4 73.0 3/4 74.5 3/4

141/45/46 145/47/48 149/50/51
50
70.1 3/4 71.6 3/4 73.1 3/4

140/44/46 145/47/48 149/49/50
*54
67.4 3/4 68.9 3/4 70.2 3/4 71.1 4/4 72.0 4/4 67.3 3/4 68.7 3/4 70.1 3/4 71.0 4/4 71.9 4/4
140/43/44 145/46/47 148/48/49 149/49/50 150/50/51 140/44/44 145/47/47 149/49/49 151/51/51 152/52/52
WET
DQNHPA
-10
+10
+.
+1/
(+54
+1/
0
0
DV1-DIJR-I)V2 (KT)
(TVMC OAT C)
DW (11Xfl KG) DTFL ~
DV1-DIJR-I)V2 (KT)
V1min/VR/V2(KT)
Tref
OAT) =29 C
Min acc height 784Ft Min QNH alt 1280Ft
*LIMITATION Tmax
OAT) =50 C
Max acc height 1965Ft Max QNH alt 2461Ft
*VMC
LIMITATION CODES:
1=1st segment 2=2nd segment 3=runway length =obstacles
5=tire speed 6=brake energy 7=max weight 8= inal takeoff 9=VMU
INFLUENCE CORRECTION
L'lWEIGHT L'l TFLEX
L'lV1/L'lVR/L'lV2
(TVMC) L'lWEIGHT L'lTFLEX
L'lV1/L'lVR/L'lV2
TAKEOFF PARAMETERS
MAX WEIGHT
(1000 KG)
(72.0)
LIMITATION
CODE
(4-4)
m
N
U"1
V1 (KT IAS) - VR (KT IAS) - Vz (KT IAS)

(150)
(150)
(151)
I--
MINIMUM VALUES OF V1/VR/V2

TO WHICH TAKEOFF
SPEEDS MUST BE LIMITED WHEN
DECREMENTS ARE APPLIED
V1/VR/V2 DECREMENTS
FOR WEIGHTS BELOW
THE LOWEST WEIGHT
OF A COLUMN
:::lJ
<
MIN V1/VRIV2 = 120/22/28

CHECK VMU LIMITATION
CORRECT. V1/VRIV2 = .1Kt/1000 Kg
'
N
0
N
/+0
+.6/+0
+.0/+0
+.6/+0
+.6/ 0
+.5/+0
+.5/+0
+.4/+0
+.3/+0
+.2/+0
+1/+1/+1
+1/+1/+1
+1/+1 +1
+0/+0/+0 +1/+0/+0
+1/+1/+1
+1/+1/+1
+0/+1/+1
0/+0 +1/+0/+0
+.2/+0 (+54)+. 2/ +0 (+54)+.0/+0 (+54)+.2/+0 (+54)+ 2/+0 (+54)+.3/+0 (+54)+.1/+0 (+54)+.2/+( (+54)+.1/+0 (+54)+.0/+(
+1/+1/+1
+1/+1/+1
+1/+1 +1
+0/+0/+0 +1/+0/+0
+1/+1/+1
+1/+1/+1
+0/+1/+1
0/+0 +1/+0/+0
MTOW(1000 KG) codes
cn
OF R NWAY CONDITION
-.2/ 1
+.0/+0
+.0/+0
+.0/+0
+.0/+0
-.2/-1
0/+0/+0
0/+0/+0
0/+0/+0
-1/+0 +0 -1/+0/+0
-1/+0/+0
(+54)- 6/-1 (+54)-.2/-1 ( +54)-.4/-1 (+54)-.2/-1 (+54)-.2/-1 (+54)-.4/-1
0/+0/+0
0/+0/+0
0/+0/+0
-1/+0/+0
-1/+0 +O -1/+0/+0
INFLUENCE OF ELTA PRESSURE

-.8/-2
-.9/-2
-1.4/-3
-1.0/-2
-.8/-2
-.8/-2
-1.0/-2
-1.2/-2
-1.1/-2
-1.0 -2
+0/+0/+0
0/-1/-1
0/-1/-1
0/0/0
-1/-1/-1
0/-1/-1
0/-1/-1
0/-1/-1
-1/-1/-1
-1/-1 -1
(+54)-.8/-2 (+54)-.9/-2 (+54)-1.4/-3 C+34H.0/-2 (+54l-1 0/-2 (+54)-.8/-2 (+54)-.8/-2 (+54)-1.0/-2 (+54l-1.2/-2 (+54l-1.1/-2
0/+0/+0
0/+0/+0
0/+0/+0
-1/+0/+0 -1/+0 +O
0/+0/+0
0/+0/+0
0/+0/+0
+0/+0/+0 -1/+0/+0
lJIBEL Fffi INFLLEN E

DW (11Xfl KG) DTFL ~
m
m
72.9 3/4 73.9 3/4 74.9 4/4

150/50/50 152/52/52 153/53/53
68.8 3/4 70.2 3/4 71.7 3/4 72.6 4/4 73.5 4/4 68.6 3/4 70.0 3/4 71.5 3/4 72.5 3/4 73.4 4/4
140/44/45 145/46/47 149/49/50 150/50/51 151/51/52 140/45/45 145/47/47 150/50/50 151/51/51 153/53/53
INFLUENCE
+.0/+0
+.0/+0
.0/-1
.0/-1
0/+0/+0
0/+0/+0
-1/+0/+0 -1/+0/+0
(+54)-.4/-1 (+54)-.4/-1 (+54)-.2/-1 (+54)-.4/-1
0/+0/+0
0/+0/+0
-1/+0/+0 -1/+0/+0
:::lJ
..:::$
74.3 3/4 75.4 3/4 76.4 3/4

150/51/51 153/53/53 154/54/54
*52
"Tl
"Tl
--i
-:::1-:.
46
DO NOT USE FOR

OPERATIONAL PURPOSE
"'m
:::lJ
82.1 3/4 84.2 3/4 86.2 3/4 87.5 3/4 88.9 3/4 82.4 3/4 84.3 3/4 86.2 3/4 87.5 3/4 88.9 3/4
143/52/54 147/54/56 152/56/57 155/57/59 158/59/60 142/50/50 147/53/53 152/55/55 155/57/57 158/59/59
/
HEADWIND
+ 10.0 KT
91.8 3/4
164/66/66
>
:::lJ
i5
CONF 2
""C
"Tl
TAILWIND
- 10.0 KT
86.5 3/4
151/56/58
30
:a:..:a:..:a:..
I~~~
CONF 1 + F
oc
'
OAT
sm
AXXXXXX
ii(
r-
TYPE
~"
MINIMUM &
MAXIMUM
ACC. HEIGHT
AND ALT.
""C
U"1
~--
c~~~~
TAKEOFF
2.02.1 0
SEO 110
A319XXX
ENGINES
ONH
1013.00 HPA
Air cond.
AC OFF
Anti-icing
Al OFF
All reversers operating
No reversers an drv runwav
CONF l+F
OAT
c
-20
-10
AIRPORT NAME
Elevation 489 FT TORA
JOOOM
lsa temp
14 c TOOA
JOOOM
rwy slope .08 % ASOA
JOOOM
lAllWIND
-10 Kl
70.4
4/4
153/53/56
70.1
4/4
153/53/56
69.7
3/4
152/52/55
69.3
3/4
152/52/55
68.8
3/4
150/50/53
68.3
3/4
148/48/51
68.2
3/4
148/48/50
68.1
3/4
147/47/50
68.0
3/4
147/47/50
67.9
3/4
147/47/49
67.9
3/4
146/46/49
67.8
3/4
146/46/49
67.6
3/4
146/46/48
66.5
3/4
145/45/48
65.2
3/4
145/45/48
64.0
3/4
144/44/47
62.7
4/4
142/42/45
61.5
4/4
141/41/43
lAllWIND
-5 KT
71.4 4/4
155/55/58
71.1
4/4
154/54/57
70.7
4/4
153/53/56
70.3
4/4
152/52/55
69.8 4/4
151/51154
69.3
3/4
150/50/53
69.2 3/4
150/50/53
69.1
3/4
150/50/53
69.0 3/4
150/50/52
69.0 3/4
150/50/53
68.9 3/4
150/50/53
68.8 3/4
150/50/52
68.7
3/4
150/50/52
67.4 3/4
148/48/51
66.2 4/4
146/46/49
64.9 4/4
145/45/47
63.7
4/4
144/44/46
62.4 4/4
143/43/45
WIND
OKT
4 obstacles
I REV 26
VERSION
DATE
AXXXXXXX **Vl 0
DRY
CONF 2
HEADWIND
10 Kl
HEADWIND
20 KT
lAllWIND
-10 KT
lAllWIND
-5 Kl
DOT NOT USE FOR

OPERATIONAL PURPOSE
WIND
0 Kl
HEADWIND
10 KT
72.7
4/4
156/56/58
72.5
4/4
155/55/57
72.1
4/4
153/53/55
71.6
4/4
151/51/53
71.1
4/4
149/49/51
70.5
4/4
148/48/50
70.4
4/4
148/48/50
70.3
4/4
148/48/50
70.2
4/4
148/48/50
70.1
4/4
148/48/50
70.0
4/4
148/48/49
69.9
4/4
148/48/50
69.7
4/4
148/48/50
68.5
4/4
146/46/48
67.2
4/4
144/44/46
66.0
4/4
143/43/45
64.7
4/4
142/42/44
63.5
4/4
141/41/42
HEADWIND
20 Kl
73.5 2/4
157/57/60
73.2 2/4
156/56/58
72.9 2/4
155/55/57
72.4 2/4
153/53/55
71.8 2/4
151/51/53
71.3 2/4
150/50/52
71.2 2/4
149/49/51
71.1
2/4
149/49/51
71.0 2/4
149/49/51
70.9 2/4
148/48/50
70.8 2/4
148/48/50
70.7 4/4
148/48/50
70.5 4/4
148/48/50
69.3 4/4
147/47/48
68.1
2/4
145/45/47
66.8 2/4
144/44/46
65.5 2/4
143/43/45
64.3 2/4
142/42/44
72.6
4/4
73.4 4/4
69.2 4/4 70.2 4/4 71.3
4/4
155/55/58
155/55/58
148/48/51
150/50/52
151/51/54
72.1
4/4
72.9 4/4
68.8 4/4 69.7
4/4 70.8 4/4
154/54/57
155/55/58
148/48/50
149/49/51
150/50/53
71.5 4/4
72.4 4/4
68.3
4/4 69.2 4/4 70.3
4/4
153153156
154154157
147/47/49
148/48/50
149/49/51
71.0 4/4
71.8 4/4
67.8 3/4 68.8 4/4 69.7
4/4
152/52/55
153/53/55
147/47/49
147/47/49
148/48/51
70.9 4/4
71.7
4/4
67.7
3/4 68.7
4/4 69.6
4/4
153/53/56
153/53/55
147/47/49
147/47/49
148/48/50
70.8 4/4
71.6
4/4
67.7
4/4 68.6
4/4 69.5 4/4
152/52/55
152/52/55
145/45/47
146/46/48
148/48/50
70.7
4/4
71.5 4/4
67.6
3/4 68.5 4/4 69.5 4/4
152/52/55
152/52/55
145/45/47
147/47/49
148/48/50
70.7
4/4
71.4 4/4
67.6
3/4 68.5 4/4 69.4 4/4
152/52/55
152/52/55
146/46/48
147/47/49
148/48/50
70.6
4/4
71.3
4/4
67.4 3/4 68.4 4/4 69.3
4/4
152/52/55
152/52/54
145/45/47
147/47/49
148/48/50
70.5 4/4
71.3
4/4
67.4 3/4 68.3
4/4 69.3
4/4
152/52/55
152/52/55
145/45/47
147/47/49
148/48/50
70.4 4/4
71.1
4/4
67.2 3/4 68.2 4/4 69.1
4/4
152/52/55
152/52/54
146/46/48
147/47/49
148/48/50
69.1
4/4
69.9 4/4
66.0 3/4 66.9 4/4 67.8 4/4
151/51/53
150/50/53
145/45/47
145/45/47
146/46/48
67.8 4/4
68.6
4/4
64.7
4/4 65.7
4/4 66.5 4/4
149/49/52
149/49/52
143/43/45
143/43/45
145/45/47
66.5 4/4
67.3
4/4
63.5 4/4 64.4 4/4 65.2 4/4
147/47/49
147/47/50
141/41/43
142/42/44
143/43/45
65.2 4/4
66.1
4/4
62.3
4/4 63.1
4/4 64.0 4/4
146/46/48
146/46/49
139/39/41
141/41/43
142/42/43
64.0 4/4
64.8 4/4
61.0 4/4 61.8 4/4 62.7
4/4
144/44/46
146/46/48
138/38/40
140/40/42
140/40/42
INFLUENCE OF RUNWAY CONDiliON
WET
-.4/-1
-.7/-2
.0/-1
.0/0
.0/0
-.9/-2
-.2/-1
.0/0
.0/-1
.0/-1
-10/-3/-3
-8/-1/-1
-4/-1/-1
-4/-1/-1
-1/0/0
-9/-2/-2
-4/0/0
-2/0/0
0/0/0
0/0/0
(+54)-.8/-2
(+54)-.7/-2
(+54)-.9/-2
(+54)-.2/-1
(+54)-.2/-1
(+54).0/-1
(+54).0/0
(+54).0/0
(+54).0/0
(+54).0/-1
-10/0/0
-8/0/0
-4/0/0
-4/0/0
-1/0/0
-9/010
-4/0/0
-2/0/0
0/0/0
0/0/0
D QNH HPA
INFLUENCE OF DELTA PRESSURE
-10
-.6/-1
-.6/-1
-.7/-2
-.7/-2
-.9/-2
-.7/-2
-.8/-2
-.8/-2
-.9/-2
-.8/-2
0/0/0
-1/0/0
0/0/0
0/0/0
-1/-1/-1
0/0/0
0/0/0
-2/-1/-1
-2/-2/-2
0/010
(+54)-.6/-1
(+54)-.6/-1
(+54)-.7/-2
(+54)-.7/-2
(+54)-.9/-2
(+54)-.7/-2
(+54)-.8/-2
(+54)-.8/-2
(+54)-.9/-2
(+54)-.8/-2
0/0/0
-1/0/0
0/0/0
0/0/0
-1/010
0/0/0
0/0/0
-2/0/0
-2/0/0
0/010
+10
+.3/0
+.1/0
+.1/0
+.1/0
+.1/0
+.1/0
+.1/0
+.1/0
.0/0
.0/0
0/ +I/ +I
+I/ +I/ +I +I/ +I/ +I
0/0/0
0/0/0
0/0/0
0/0/0
0/ +I/ +I
0/0/0
0/010
(+54) +.1/0
(+54) +.1/0 (+54) +.1/0 (+54) +.1/0
(+54) +.1/0
(+54) +.1/0
(+54) +.1/0
(+54) +.1/0
(+54).0/0
(+54).0/0
0/ +I/ +I
+I/ +I/ +I +I/ +I/ +I
0/0/0
0/0/0
0/0/0
0/0/0
0/ +I/ +I
0/0/0
0/010
MTOW(IOOO KG) codes
VMC
Tref (OAT)
- 44 c
LABEL FOR INFLUENCE
Min acc height 810FT
Min ONH alt 1306 FT
DW (1000 KG) DTFLEX
VI minNRN2 lktl
'LIMITATION Tmax IOATI
=50 c
Max acc heioht 1992 FT
Max ONH alt 2488 FT
DVI-DVR-DV2 (KT)
LIMITATION CODES
Min VINRN2- 107/13/17
(TVMC OAT C)
1=1st segment 2=2nd segment 3=runway length 4=obstacles
DW (1000 KG) DTFLEX
5=tire speed 6=brake energy 7=max weight 8=final take-off 9=VMU
Gorreet VINRN2 = .2 KT/1 000 KG
DVI-DVR-DV2 (KT)
10
20
30
32
34
36
38
40
42
44
46
48
*50
*52
*54
CCM ALL
71.7
4/4
154/54/56
71.3
4/4
153/53/56
70.8 4/4
153/53155
70.4 4/4
151/51/54
70.3
4/4
151/51/54
70.2 4/4
151/51/54
70.1
4/4
151/51/54
70.0 4/4
151/51/53
70.0 4/4
151/51/54
69.9 4/4
151/51/54
69.8 4/4
151/51/54
68.5 4/4
149/49/52
67.2 4/4
148/48/50
65.9 4/4
147/47/49
64.6
4/4
146/46/48
63.3
4/4
144/44/46
15L
p 6
~--
c~~~~
TAKEOFF
2.02.12
MTOW GALGULATION (TEMP. ENTRY)
SEO 110
p 1
I REV 25
I DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS I
DIRECT CHART READING

The takeoft chart is computed for a given runway under a set of conditions, which are :
- OAT
-Wind
- Gonfiguration
- ONH, air conditioning, anti ice ...
Two configurations are produced on the chart. This enables the crew to select that giving
the highest permissible takeoft weight. ln case of equivalent performance, retain the
configuration giving the lower takeoft speeds.
For a given configuration, enter the chart with the OAT and wind value to determine the
maximum permissible weight. For an OAT or wind value not presented on the chart,
interpolate between two consecutive temperature rows and/or two consecutive wind
columns. Gonservative OAT or wind values can also be considered. No extrapolation is
allowed.

Retain the maximum takeoft weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS FROM FCOM 2.02.24 p 1

Gorreetions are given for ONH =t= 1013 hPa, air conditioning ON, anti ice ON.
1. For the given wind and temperature conditions, read the maximum takeoft weight
(choose the configuration giving the highest weight).
2. Apply the published weight correction(s) to the maximum takeoft weight (for each
correction) to determine the maximum permissible takeoft weight.
3. Read the speeds associated with the maximum permissible takeoft weight by entering
the chart with the retained configuration and wind value.
Example 1
DATA : OAT
Head Wind
Air conditioning ON
ONH
1013 hPa
Use the chart from 2.02.1 0 p 6.
Enter the 10 kt head wind column and interpolate for 25G, GONF 1+F,
Maximum takeoft weight (1 000 kg) air conditioning OFF ................. 71.2
Enter the 10 kt head wind column and interpolate for 25G, GONF 2,
Maximum takeoft weight (1 000 kg) air conditioning OFF ................. 70.9
CCM ALL
~--
c~~~~
TAKEOFF
2.02.12
MTOW CALCULATION (TEMP. ENTRY)
SEO 040
p 2
I REV 25
Retain CONF 1+ F as takeoff configuration.

Maximum TO weight (1000 kg) air conditioning OFF .....................71.2
Airconditioning correction (FCOM 2.02.24 p1) ....................... - 2.2
Maximum permissible TO weight (1 000 kg) air conditioning ON ............. 69.0
Determine takeoff speeds for 69.0 (1000kg) in the 10kt head wind column (CONF1 +F)
V1 = 151 kt, VR = 151 kt, V2 = 153 kt
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS FROM FCOM 2.04.10

(Refer to FCOM 2.04.1 0)
R CORRECTIONS PRODUCED ON THE RTOW CHART (SEE EXAMPLE ON 2.02.10 P 6)

A description of this correction is given on 2.02.1 0 p 3. The Iist of corrections is not
exhaustive, however the most commonly used corrections are wet runway, ONH, air
conditioning and/or anti ice. A maximum of three corrections can be produced on one
chart.
To apply the corrections, proceed as follows :
1. Enter the chart with given OAT and wind to determine the maximum takeoff weight
before correction.
2. Apply the first correction :
lf OAT is less than or equal to TVMC (line 3), apply L.W correction from line 1 and
L.V1/t:NR/t:N2 corrections from line 2.
Eise, (for OAT greater than TVMC), apply L.W correction from line 3 and L.V1/L.VR/L.V2
corrections from line 4.
3. To combine a second (and third, as applicable) correction :
L.V1/L.VR/L.V2 corrections from line 2.
Check that the resulting speeds are higher than the minimum speeds displayed on the
RTOW chart and that V2 is higher than the VMU limited speed (FCOM 2.02.25).
lf OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply L.W
correction from line 3 and L.V1/L.VR/L.V2 corrections from line 4. No speed check is
required.
Note : - QNH correction is given for 10 hPa. lt is allowed to extrapolate linearly for
greater QNH deviation.
- When using a takeoft chart with failure cases, it is not allowed to combine two
failure cases.
- Gorreetions from the chart must be applied from top to bottom, i.e. in the RTOW
on 2.02.1 0 p 6, apply the wet correction first.
- lf asterisk or dotted lines appear in the correction boxes, refer to more
conservative corrections provided in the FCOM.
- No speedcheck is required for the first correction. However, if the first influence
correction follows a conservative FCOM correction, a speed scheck is required.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.12
SEO 110
p 3
I REV 25
Example 2
DATA : OAT
25C
Head wind
10 kt
ONH
1028 hPa
WET runway
Use the chart from 2.02.1 0 p 6.
Enter the 10 kt head wind column and interpolate for 25C, CONF 1+F,
max TO weight (1000 kg) ....................................71.2
Enter the 10 kt head wind column and interpolate for 25C, CONF 2,
max TO weight (1000 kg) ....................................70.9
Retain CONF 1+ F for takeoft
Read associated speeds as V1 = 152 kt, VR = 152 kt, V2 = 155 kt
Apply WET correction
For OAT < TVMC (54), L.W = . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
Intermediate weight (1 000 kg) ................................71.2
Associated speeds,
V1 = 152 kt - 4 = 148 kt
VR = 152 kt - 1 = 151 kt
V2 = 155 kt - 1 = 154 kt
(No speed check required for first correction)
Apply ONH correction
For OAT < TVMC (54), L.W = 0.1 x 15/10 = . . . . . . . . . . . . . . . . . . . . + 0.1
Maximum permissible takeoft weight (1000 kg) ..................... 71.3
Associated speeds,
V1 = 148 kt + 0 X 15/1 0 = 148 kt
VR = 151 kt + 0 X 15/1 0 = 151 kt
V2 = 154 kt + 0 X 15/1 0 = 154 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU
table.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
CCM ALL
TOW
71.2
71.2
0.0
71.2
+ 0.1
71.3
Takeoff Conti uration : 1+ F

V1
VR
152
152
152
-4
148
0
148
152
- 1
151
0
151
V2
155
155
- 1
154
0
154
~--
c~~~~
TAKEOFF
2.02.12
SEO 040
p 4
I REV 25
COMBINING CORRECTIONS FROM FCOM AND CHART

Proceed as follows :
1. Enter the chart with selected configuration, OAT and wind to read the maximum takeoft
weight.
2. Apply corrections from FCOM to determine an intermediate weight. Interpolale
associated speeds for intermediate weight in the same column (same wind and
configuration).
3. Apply corrections from RTOW chart as explained above.
Example 3
DATA : OAT
Head wind
Air conditioning ON
ONH
1028 hPa
WET runway
1. Use the chart from 2.02.1 0 p 6.
Enter the 10 kt head wind column and interpolate for 25C, CONF 1+ F,
Max TO weight (1000 kg) air conditioning OFF ......................71.2
Enter the 10 kt head wind column and interpolate for 25C, CONF 2,
Retain CONF 1+ F for takeoft configuration.
2. First, apply the correction from FCOM page 2.02.24 p 1.
Air conditioning correction .................................. - 2.2
Intermediate weight .......................................69.0
Interpolale takeoft speeds for 69.0 (1000 kg) in the 10 kt head wind column,
V1 = 151 kt, VR = 151 kt, V2 = 153 kt
3. Apply WET correction
For OAT < TVMC (54), L.W = . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0
Intermediate weight .......................................69.0
Associated speeds,
V1 = 151 kt - 4 = 14 7 kt
VR = 151 kt - 1 = 150 kt
V2 = 153 kt - 1 = 152 kt
Check that the speeds are higher than minimum speeds from the chart and from
VMU table.
For OAT < TVMC (54), L.W = 0.1 x 15/10 = . . . . . . . . . . . . . . . . . . . . + 0.1
Maximum permissible takeoft weight .......................... --:-:69.1
Associated speed,
V1 = 14 7 kt + 0 X 15/1 0 = 14 7 kt
VR = 150 kt + 0 X 15/1 0 = 150 kt
V2 = 152 kt + 0 X 15/1 0 = 152 kt
CCM ALL
~--
c~~~~
TAKEOFF
2.02.12
SEO 040
p 5
I REV 22
Checkthat the speedsarehigh er than minimum speeds from the chart and from VMU table.
(lt is reminded that if the speed checks are not fulfilled, the corrections must be
recalculated using those provided on lines 3 and 4).
Since the speed check is fulfilled :
Max permissible takeoft weight = 69.1 (1000 kg)
V1 = 14 7 kt, VR = 150 kt, V2 = 152 kt.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
TOW
71.2
-2.2
69.0
0.0
69.0
+ 0.1
69.1
Takeoff Gonfiguration : 1
V1
VR
151
-4
147
0
147
151
- 1
150
0
150
F
V2
153
- 1
152
0
152
I EXTRAPOLATION I
For a takeoft weight lower than those displayed on the chart, associated speeds are
calculated as follows :
1. For given configuration and wind, note the speeds associated with the takeoft weight in
the row displaying the highest permissible temperature.
2. Apply speed corrections provided at the bottarn of the RTOW chart to V1, VR and V2
limited to the minimum speeds.
I MAXIMUM STRUCTURAL TAKEOFF WEIGHT I

The maximum structural takeoft weight is a weight Iimitation depending on the aircraft.
This Iimitation is provided in the Flight Manual and in the chapter Iimitation of the FCOM3.
Campare the maximum structural takeoft weight to the maximum permissible takeoft
weight computed for given conditions and retain the lower of the two values.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.12
SEO 100
p 6
I REV 22
I SUMMARY I
The following flow diagram gives the different steps to follow.
Takeoff configuration
YES
?
APPLY WEIGHT CORRECTIONS FROM

2.02.24 P1 READ SPEEDS
ASSOCIATED WITH INTERMEDIATE WEIGHT
WET
.-----------'NO=--< CORRECTION >----'Y-=ES=------------,
?
YES
SPEEDS ) MINIIItJM
SPEEDS (VMC &Vlltl)
?
NO
APPLY!':, W FROM
!':, V1/ !':, VR/ !':, V2
LINE 3 AND
FROM LINE 4
QNH
.-----------'NO=--< CORRECTION >----'Y-=ES=------------,

?
NO
"'0<
NO
<
I
APPLY!':, W FROM LINE 3 AND

/':, V1/ /':, VR/ /':, V2 FROM LINE 4
"'
0
I
N
N
0
I
N
0
I
"''-'
~
CCM ALL
MAXIMUM PERMISSIBLE TAKEOFF

WEIGHT
FINAL WEIGHT
V1/VR/V2 AS CALCULATED
~--
c~~~~
TAKEOFF
2.02.14
FLEXIBLE TAKEOFF (TEMP. ENTRY)
SEO 040
p 1
I REV 22
I DEFINITION OF FLEXIBLE TAKEOFF I

ln many cases the aircraft takes oft with a weight lower than the maximum permissible
takeoft weight. When this happens, it can meet the required performance (runway, second
segment, obstacle, ... ) with a decreased thrust that is adapted to the weight : this is called
FLEXIBLE TAKEOFF and the thrust is called FLEXIBLE TAKEOFF THRUST.
The use of flexible takeoft thrust saves engine life.
I USE OF FLEXIBLE TAKEOFF I

The pilot can use flexible takeoft when the actual takeoft weight is lower than the maximum
permissible takeoft weight for the actual temperature. The maximum permissible takeoft
weight decreases when temperature increases, so it is possible to assume a temperature
at which the actual takeoft weight would be the limiting one. This temperature is called
FLEXIBLE TEMPERATURE or assumed temperature and is entered in the FADEC via the
MCDU PERF TO page in order to get the adapted thrust.
I REQUIREMENTS I
- Thrust must not be reduced by more than 25 % of the full rated takeoft thrust.
- The flexible takeoft N1 cannot be lower than the Max climb N1 at the same flight
conditions.
The FADEC takes the above two constraints into account to determine flexible N1.
- The flexible takeoft thrust cannot be lower than the Max Continuous thrust used for the
final takeoft flight path computation (at ISA + 40).
This constraint Iimits the maximumflexible temperature at ISA + 53 (68 C at sea Ievei).
- The flexible temperature cannot be lower than the flat rating temperature, TREF (ISA +
30), or the actual temperature (OAT).
Thrust
MAX. TAKEOFF
MAX. CONT.
<
<
...
0
<
I
...
I
0
I
N
0
I
"'
'---------------=-Is.,--A,------l-+_40,..."----"I.,--SA,--~---+---,5=3,------~~
CCM ALL
TMAX
TMAXFLEX
Temperature
~--
c~~~~
TAKEOFF
2.02.14
SEO 100
p 2
I REV 31
- Flexible takeoff is not permitted on contaminated runways.

- The operator should check the maximum thrust (TOGA) at regular intervals in order to
detect any engine deterioration, or maintain an adequate engine performance monitaring
program to follow up the engine parameters.
I RECOMMENDATION I
R
R
ln order to extend engine life, it is recommended to use the greatest thrust reduction Ievei.
However, to improve the takeoff performance, the thrust can be increased by selecting a
lower flexible temperature.
Using the same takeoff chart, for a given weight it is possible to :
- Select a temperature lower than the maximum determined one and keep the speeds
defined at maximum temperature or,
- Move towards the left side (tailwind) of the takeoff chart while remaining within the
same configuration and looking for the same actual takeoff weight at lower temperature.
This produces a lower flexible temperature and, in general, lower takeoff speeds
(V1NRN2).
Using one of the two above possibilities, check that the selected temperature is greater
than the actual temperature (OAT) and greater than the flat rating temperature (TREF).
TAKEOFF PROCEDURE
Depending on environmental takeoff conditions, the following procedure is recommended.
CONDITIONS
Dry or wet weil paved runway
-
PROCEDURE
REASON
Use the configuration giving
Extend engine life
the maximum flex.
lf equivalent flex is obtained,
choose the configuration giving
the lowest speeds.
- Use CONF2/CONF3
lmprove comfort
High altitude takeoft
- Use CONF2/CONF3
Badly paved runway
lmprove comfort
or
or
lmprove stopping distance
Aceeierate stop distance - Move towards left side of the
limited runway
takeoft chart
Windshear expected along - Use maximum thrust
Maintain acceleration
takeoft path
capability
- Use maximum thrust
Contaminated runway
(flex forbidden)
Decrease time an runway.
Required by regulations.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.14
SEO 110
p 3
I REV 25
I DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS I

Before determining the flexible temperature, calculate the maximum permissible takeoft
weight (see previous section) and ensure that the actual takeoft weight is lower than the
determined maximum takeoft weight.
Enter the RTOW chart with the wind condition and selected configuration to interpolate
for the actual takeoft weight. Read the flexible temperature in the temperature column
corresponding to the actual weight.
Repeat this process for the other configuration available. Select that configuration giving
the highest flexible temperature.

When the takeoft conditions are different from those provided on the chart, apply the
associated corrections.
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS FROM FCOM 2.02.24 P 1

1. For a given takeoft weight, wind condition and selected configuration, determine the
flexible temperature. Retain the takeoft speeds associated with the actual weight.
2. Apply the published temperature correction. To combine two or more corrections, add
the different corrections and apply to temperature value.
(No speed corrections required).
Example 4
DATA : Actual takeoft weight
65 000 kg
Head wind
10 kt
Air conditioning ON
ONH
1013 hPa
Use the chart from 2.02.1 0 p 6. Determine the maximum permissible takeoft weight
(see example1 ). The actual weight being lower than the maximum one, flexible takeoft
is possible.
Enter the 10 kt head wind column and interpolate for 65 000 kg, CONF 1+F,
Flexible temperature ........................................52 C
Enter the 10 kt head wind column and interpolate for 65 000 kg, CONF 2,
Flexible temperature ........................................51 o C
CCM ALL
~--
c~~~~
R
R
TAKEOFF
2.02.14
SEO 050
p 4
I REV 30

Takeoff speeds are V1 = 146 kt, VR = 146 kt, V2 = 148 kt
Flexible temperature with air conditioning OFF . . . . . . . . . . . . . . . . . . . . . . .52 C
Air conditioning correction (FCOM 2.02.24 p 1) ......................- 5 C
Maximum flexible temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4JO C
CORRECTIONS FOR WET RUNWAY FROM FCOM 2.04.10

CORRECTIONS PRODUCED ON THE RTOW CHART (SEE EXAMPLE ON 2.02.10 P 6)

A description of this correction is given on 2.02.1 0 p 3. The Iist of corrections is not
conditioning and/or anti-icing. A maximum of three corrections can be produced on one
chart.
To apply the correction, proceed as follows :
1. Enter the chart with wind and selected configuration. Interpolale for actual takeoft
weight. Read flexible temperature associated with this weight.
lf the flexible temperature is less than or equal to TVMC (line 3), apply L.Tflex correction
from line 1 and apply speed corrections (L.V1/L.VR/L.V2) from line 2.
Eise, (flexible temperature greater than TVMC), apply L.Tflex from line 3 and L.V1/ L.VR/
L.V2 corrections from line 4.
Check V2 against VMU Iimitation (FCOM 2.02.25). lf V2 is lower than V2 limited by VMU,
flexible takeoft is not possible. Set TOGA thrust and retain the speeds associated with
maximum permissible takeoft weight or the speeds read in the chart of the actual weight
if they are all lower.
No speed correction is required for ONH and bleeds influence (Not applicable to
maximum takeoft weight determination).
3. To combine a second and/or a third correction, proceed as per point 2.
4. Check that the final flexible temperature is :
- higher than OAT and TREF
- limited to TMAXFLEX
lf the check is fulfilled, retain final flexible temperature as the one to be inserted in
the MCDU.
lf the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no
flexible takeoft is possible.
Use TOGA thrust and retain speeds that have been calculated for the maximum
permissible takeoft weight. (See 2.02.14 p 7)
on 2.02.1 0 p 6, apply the wet influence first.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.14
SEO 110
p 5
I REV 25
Note : - When the flexible temperature is higher than TVMC, it is allowed to Iimit the
flexible temperature to TVMC and apply only corrections from lines 1 and 2.
Example 5
65 000 kg
Head wind
10 kt
ONH
1028 hPa
WET runway
Air conditioning OFF
(see example 2). The actual weight being lower than the maximum one, flexible takeoft
is possible.
Retain CONF 1+ F as the flexible temperature is high er.
For flexible temperature < TVMC (54 C), L.Tflex 7= - oo C
Intermediate flex temperature ................................. 52 C
Associated speeds,
V1 = 146 kt - 4 = 142 kt
VR = 146 kt - 1 = 145 kt
V2 = 148 kt - 1 = 14 7 kt
Check V2 against VMU Iimitation on FCOM 2.02.25.
For flex temperature < TVMC (54 C), L.Tflex 7= oo C
Maximum flexible temperature ................................. 52 C
Check that OAT/TREF < flex temperature :::; TMAXFLEX
No speed correction.
Takeoffspeeds are V1 = 142 kt, VR = 145 kt, V2 = 147 kt
Tflex
Chart temperature
FCOM correction(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
CCM ALL
52
52
0
52
0
52
Takeoff Gonfiguration : 1 + F
V1
VR
146
146
146
-4
142
0
142
146
- 1
145
0
145
V2
148
148
- 1
147
0
147
~--
c~~~~
TAKEOFF
2.02.14
SEO 050
p 6
I REV 30

1. Apply corrections from FCOM (see 2.02.24 p 1).
2. Apply corrections from the RTOW chart.
Apply speed corrections except for ONH and bleed influences.
R
R
Example 6
65 000 kg
Head wind
10 kt
Air conditioning ON
ONH
1028 hPa
WET runway
(see example 3). The actual weight being lower than the maximum one, flexible takeoft
is possible.
Flexible temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 C
Flexible temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 o C
Retain CONF 1 + F for takeoft configuration.
First, apply the correction from FCOM page 2.02.24 p 1.
Flexible temperature with air conditioning OFF ...................... 52 C
Air conditioning correction ...................................- 5 C
Intermediate flexible temperature .............................. 4JO C
For flexible temperature < TVMC (54 C), L.Tflex ""' . . . . . . . . . . . . . . . . . . . oo C
Intermediate flex temperature ................................. 4JO C
Associated speeds,
V1 = 146 kt - 4 = 142 kt
VR = 146 kt - 1 = 145 kt
V2 = 148 kt - 1 = 14 7 kt
Check V2 against VMU Iimitation on FCOM 2.02.25.
For flexible temperature < TVMC (54 C), L.Tflex ""' . . . . . . . . . . . . . . . . . . . oo C
Maximum flexible temperature ................................ 4JO C
Takeoff speeds are V1 = 142 kt, VR = 145 kt, V2 = 14 7 kt
CCM ALL
~--
c~~~~
TAKEOFF
2.02.14
SEO 050
Tflex
Ghart temperature
FGOM eorreetion(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
52
-5
47
0
47
0
47
V1
VR
146
146
0
0
146
146
- 1
-4
142
145
0
0
142
145
p 7
I REV 31
V2
148
0
148
- 1
147
0
147
I FLEXIBLE TAKEOFF NOT POSSIBLE I
R
R
R
ln some eases when the aetual takeoft weight is lower than the maximum permissible one
but no flexible takeoft possible (that is flexible temperature lower than TREF or OAT) :
- lt is mandatory to use TOGA thrust
- You ean retain the speeds that have been ealeulated for the maximum permissible
takeoft weight;
OR
- You ean retain the speeds assoeiated with the aetual takeoft weight provided they are
all lower than the speeds ealeulated for the maximum permissible takeoft weight.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.14
SEO 100
p 8
I REV 33
I SUMMARY I
The flow diagram gives the different steps to follow.
APPLY TEMPERATURE CORRECTIONS

FROM 2.02.24 P1
NO SPEED CORRECTION
YES
V2 ;; MINIMUM V2
(VMU)?
QNH
r--'N=0---< CORRECTION >---'Y'-=E-=-S--------,
?
'"'
I
"'
0
0
_,.I
N
MAXIMUM FLEXIBLE TEMPERATURE

= FINAL TEMPERATURE
0
I
N
0
I
"'u
~
CCM ALL
CHECK THAT FINAL TEMPERATURE IS GREATER THAN

TREF AND OAT
NO
NO FLEXIBLE TAKEOFF
POSSIBLE. SET TOGA
RETAIN THE SPEEDS
ASSOCIATED WITH THE
MTOW, OR THE SPEEDS
READ IN THE CHART FOR
THE ACTUAL WEIGHT,
IF THEY ARE ALL LOWER.
~--
c~~~~
p 1
TAKEOFF
2.02.16
SEO 001
I REV 22
Takeoff optimization is calculated for a given runway and its obstacles and for given
conditions of flap setting, temperature, wind and ONH. The calculation produces a
maximum permissible takeoft weight (or a maximum takeoft temperature for an actual
weight).
The takeoft thrust produced by the engine varies as follows :
(.!)
GIVEN AL TITUDE I
FLAT RATED THRUST
z
......
!;(
a::
EGT LIMIT
0
t-
<C
:::
<C
!;(
0
0
0
0
t-
(I)
::::>
a::
::1:
t-
0
I
N
TREF
(FLAT RATING
TErPERATURE)
0
I
"''-'
~
T.MAX
(MAXIMUM CERTIFIED
TEMPERATURE FOR TAKEOFF)
The optimization process calculates the speeds which will produce the maximum takeoft
weight. To do so, it takes into account the different takeoft limitations such as TOD, ASO,
TOR, second segment..., as shown on the charts below.
I GIVEN V2!VS I
TOD 1
2nd SEGMENT
<C
<
0
0
"'
I
ASO
0
0
RUNWAY
LIMITATION
I
'()
0
I
N
OPTIMUM V1/VR
0
I
LEGEND
"''-'
~
V1/VR
OPTIMUM V2/VS
V2/VS
TOD1 = TAKEOFF DISTANCE 1 ENGINE OUT,

ASO = ACCELERATE STOP DISTANCE
On a typical runway, the performance of a twin engine aircraft, is generally limited by the
one engine out operation at takeoff. The optimum V2NS and optimum V1NR are
consequently unique.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.16
SEO 100
p 2
I REV 23
I TAKEOFF CHART DESCRIPTION I

The takeoft chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft
version and for a particular runway specified at the top of the chart. The top of the chart
also gives some information about the runway and lists the calculation assumptions.
The chart is given for 2 different configurations and 4 wind values per configuration. This
allows the crew to select the configuration that gives either :
- the highest permissible takeoft weight, or, for a given weight,
- the highest flexible temperature.
lf different configurations give equivalent performance, the crew should select the
configuration associated with the lowest takeoft speeds.
The left column of the chart contains weight entry. For each weight entry (and for a given
configuration and wind), the chart provides the following information :
------ r* /
MAXIMUM TEMPERATURE
(FLEX)
<
<
<
I
WEIGHT
N
0
EJ
ENTRY~
0
I
'()
0
I
N
_____
*
*
-~
55
3/4~
LIMITATION CODES
DELTA WEIGHT
127/38/4~~
/SPEEDS (V1/VR/V2)
'
THE PRESENCE OF ASTERISKS OR GREY BAND

INDICATES VMC LIMITATION
"'
u
Note : The takeoft weight is the sum of the weight entry and the de/ta weight.
The available Iimitation codes are :

- First segment
- Second segment
- Runway length
- Obstades
- Tire speed
- Brake energy
- Maximum computation weight
- Final takeoft
- VMU
1
2
3
4
5
6
7
8
9

Each takeoft chart is computed for a given set of conditions (air conditioning, ONH, anti
ice ... ) specified at the top of the chart. lf the actual takeoft conditions are different, the
crew must apply corrections. Two types of corrections are available :
- Conservative corrections on 2.02.24 p 1 (to be used when not provided on the chart).
- Gorreetions (less restrictive) listed on the chart, to be applied as explained below.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.16
SEO 100
p 3
I REV 25
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART

The corrections are presented on 4 lines :
D TOW/ D TFLEX
~
T
<
<
0
0
<
BELOW TVMC
"'
0
0
-2.9:~2-
---------------------
"'
N
ABOVE TVMC
0
I
N
0
I
"'
u
(+
D V1/ D VR/ D V2
44 ) - 2 "91 - 2 - - D TOW/D TFLEX
~-1/-r:J
TVMC
_I
-1/-1/-1
D V1/ D VR/ D V2
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC Iimitation or are VMC limited.
Note : The Jower two lines may be shaded on certain chart formats.
R MINIMUM SPEED
R
R
R
R
Minimum V1NRN2 due to VMC are provided on the bottarn right side of the takeoft chart.
They are only applicable in case of speed corrections.
These speeds are conservative. They may be slightly higher than V1NRN2 displayed on
the takeoft chart.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.16
SEO 100
p 4
I REV 25
I ADDITIONAL INFORMATION I
ONE ENGINE OUT CLIMB PROCEDURE

The performance given in the chart is consistent with the flight path specified for the
aircraft with one engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart
describes a specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW
chart, the turn should be performed with a maximum bank of 15 until the aircraft reaches
1500 feet or green dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest
obstacle by at least 35 feet when accelerating in Ievei flight to green dot speed after an
engine failure, in the most adverse conditions.
TAKEOFF ON A WET RUNWAY

Takeoffcharts computed for wet runway with a 15 feet screen height and/or use of reverse
thrust may produce, in some conditions, a maximum takeoft weight (or flexible
temperature) higher than that obtained for a dry runway. lt is thus mandatory to compare
both charts (dry and wet) and retain the lower of the two weights (or flexible temperature)
and the associated speeds determined for a wet runway.
Note : The crew need not compare the charts if the top of the wet runway chart specifies
- - "DRY CHECK". (The comparison has already been inserted in the WET runway
ca/cu/ation ).
CCM ALL
CCM ALL
WIND
AIRPORT
CHARACTERISTICS
I
I
URCRAFT
MODEL
TAKEOFF
CONFIGURATION
76
72
68
64
60
56
52
48
46
40
*
*
*
*
*
*
*
*
*
*
*
*
*
**
AIRPORT NAME
Elevation
Isa temp
Rwy slope
1013 HPA
AC OFF
AI OFF
CONF 1
WEIGHT
1000 KG
TAILWIND
- 10 KT
6 3/3
.0
148/52/55
40 3/3
.2
142/46/49
48 3/3
.3
141/43/46
56 3/3
.3
141/42/44
58 3/7
.0
118/30/33
58 7/9
.0
111/21/24
58 7/7
.0
111/19/22
58 7/7
.0
111/18/22
58 7/7
.0
111/18/22
58 7/7
.0
112/18/22
*
*
*
*
*
*
*
*
*
*
*
*
*
**
RUNWAY
CONDITION
AND DERATE
AIRPORT
IDENTIFICATION
TYPE
ENG INE
QNH
Air cond.
Anti-icing
OCTOPUS
(TAKEOFF CHART
PROGRAM)
VERSION &
COMPUTATION
DATE
I ENGINE I
AXXXXXX
RUNWAY
IDENTIFICATION
TAILWIND
- 5 KT
25 3/3
.0
149/53/56
42 3/3
.5
146/49/52
50 3/3
.3
145/47/49
58 3/7
.0
143/44/46
58 3/7
.0
113/30/33
58 7/9
.0
111/21/24
58 7/7
.0
111/19/22
58 7/7
.0
111/18/22
58 7/7
.0
111/18/22
58 7/7
.0
112/17/22
*
*
*
*
*
*
*
*
*
489FT
14C
.08%
TORA
TODA
ASDA
3000 M
3100 M
3000 M
+ F
15L
4 obstacles
VERSION
DATE
AXXXXXXX
V8
-1
DRY
TAKEOFF
CONDITIONS
CONF 2
WIND
0 KT
37 3/3
.0
151/54/57
44 3/3
.5
150/52/55
52/3/3
.2
149/50/52
58 3/7
.0
140/44/46
58 2/7
.0
111/30/33
58 7/9
.0
111/21/24
58 7/7
.0
111/19/22
HEADWIND
10 KT
38 3/3
.2
154/57/60
46 3/3
.1
153/54/57
53 3/3
.0
153/53/55
58 3/7
.0
138/44/46
* 58 2/7
.0
*
* 111/30/33
58
7/9
*
.0
*
* 111/21/24
* 58 7/7
.0
*
* 111/19/22
*
*
*
*
*
*
TAILWIND
- 10 KT
0 3/3
.1
150/53/56
40 3/3
.1
143/47/49
48 3/3
.1
142/44/46
56 3/3
.1
142/43/45
58 3/7
.0
117/30/32
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
*
*
*
*
*
*
*
*
*
TAILWIND
- 5 KT
18 3/3
.0
150/54/57
42 3/3
.1
147/50/52
49 3/3
.5
146/48/50
57 3/3
.2
147/47/48
58 3/7
.0
113/31/32
58 7/7
.0
111/19/21
58 7/7
.0
111/19/22
DO NOT USE FOR

OPERATIONAL PURPOSE
* 58 7/7
.0
*
* 112/17/22
58 7/7
.0
* 112/17/22
58 7/7
.0
* 112/18/21
58 7/7
.0
* 112/18/21
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
WIND
0 KT
35 3/3
.0
152/56/58
43 3/3
.5
151/53/55
51 3/3
.1
151/52/53
57 2/3
.6
149/50/51
58 2/7
.0
111/31/32
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/18/21
58 7/7
.0
112/18/21
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
**
HEADWIND
10 KT
37 3/3
.0
155/58/60
44 3/3
.4
154/56/58
51 2/3
.4
153/54/56
57 2/3
.6
148/50/51
58 2/7
.0
111/31/32
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/18/21
58 7/7
.0
112/18/21
GRAD1/GRP D2 CKG/C)
40/****
WET
+.0/+0
0/+0/+0
(+54) -.4/-1
0/+0/+0
D QNHPA
-10
+10
~i~C!1
(+54) -.8/-2
0/+0/+0
.6 +O
+ /+0/+0
(+5 ) +.2/+0
+ /+0/+0
40/****
40/400
40/40
40/****
40/****
301****
30/410
~ GRAD1/GRAD2
INFLUENCE OF R NWAY CONDITION

.0/-1
-.2/-1
.2/
+.0/+0
+.0/+0
+.0/+0
+.0/+0
-1/+0/ 0
-1/+0/+0
-1/+0/+0
-1/+0/+0
-1/+0/+0
0/+0/+0
0/+0/+0
(+54) -.4/-1 (+54) -.2/-1 (+54) -. /-1 (+54) -.2/-1 (+54) -.4/-1 (+54) -.2/-1 (+54) -.4/-1
-1/+0/+0
-1/+0/+0
-1/+0/ 0
-1/+0/+0
-1/+0/+0
0/+0/+0
0/+0/+0
INFLUENCE OF ELTA PRESSURE
-.9/-2
-1.4/-3
-1.0/-.8/-2
-.8/-2
1.0/-2
-1.1/-2
0/-1/-1
0/-1/-1
-1/-1/ 1
0/-1/-1
0/-1/-1
-1/-1/-1
0/0/0
(+54) -.9/-2 (+54) -1.4/-3 (+54) -1. 1-2 (+54) -.8/-2 (+54) -.8/-2 (+54) -1.0/-2 (+54) -1.1/-2
-1/+0/ 0
-1/+0/+0
0/+0/+0
0/+0/+0
0/+0/+0
0/+0/+0
0/+0/+0
+.6/+0
+.0/+0
+.6/+
+.5/+0
+.5/+0
+.4/+0
+.2/+0
+1/+0/+0
+1/+1/+1
+1/+1/ 1
+0/+0/+0
+1/+0/+0
+1/+1/+1
+0/+1/+1
(+54) +.2/+0 (+54) +.0/+0 (+54) +. /+0 (+54) +.3/+0 (+54) +.1/+0 (+54) +.2/+0 (+54) +.0/+0
+1/+0/+0
+1/+1/+1
+1/+1/ 1
+0/+0/+0
+1/+0/+0
+1/+1/+1
+0/+1/+1
LABEL FOO INF ~ENCE MTOW( 1000 KG) codes

*VMC tref
DW (1(l)J KG) DTFL ~
V1min/VR/V2(KT)
*LIMITATION Tmax
DV1-DVR-DV2 (KT)
LIMITATION CODES:
(TVMC OAT C)
1=1st segment 2=2nd segment 3=runway Length
DW (1(l)J KG) DTFL~
5=tire speed 6=brake energy 7=max weight 8=
DV1-DVR-DV2 (KT)
INFLUENCE CORRECTION
L'lWEIGHT L'l TFLEX
L'lV1/L'lVR/L'lV2
(TVMC) L'lWEIGHT L'lTFLEX
L'lV1/L'lVR/L'lV2
OAT) =29 C
IMin acc height
OAT) =54 C
=obstacles
inal takeoff 9=VMU
TAKEOFF PARAMETERS
MAX
TEMPERATURE
(58)
LIMITATION
CODE
(7-7)
DELTA WEIGHT (1000 KG)
( .0)
V1 CKT IAS) - VR CKT IAS) - Vz CKT IAS)

(112)
(117)
784F\I~in
QNH alt 1280Ft
Max acc height 1965Ft Max QNH alt 2461Ft
(122)
1-
MIN V1/VRIV2 - 120/22/28

CORRECT. V1/VRIV2 =0.2Kt/1000 Kg
'
MINIMUM VALUES OF V1/VR/V2

TO WHICH TAKEOFF
SPEEDS MUST BE LIMITED WHEN
DECREMENTS ARE APPLIED
V1/VR/V2 DECREMENTS
FOR WEIGHTS BELOW
THE LOWEST WEIGHT
OF A COLUMN
MINIMUM &
MAXIMUM
ACC. HEIGHT
AND ALT.
~--
c~~~~
A319XXX
ONH
Air cond.
Anti-icing
ENGINES
1013.00 HPA
AC OFF
Al OFF
TAKEOFF
2.02.16
SEO 105
AIRPORT NAME
489
FT
TORA
3000 M
14
c TODA 3100 M
.08
% ASDA 3000 M
Elevation
lsa temp
rwy slope
p 6
I REV 25
VERSION DATE
15L
4 obstacles
All reversers operating
AXXXXXXX VI 0
DRY
No reversers on dry runway

WEIGHT
1000 KG
CONF 1 +F
TAILWIND
WIND
-5 KT
OKT
TAILWIND
-10 KT
6
76
72
68
64
60
56 :
52 :
48 :
46 :
40 :
3/3
.0
148/52/55
40 3/3
.2
142/46/49
48 3/3
.3
141/43/46
56 3/3
.3
141/42/44
58 3/7
.0
118/30/33
58 7/9
.0
111/21/24
58 7/7
.0
111/19/22
58 7/7
.0
111/18/22
58 7/7
.0
111/18/22
58 7/7
.0
112/18/22
25
..
..
..
..
..
..
3/3
.0
149/53/56
42 3/3
.5
146/49/52
50 3/3
.3
145/47/49
58 3/7
.0
143/44/46
58 3/7
.0
113/30/33
58 7/9
.0
111/21/24
58 7/7
.0
111/1 9/22
58 7/7
.0
111/18/22
58 7/7
.0
111/18/22
58 7/7
.0
112/17/22
HEADWIND
10 KT
TAILWIND
-10 KT
37
38 3/3
3/3
.0
.2
151/54/57
154/57/60
46 3/3
44 3/3
.5
.1
150/52/55
153/54/57
52 3/3
53 3/3
.2
.0
149/50/52
153/53/55
58 3/7
58 3/7
.0
.0
140/44/46
138/44/46
58 2/7
58 2/7
.0
.0
111/30/33 111/30/33
58 7/9
58 7/9
.0
.0
111/21/24 111/21/24
58 7/7
58 7/7
.0
.0
111/19/22 111/19/22
CONF 2
TAILWIND
WIND
-5 KT
0 KT
18 3/3
3/3
.1
.0
150/53/56
150/54/57
40 3/3
42 3/3
.1
.1
143/47/49
147/50/52
48 3/3
49 3/3
.1
.5
142/44/46
146/48/50
56 3/3
57 3/3
.1
.2
142/43/45
147/47/48
58 3/7
58 3/7
.0
.0
117/30/32 113/31/32
58 7/7
58 7/7
.0
.0
111/19/21 111/19/21
58 7/7
58 7/7
.0
.0
111/19/21 111/1 9/22
..
..
..
..
..
..
..
..
..
DO NOT USE FOR

OPERATIONAL PURPOSE
..
..
..
37
35
3/3
.0
152/56/58
43 3/3
.5
151/53/55
51
3/3
.1
151/52/53
57 2/3
.6
149/50/51
58 2/7
.0
111/31/32
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/18/21
58 7/7
58 7/7
58 7/7
58 7/7
58 7/7
.0
.0
.0
.0
.0
112/17/22 11 2/1 7/22 11 2/1 8/21 112/18/21 112/18/21
..
..
..
HEADWIND
10 KT
..
..
..
..
..
..
..
..
..
..
..
..
3/3
.0
155/58/60
44 3/3
.4
154/56/58
51 2/3
.4
153/54/56
57 2/3
.6
148/50/51
58 2/7
.0
111/31/32
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/19/21
58 7/7
.0
111/18/21
58 7/7
.0
112/18/21
GRAD1/GRAD2 (KG/C)
40/****
40/****
40/ 400
40/ 400
40/****
40/****
30/****
30/ 41 0
-.6/-2
-10/ -1/ -1
1+58)-.6/-2
-10/0/0
-.4/ -1
-7/ 0/ 0
I +58)-.4/-1
-7/ 0/ 0
-.1/ -1
-4/ 0/ 0
1+58)-.3/-1
-4/ 0/ 0
-.6/ -2
-1/ -1/-1
I +54)-.6/-2
-1/ 0/ 0
+.2/ 0
0/ 0/ 0
1+58)+.2/ 0
0/ 0/ 0
-.5/ -1
-1/ 0/ 0
1+54)-.5/-1
-1/ 0/ 0
+.2/ 0
0/ 0/ 0
I+58).0/
0/ 0/ 0
INFLUENCE OF RUNWAY CONDITION

WET
-.5/ -2
-9/-1/-1
I +58)-.5/-2
-9/ 0/ 0
-.5/ -1
-9/ -1/ -1
1+58)-.5/-1
-9/ 0/ 0
-.5/ -1
-8/ -1/ -1
1+58)-.5/-1
-8/ 0/ 0
-.9/ -2
-.5/ -1
0/ 0/ 0
0/ 0/ 0
I +54)-.9/-2 1+54)-.5/-1
0/ 0/ 0
0/ 0/ 0
+.3/ 0
+.2/ 0
+10
+1/ +1/ +1 +1/ +1/ +1
1+58)+.3/ 0
1+58)+.2/ 0
+1/ +1/ +1 +1/ +1/ +1
-.6/ -2
-1/ -1/ -1
1+54)-.6/-2
-1/ 0/ 0
0/ 0
0/ 0/ 0
I+58).0/
0/ 0/ 0
-10
CCM ALL
-.7/ -2
-11/ -1/ -1
1+58)-.7/-2
-11/ 0/ 0
INFLUENCE OF DELTA PRESSURE
D ONH HPA
LABEL FOR INFLUENCE

DW (1000 KGI DTFLEX
DVI-DVR-DV2 (KTI
(TVMC OAT Cl
DW (1000 KGI DTFLEX
DVI-DVR-DV2 (KTI
-.3/ -1
-6/ 0/ 0
1+58)-.3/-1
-6/ 0/ 0
OAT C DW CODES * VMC

VlminNRN2 (ktl *LIMITATION
LIMITATION CODES :
-.5/ -1
-1/ -1/-1
1+54)-.5/-1
-1/ 0/ 0
0/ 0
0/+1/+1
I+58).0/
0/+1/+1
-.5/ -1
-1/ 0/ 0
1+54)-.5/-1
-1/ 0/ 0
+.1/ 0
0/ 0/ 0
1+58)+.1/ 0
0/ 0/ 0
Tref (OATI ~ 36 C
Tmax (OATI ~ 54 C
1=1st segment 2=2nd segment 3= runway length 4= obstacles

speed 6~brake energy J~max weight 8~final take-off 9~VMU
5~tire
-.6/-2
-2/ -1/ -1
1+54)-.6/-2
-2/ 0/ 0
+.1/ 0
0/ 0/ 0
1+58)+.1/0
0/ 0/ 0
Min acc height 515FT

Min ONH alt 1011 FT
Max acc height 1725 FT
Max ONH alt 2220 FT
Min VINRN2- 111/16/21
Correct. VINRN2 ~ 1.0 KT/1000 KG
~--
c~~~~
TAKEOFF
2.02.18
SEO 100
p 1
I REV 25
I DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS I
GENERAL
The takeoft Ghart is Gomputed for a given runway under a set of Gonditions, whiGh are :
- OAT
-Wind
- Gonfiguration
- ONH, air Gonditioning, anti iGe ...
Two Gonfigurations are produGed on the Ghart. This enables the Grew to seleGt that giving
the highest permissible takeoft weight.
ln Gase of equivalent performanGe, retain the Gonfiguration giving the lower takeoft speeds.
MTOW DETERMINATION
Enter the Ghart with the first Gonfiguration and aGtual wind Golumn reading the temperature
value. This temperature value stands for the OAT. Read the maximum takeoft weight
Gorresponding to the aGtual OAT. Note that it is allowed to interpolate between two
GonseGutive lines to obtain the maximum takeoft weight.
lt is reminded that the takeoft weight is the sum of the weight entry and the delta weight.
Similarly determine the takeoft speeds assoGiated with the maximum takeoft weight.
ln some Gases, it may happen that the first temperature value (displayed for the highest
weight entry) is higher than OAT. ln this Gase, it is allowed to extrapolate the weight value
to avoid unneGessary penalty. Use the Grad 1/Grad 2 gradients provided at the bottarn of
the Gorresponding Golumn.
Correction to weight
Grad 1/Grad 2 are gradients provided for both sides of the flat rating temperature (TREF).
Grad 1 applies to temperatures below TREF and Grad 2 applies above TREF.
Read the lowest temperature of the Golumn (Gorreponding to the highest weight entry).
<
<
WEIGHT
0
0
<
I
0
I
CO
N
0
I
N
0
I
"'
u
TREF
TEMPERATURE
lf the lowest temperature and OAT are above TREF.

Obtain weight inGrement by multiplying Grad 2 by the difterenGe in temperature between
OAT and lowest temperature. Add this weight inGrement to the maximum takeoft weight
GaiGulated for the lowest temperature.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.18
SEO 100
p 2
I REV 25
lf the lowest temperature and OAT are below TREF.

Obtain weight increment by multiplying Grad 1 by the difference in temperature between
OAT and lowest temperature. Add this weight increment to the maximum takeoft weight
calculated for the lowest temperature.
lf OAT is below TREF and lowest temperature is above TREF.
The weight increment is calculated in two steps. Step one is multiplying Grad 2 by
temperature difference between lowest temperature and TREF. Step two is multiplying
Grad 1 by temperature difference between TREF and OAT. Add results from step one and
two to maximum takeoft weight calculated for lowest temperature.
Note : Use the weight gradients only to extrapolate above the maximum weight shown
- - in the RTOW chart. They are not valid for interpolation between two boxes,
between filled boxes or between one filled and one blank box.
- Repeat the above process for the other available configuration and retain the
configuration giving the highest takeoft weight.

Retain the maximum takeoft weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS FROM FCOM 2.02.24 p 1

1. For the given wind and temperature conditions, determine the maximum takeoft weight
(choose the configuration giving the highest weight).
2. Apply the published weight correction(s) to the maximum takeoft weight (for each
correction) to determine the maximum permissible takeoft weight.
3. Read the speeds associated with the maximum permissible takeoft weight by entering
the chart with the retained configuration and weight value.
Example A
DATA : OAT
Head Wind
Air conditioning ON
ONH
1013 hPa
Use the chart from 2.02.16 p 6.
Enter the 10 kt head wind column CONF 1+ F, to read for 25C
The lowest temperature of the column is 38C, use Grad 1/Grad 2 to extrapolate the
maximum takeoft weight.
Max TO weight (1000 kg) air conditioning OFF = 76.2 + 0.4 x 2 + 0.04 x 11 = 77.4
Enter the 10 kt head wind column CONF 2, to read for 25C
The lowest temperature of the column is 3JCC, use Grad 1/Grad 2 to extrapolate the
maximum takeoft weight.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.18
SEO 045
p 3
I REV 25
Retain CONF 1+ F as takeoff configuration.
Maximum TO weight (1000 kg) air conditioning OFF .....................77.4
Airconditioning correction (FCOM 2.02.24 p1) ....................... - 2.2
Maximum permissible TO weight (1 000 kg) air conditioning ON ............. 75.2
Determine takeoff speeds for 75.2 (1000kg) in the 10 kt head wind column (CONF1 +F)
V1 = 154 kt, VR = 157 kt, V2 = 160 kt
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS FROM FCOM 2.04.10

R CORRECTIONS PRODUCED ON THE RTOW CHART (SEE EXAMPLE ON 2.02.16 P 6)

A description of this correction is given on 2.02.16 p 3. The Iist of corrections is not
conditioning and/or anti ice. A maximum of three corrections can be produced on one
chart.
To apply the corrections, proceed as follows :
1. Determine the maximum takeoff weight before correction for the given OAT and wind
condition.
L.V1/t:NR/t:N2 corrections from line 2.
Eise, (for OAT greater than TVMC), apply L.W correction from line 3 and L.V1/L.VR/L.V2
corrections from line 4.
3. To combine a second (and third, as applicable) correction :
L.V1/L.VR/L.V2 corrections from line 2.
Check that the resulting speeds are higher than the minimum speeds displayed on the
RTOW chart and that V2 is higher than the VMU limited speed (FCOM 2.02.25).
lf OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply L.W
correction from line 3 and L.V1/L.VR/L.V2 corrections from line 4. No speed check is
required.
- When using a takeoft chart with failure cases, it is not allowed to combine two
failure cases.
on 2.02.16 p 6, apply the wet correction first.
- No speedcheck is required for the first correction. However, if the first influence
correction follows a conservative FCOM correction, a speed check is required.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.18
SEO 100
p 4
I REV 25
Example B
DATA : OAT
40C
Head wind
10 kt
ONH
998 hPa
WET runway
Use the chart from 2.02.16 p 6.
max TO weight (1 000 kg) ....................................75.2
max TO weight (1000 kg) ....................................74.4
Retain CONF 1+ F for takeoft
Read associated speeds as V1 = 154 kt, VR = 157 kt, V2 = 160 kt
For OAT < TVMC (58), L.W = . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 0.3
Intermediate weight (1000 kg) ................................74.9
Associated speeds,
V1 = 154 kt - 6 = 148 kt
VR = 157 kt-0 = 157 kt
V2 = 160 kt - 0 = 160 kt
(No speed check required for first correction)
For OAT < TVMC (58), L.W = - 0.5 x 15/10 = . . . . . . . . . . . . . . . . . . . . - 0.8
Maximum permissible takeoft weight (1000 kg) .................... -:-=i4.T
Associated speeds,
V1 = 148 kt - 1 X 15/1 0 = 146 kt
VR = 157 kt - 1 X 15/1 0 = 156 kt
V2 = 160 kt - 1 X 15/1 0 = 159 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU
table.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
CCM ALL
TOW
75.2
75.2
-0.3
74.9
-0.8
74.1
Takeoff Conti uration : 1+ F

V1
VR
154
157
154
-6
148
-2
146
157
0
157
- 1
156
V2
160
160
0
160
- 1
159
~--
c~~~~
TAKEOFF
2.02.18
SEO 045
p 5
I REV 25

Proceed as follows :
1. Determine the maximum takeoft weight by entering the chart with selected
configuration, OAT and wind.
2. Apply corrections from FCOM to determine an intermediate weight. Interpolale
associated speeds for intermediate weight in the same column (same wind and
configuration).
3. Apply corrections from RTOW chart as explained above.
Example C
DATA : OAT
Head wind
Air conditioning ON
ONH
998 hPa
WET runway
1. Use the chart from 2.02.16 p 6.
2. First, apply the correction from FCOM page 2.02.24 p 1.
Air conditioning correction .................................. - 2,2
Intermediate weight .......................................75,2
Interpolale takeoft speeds for 75,2 (1000 kg) in the 10 kt head wind column,
V1 = 154 kt, VR = 157 kt, V2 = 160 kt
3. Apply WET correction
For OAT < TVMC (58), L.W = . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 0.3
Intermediate weight .......................................74,9
Associated speeds,
V1 = 154 kt - 6 = 148 kt
VR = 157 kt-0 = 157 kt
V2 = 160 kt - 0 = 160 kt
For OAT < TVMC (54), L.W = - 0.5 x 15/10 ""' ................... - 0.8
Maximum permissible takeoft weight ............................74, 1
Associated speed,
V1 = 148 kt - 1 X 15/1 0 = 146 kt
VR = 157 kt - 1 X 15/1 0 = 156 kt
V2 = 160 kt - 1 X 15/1 0 = 159 kt
CCM ALL
~--
c~~~~
TAKEOFF
2.02.18
SEO 045
p 6
I REV 22
Checkthat the speedsarehigh er than minimum speeds from the chart and from VMU table.
(lt is reminded that if the speed checks are not fulfilled, the corrections must be
recalculated using those provided on lines 3 and 4).
Since the speed check is fulfilled :
Max permissible takeoft weight = 74.1 (1000 kg)
V1 = 146 kt, VR = 156 kt, V2 = 159 kt.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
TOW
77.4
-2.2
75.2
-0.3
74.9
-0.8
74.1
Takeoff Gonfiguration : 1+ F
V1
VR
154
-6
148
-2
146
157
0
157
- 1
156
V2
160
0
160
- 1
159
I EXTRAPOLATION I
For OAT lower than the lowest temperature value of a wind column, it is possible to obtain
a higher maximum permissible takeoft weight by using Grad 1/Grad 2 values. See page 1
for more details.
I MAXIMUM STRUCTURAL TAKEOFF WEIGHT I

The maximum structural takeoft weight is a weight Iimitation depending on the aircraft.
This Iimitation is provided in the Flight Manual and in the chapter Iimitation of the FCOM3.
Campare the maximum structural takeoft weight to the maximum permissible takeoft
weight computed for given conditions and retain the lower of the two values.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.18
SEO 100
p 7
I REV 22
I SUMMARY I
The following flow diagram gives the different steps to follow.
YES
APPLY WEIGHT CORRECTIONS FROM

2.02.24 P1 READ SPEEDS
ASSOCIATED WITH INTERMEDIATE WEIGHT
WET
.-----------'NO'-"'--< CORRECTION >---'Yc::E=-S- - - - - - - - - - - .
?
YES
SPEEDS ) MINIIItJM
SPEEDS (VMC &Vlltl)
NO

!':, V1/ !':, VR/ !':, V2 FROM LINE 4
QNH
.-----------'NO'-"'--< CORRECTION >---'Yc::E=-S- - - - - - - - - - - .
?
"'0<
0
:;:
I
....
0
YES
SPEEDS ) MINIMLJII
SPEEDS (VMC & VMU)
NO
>-'-"'-------------1

/':, V1/ /':, VR/ /':, V2 FROM LINE 4
0
I
~
N
0
I
N
0
I
"''-'
~
CCM ALL
MAXIMLJII PERMISSIBLE TAKEOFF

WEIGHT
FINAL WEIGHT
~--
c~~~~
TAKEOFF
2.02.20
SEO 050
p 1
I REV 22
I DEFINITION OF FLEXIBLE TAKEOFF I

ln many cases the aircraft takes oft with a weight lower than the maximum permissible
takeoft weight. When this happens, it can meet the required performance (runway, second
segment, obstacle, ... ) with a decreased thrust that is adapted to the weight : this is called
FLEXIBLE TAKEOFF and the thrust is called FLEXIBLE TAKEOFF THRUST.
The use of flexible takeoft thrust saves engine life.
I USE OF FLEXIBLE TAKEOFF I

The pilot can use flexible takeoft when the actual takeoft weight is lower than the maximum
permissible takeoft weight for the actual temperature. The maximum permissible takeoft
weight decreases when temperature increases, so it is possible to assume a temperature
at which the actual takeoft weight would be the limiting one. This temperature is called
FLEXIBLE TEMPERATURE or assumed temperature and is entered in the FADEC via the
MCDU PERF TO page in order to get the adapted thrust.
I REQUIREMENTS I
- Thrust must not be reduced by more than 25 % of the full rated takeoft thrust.
- The flexible takeoft N1 cannot be lower than the Max climb N1 at the same flight
conditions.
The FADEC takes the above two constraints into account to determine flexible N1.
- The flexible takeoft thrust cannot be lower than the Max Continuous thrust used for the
final takeoft flight path computation (at ISA + 40).
This constraint Iimits the maximumflexible temperature at ISA + 53 (68 C at sea Ievei).
- The flexible temperature cannot be lower than the flat rating temperature, TREF (ISA +
30), or the actual temperature (OAT).
Thrust
MAX. TAKEOFF
MAX. CONT.
<
<
"'0
<
I
0
I
0
N
N
0
I
N
0
I
"'
'---------------=-Is.,--A,------l-+_40,..."----"I.,--SA,--~---+---,5=3,------~~
CCM ALL
TMAX
TMAXFLEX
Temperature
~--
c~~~~
TAKEOFF
2.02.20
SEO 100
p 2
I REV 22
- Flexible takeoff is not permitted on contaminated runways.

- The operator should check the maximum thrust (TOGA) at regular intervals in order to
detect any engine deterioration, or maintain an adequate engine performance monitaring
program to follow up the engine parameters.
I RECOMMENDATION I
ln order to extend engine life, it is recommended to use the greatest thrust reduction Ievei.
However, to improve the takeoff performance, the thrust can be increased by selecting a
lower flexible temperature.
Using the same takeoff chart, for a given weight it is possible to :
- Select a temperature lower than the maximum determined one and keep the speeds
defined at maximum temperature or,
- Move towards the left side of the takeoff chart (tailwind) while remaining with the same
configuration and looking for the same actual takeoff weight.
This produces a lower flexible temperature and, in general, lower takeoff speeds
(V1NRN2).
Using one of the two above possibilities, check that the selected temperature is greater
than the actual temperature (OAT) and greater than the flat rating temperature (TREF).
TAKEOFF PROCEDURE
Depending on environmental takeoff conditions, the following procedure is recommended.
CONDITIONS
Dry or wet weil paved runway
-
PROCEDURE
REASON
Use the configuration giving
Extend engine life
the maximum flex.
lf equivalent flex is obtained,
choose the configuration giving
the lowest speeds.
- Use CONF2/CONF3
lmprove comfort
High altitude takeoft
- Use CONF2/CONF3
Badly paved runway
lmprove comfort
or
or
Aceeierate stop distance - Move towards left side of the
limited runway
takeoft chart
Windshear expected along - Use maximum thrust
Maintain acceleration
takeoft path
capability
- Use maximum thrust
Contaminated runway
(flex forbidden)
Decrease time an runway.
Required by regulations.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.20
SEO 100
p 3
I REV 25
I DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS I

Before determining the flexible temperature, calculate the maximum permissible takeoft
weight (see previous section) and ensure that the actual takeoft weight is lower than the
determined maximum takeoft weight.
For a given configuration and wind value, enter the RTOW chart with the actual takeoft
weight to read the flexible temperature and associated speeds. lt is reminded that the
takeoft weight is the sum of the weight entry and the delta weight displayed in each box.
lt is allowed to interpolate between two consecutive rows and/or columns for weight and
for wind values not displayed on the chart.
Repeat this process for the other configuration available. Select that configuration giving
the highest flexible temperature.

When the takeoft conditions are different from those provided on the chart, apply the
associated corrections.
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS FROM FCOM 2.02.24 P 1

1. For a given takeoft weight, wind condition and selected configuration, read the flexible
temperature. Retain the takeoft speeds associated with the actual weight.
2. Apply the published temperature correction. To combine two or more corrections, add
the different corrections and apply to temperature value.
(No speed corrections required).
Example D
68 000 kg
Head wind
10 kt
Air conditioning ON
ONH
1013 hPa
Use the chart from 2.02.16 p 6. Determine the maximum permissible takeoft weight
(see example A). The actual weight being lower than the maximum one, flexible takeoft
is possible.
CCM ALL
~--
c~~~~
R
R
TAKEOFF
2.02.20
SEO 050
p 4
I REV 30

Flexible temperature with air conditioning OFF . . . . . . . . . . . . . . . . . . . . . . .53 C
Air conditioning correction (FCOM 2.02.24 p 1) ......................- 5 C
Maximum flexible temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 C
CORRECTIONS FOR WET RUNWAY FROM FCOM 2.04.10

CORRECTIONS PRODUCED ON THE RTOW CHART (SEE EXAMPLE ON 2.02.16 P 6)

A description of this correction is given on 2.02.16 p 3. The Iist of corrections is not
conditioning and/or anti-icing. A maximum of three corrections can be produced on one
chart.
To apply the correction, proceed as follows :
1. Enter the chart with selected configuration, wind and actual takeoft weight to read the
flexible temperature associated with this weight.
lf the flexible temperature is less than or equal to TVMC (line 3), apply L.Tflex correction
from line 1 and apply speed corrections (L.V1/L.VR/L.V2) from line 2.
Eise, (flexible temperature greater than TVMC), apply L.Tflex from line 3 and L.V1/ L.VR/
L.V2 corrections from line 4.
Check V2 against VMU Iimitation (FCOM 2.02.25). lf V2 is lower than V2 limited by VMU,
flexible takeoft is not possible. Set TOGA thrust and retain the speeds associated with
maximum permissible takeoft weight or the speeds read in the chart for the actual
weight if they are all lower.
No speed correction is required for ONH and bleeds influence (Not applicable to
maximum takeoft weight determination).
3. To combine a second and/or a third correction, proceed as per point 2.
4. Check that the final flexible temperature is :
- higher than OAT and TREF
- limited to TMAXFLEX
lf the check is fulfilled, retain final flexible temperature as the one to be inserted in
the MCDU.
lf the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no
flexible takeoft is possible.
Use TOGA thrust and retain speeds that have been calculated for the maximum
permissible takeoft weight. (See 2.02.20 p 7)
on 2.02.16 p 6, apply the wet influence first.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.20
SEO 100
p 5
I REV 25
Note : - When the flexible temperature is higher than TVMC, it is allowed to Iimit the
flexible temperature to TVMC and apply only corrections from lines 1 and 2.
Example E
68 000 kg
Head wind
10 kt
ONH
998 hPa
WET runway
(see example B). The actual weight being lower than the maximum one, flexible takeoft
is possible.
Retain CONF 1+ F as the flexible temperature is high er.
For flexible temperature < TVMC (58 C), L.Tflex 7= - 1o C
Intermediate flex temperature ................................. 52 C
Associated speeds,
V1 = 153 kt - 6 = 14 7 kt
VR = 153 kt - 0 = 153 kt
V2 = 155 kt - 0 = 153 kt
Since speed correction on V2 is 0, no V2 check against VMU Iimitation is necessary.
For flex temperature < TVMC (54 C), L.Tflex 7= C
Maximum flexible temperature ................................. 50 C
Takeoffspeeds are V1 = 147 kt, VR = 153 kt, V2 = 153 kt
zo
Tflex
Chart temperature
FCOM correction(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
CCM ALL
53
53
- 1
52
-2
50
V1
VR
153
153
153
-6
147
0
147
153
0
153
0
153
V2
155
155
0
153
0
153
~--
c~~~~
TAKEOFF
2.02.20
SEO 050
p 6
I REV 30

1. Apply corrections from FCOM (see 2.02.24 p 1).
2. Apply corrections from the RTOW chart.
Apply speed corrections except for ONH and bleed influences.
R
R
Example F
68 000 kg
Head wind
10 kt
Air conditioning ON
ONH
998 hPa
WET runway
(see example C). The actual weight being lower than the maximum one, flexible takeoft
is possible.
Flexible temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 C
Flexible temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 o C
First, apply the correction from FCOM page 2.02.24 p 1.
Flexible temperature with air conditioning OFF ...................... 53 C
Air conditioning correction .................................. - 5 C
Intermediate flexible temperature .............................. 48 C
For flexible temperature < TVMC (58 C), L.Tflex ""' ................. - 1 C
Intermediate flex temperature ................................. 4JO C
Associated speeds,
V1 = 153 kt - 6 = 14 7 kt
VR = 153 kt - 0 = 153 kt
V2 = 155 kt - 0 = 155 kt
Since speed correction on V2 is 0, no V2 check against VMU Iimitation is necessary.
For flexible temperature :::; TVMC (54 C), L.Tflex ""' .................. - 2 C
Maximum flexible temperature ................................ 45 C
Takeoff speeds are V1 = 14 7 kt, VR = 153 kt, V2 = 155 kt
CCM ALL
~--
c~~~~
TAKEOFF
2.02.20
SEO 050
Tflex
Ghart temperature
FGOM eorreetion(s)
Intermediate value
WET Gorreetion
Intermediate value
ONH Gorreetion
Final value
53
-5
48
- 1
47
-2
45
V1
VR
153
153
0
0
153
153
0
-6
147
153
0
0
147
153
p 7
I REV 31
V2
155
0
155
0
155
0
155
I FLEXIBLE TAKEOFF NOT POSSIBLE I
R
R
R
ln some eases when the aetual takeoft weight is lower than the maximum permissible one
but no flexible takeoft possible (that is flexible temperature lower than TREF or OAT) :
- lt is mandatory to use TOGA thrust
- You ean retain the speeds that have been ealeulated for the maximum permissible
takeoft weight;
OR
- You ean retain the speeds assoeiated with the aetual takeoft weight provided they are
all lower than the speeds ealeulated for the maximum permissible takeoft weight.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.20
SEO 100
p 8
I REV 33
I SUMMARY I
The flow diagram gives the different steps to follow
NO
NO
YES
NO
YES
V2? MINIMUM V2
(VMU)
GNH
CORRECTION >--Y_,_,E::.::S:___ _ _ _ _----,
?
'"''"'0
0
'"'
"'
I
0
0
0
N
N
MAXIMUM FLEXIBLE TEMPERATURE

= FINAL TEMPERATURE
0
I
N
0
I
"'u
~
CCM ALL
APPLY TEMPERATURE CORRECTIONS

FROM 2.02.24 P1
NO SPEED CORRECTION
YES
CHECK THAT FINAL TEMPERATURE

IS GREATER THAN TREF AND OAT
NO
NO FLEXIBLE TAKE OFF
POSSIBLE.SET TOGA
RETAIN THE SPEEDS
ASSOCIATED WITH
THE MTOW ,OR THE
SPEEDS READ IN
THE CHART FOR THE
ACTUAL WEIGHT,
IF THEY ARE ALL LOWER
~--
c~~~~
TAKEOFF
2.02.24
ONH/BLEEDS CORRECTION
SEO 050
p 1
I REV 29
I EFFECT OF QNH AND BLEEDS (up to 9200 feet) I

ITo take into account QNH deviation and/or bleeds ON applyl
CORRECTIONS ON WEIGHT
IF TAKEOFF WITH
FULL THRUST IS PERFORMED
CORRECTIONS ON
TEMPERATURE IF FLEX
TAKEOFF PERFORMED
Add 20 kg/hPa until pressure

Add 1C/40hPa until pressure
altitude equals zero.
altitude equals zero.
QNH
above
1013
hPa
No correction for pressure
No correction for pressure
altitude below 0 ft.
altitude below 0 ft.
Subtract 1C/6hPa
QNH below 1013 hPa
Subtract 1C
Engine AIICE ON
Subtract 2C
"'
'"'0
Total AIICE ON
Subtract 250 kg
Subtract 750 kg
Air Conditioning
ON
Subtract 5C
Subtract 90 kg/hPa
Subtract 2200 kg
'"'
I
0
0
Compare corrected temp

(CT), flat rating temp
(T REF) and OAT
""
N
N
0
I
N
f-------
CT higher than OAT

and
CT higher than TREF
Either conditions above }

not ful filled
I
~
Take CT as flex temp

limited to ISA+ 53
No flexible
takeoff possible
determine MAX TOW
Note: - * Gorreetions valid only for OAT < 10C

- For high altitude operation, refer to 2.02.24 p3 (if applicable)
EXAMPLES
Airport geometric elevation
Takeoff chart data
ONH = 1013 hPa
Anti ice OFF
CCM ALL
450 feet
~--
c~~~~
TAKEOFF
2.02.24
ONH/BLEEDS CORRECTION
SEO 050
p 2
I REV 31
Example 1 - Full thrust takeoft

R
Actual data : OAT = 5C

ONH = 1040 hPa
Engine anti ice ON
Weight read on the takeoff chart : 70000 kg
Determine the actual airport pressure altitude (1 hPa is equivalent to 28 feet according
to the ISA model).
Pressure altitude = 450- (1040- 1013) x 28 = - 306 feet
Read in the above table the corrections for high ONH and engine anti ice ON.
ONH correction = 20 kg x (450/28) + 0 kg x (306/28) = + 320 kg
Engine anti ice correction : - 250 kg
The maximum permissible takeoff weight is 70000 + 320 - 250 = 70070 kg
Example 2 - Flexible thrust takeoft

R
Actual data : OAT = 5C

ONH = 1040 hPa
Anti ice OFF
Air conditioning ON
TOW = 65000 kg
Flexible temperature read on the takeoff chart : TFLEX = 55C
Read TREF on the takeoff chart or on the quick reference table.
Determine the actual airport pressure altitude (1 hPa is equivalent to 28 feet according
to the ISA model).
Pressure altitude = 450- (1040- 1013) x 28 = - 306 feet
Read in the above table the correction for ONH and air conditioning ON :
ONH correction = 1C/40 hPa x (450/28) + 0 = 0 oc
Air conditioning ON correction : - 5C
New flexible temperature = 55 + 0 - 5 = 50C
Check that the flexible temperature is above TREF and actual OAT.
Check that the flexible temperature is less than the maximum flexible temperature and
retain the lower of the two.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.25
MINIMUM SPEEDS
SEO 195
p 1
I REV 31
I SPEEDS LIMITED BY VMC I
Takeoff speeds all have a minimum value limited by control. These minimum values are
given in the tables down below.
R
Pressure
-1000
altitude (ft)
CONF 1 + F 112
CONF 2
112
CONF 3
112
1000
2000
3000
4000
5000
6000
8000
9200
112
112
112
111
111
111
110
110
110
109
109
109
108
108
108
108
108
108
107
107
107
104
104
104
103
103
103
1000
2000
3000
4000
5000
6000
8000
9200
115
115
115
114
114
114
113
113
113
112
112
112
111
111
111
110
110
110
109
109
109
107
107
107
106
106
106
1000
2000
3000
4000
5000
6000
8000
9200
123
122
122
121
121
121
120
120
120
119
119
119
118
118
118
117
117
117
116
115
116
113
113
113
112
111
112
V1 min
R
Pressure
-1000
altitude (ft)
CONF 1 + F 116
CONF 2
116
CONF 3
116
VR min
R
Pressure
-1000
altitude (ft)
CONF 1 + F 123
CONF 2
123
CONF 3
123
V2 min
I V2 LIMITED BY VMUNMCA I
R
R
The following tables, one per configuration, provide the V2 limited by minimum unstick
speed and minimum control speed in the air.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.25
MINIMUM SPEEDS
SEO 165
p 2
I REV 22
MINIMUM V2 LIMITED BY VMUNMCA (KT lAS)

CONFIGURATION 1+F
PRESSURE
ALTITUDE
(FT)
-1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
TAKEOFF WEIGHT (1000 kg)
35
40
45
50
55
60
65
70
75
80
123
123
123
123
123
128
133
137
142
147
123
123
123
123
123
128
133
138
142
147
121
121
121
121
122
128
133
138
143
148
120
120
120
120
122
128
133
138
143
148
119
119
119
119
123
128
133
138
143
148
118
118
118
118
123
128
133
138
143
148
117
117
117
117
123
128
133
138
143
148
116
116
116
117
123
128
133
138
143
148
115
115
115
117
123
128
133
139
143
149
113
113
113
117
123
128
134
139
144
149
112
112
112
117
123
128
134
139
144
149
111
111
111
117
123
129
134
139
144
149
109
109
111
117
123
129
134
139
144
149
108
108
111
117
123
129
134
139
144
150
106
106
111
118
124
129
134
140
145
150
104
104
111
118
124
129
134
140
145
150
OCTO 10.0.0 AD112AOI FCOM-N0-02-()2-30-008-035
CCM ALL
~--
c~~~~
TAKEOFF
2.02.25
MINIMUM SPEEDS
SEO 165
p 3
I REV 22

CONFIGURATION 2
PRESSURE
ALTITUDE
(FT)
-1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
35
40
45
50
55
60
65
70
75
80
123
123
123
123
123
123
126
131
136
140
122
122
122
122
122
122
126
131
136
141
121
121
121
121
121
122
126
131
136
141
120
120
120
120
120
122
127
131
136
141
119
119
119
119
119
122
127
131
136
141
118
118
118
118
118
122
127
132
136
141
117
117
117
117
117
122
127
132
136
141
115
115
115
115
117
122
127
132
137
141
114
114
114
114
117
122
127
132
137
142
113
113
113
113
117
122
127
132
137
142
112
112
112
112
117
122
127
132
137
142
110
110
110
112
117
123
127
132
137
142
109
109
109
112
118
123
128
132
137
142
108
108
108
112
118
123
128
133
137
142
106
106
106
112
118
123
128
133
138
143
104
104
106
112
118
123
128
133
138
143
OCTOFI 0.0.0 AD112AOI COM-N0-()2-02-30-()09-035
CCM ALL
~--
c~~~~
TAKEOFF
2.02.25
MINIMUM SPEEDS
SEO 160
p 4
I REV 22

CONFIGURATION 3
PRESSURE
ALTITUDE
(FT)
-1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
35
40
45
50
55
60
65
70
75
80
123
123
123
123
123
123
123
128
132
137
122
122
122
122
122
122
123
128
133
137
121
121
121
121
121
121
124
128
133
137
120
120
120
120
120
120
124
128
133
137
119
119
119
119
119
119
124
128
133
137
118
118
118
118
118
119
124
128
133
138
117
117
117
117
117
119
124
129
133
138
116
116
116
116
116
119
124
129
133
138
115
115
115
115
115
120
124
129
133
138
113
113
113
113
115
120
124
129
133
138
112
112
112
112
115
120
124
129
134
138
111
111
111
111
115
120
124
129
134
138
109
109
109
110
115
120
125
129
134
139
108
108
108
110
115
120
125
129
134
139
106
106
106
110
115
120
125
130
134
139
105
105
105
110
115
120
125
130
134
139
OCTO 10.0.0 AD112AOI FCOM-N0-02-()2-30-01 0-035
CCM ALL
~--
c~~~~
TAKEOFF
2.02.40
SEO 100
p 1
I REV 31
IINTRODUCTION I
These tables enable the Grew to quiGkly determine the takeoft pertormanGe at an airport for
whiGh no takeoft Ghart has been established. They are Gonservative.
I USE OF TABLES I
A first table gives the GorreGtions to be applied to the runway length for wind and runway
slope. Nine other tables give, for three different pressure altitudes (0, 1000 and 2000 feet)
and three Gonfigurations, the maximum takeoft weight, Iimitation Godes and assoGiated
speeds as a funGtion of temperature and GorreGted runway length. TREF and TMAX are
given on the top of eaGh table. For pressure altitudes above 2000 feet, use a speGifiG RTOW
Ghart.
Note: 1. Quick reference tab/es are estab/ished at VT min with air conditioning OFF and
anti ice OFF
2. Do not use quick reference tab/es in case of tailwind.
I HOW TO PROCEED I
1. Enter the first table with runway length, slope and wind data. Determine the GorreGted
runway length by applying the GorreGtions due to slope and wind.
2. SeleGt the Gonfiguration as a funGtion of this GorreGted runway length.
3. Enter the table(s) Gorresponding to the Gonfiguration and airport pressure altitude.
As far as airport pressure altitude is GonGerned, two methods may be applied :
- interpolate the takeoft pertormanGe by using the two tables enclosing the airport
pressure altitude,
- for a more Gonservative figure, use the table Gorresponding to the pressure altitude
immediately above the airport pressure altitude.
4. Enter the appropriate Golumn of the table(s) with the GorreGted runway length.
OnGe again, two methods may be applied :
- interpolate the takeoft pertormanGe between the two Golumns enclosing the GorreGted
runway length,
- for a more Gonservative figure, use the Golumn Gorresponding to the shorter GorreGted
runway length.
5. Determination of maximum takeoft weight.
Enter the table(s) and Golumn(s) as explained above with the aGtual OAT and read
maximum takeoft weight, Iimitation Go des, V1, VR and V2. lf neGessary interpolate
weight and speeds.
6. Determination of flexible temperature.
The determination of flexible temperature is possible only when there is no obstacle on
the flight path. Enter the table(s) and Golumn(s) with the aGtual takeoft weight and read
the Gorresponding temperature as flexible temperature.
7. ln Gase of obstacles, use the graphs from 2.02.50 to determine the Gorresponding weight
penalty.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.40
SEO 110
p 2
I REV 21
LIMITATION CODES
-
1 : first segment
2 : second segment
3 : runway
5 : tire speed
6 : brake energy
7 : maximum computation weight
8 : final takeoft
9: VMU
Note: 1. Limitation code 4 (obstacles) does not appear in quick reference tab/es.
- - 2. VMC Iimitation appears with an asterisk (*) in the chart.
CORRECTIONS FOR WIND AND RUNWAY SLOPE

Runway length (m)
per knot of head
Effect
wind add
of wind
(meters)
Effect
of
runway
slope
CCM ALL
1500 1750 2000 2250 2500 2750 3000 3250 3500

6.5
8.5
9.5
10
11
11.5
12.5
per percent
uphill slope
subtract
(meters)
160
215
270
325
380
435
490
545
600
per percent
downhill slope
add (meters)
17
23
29
36
42
48
55
61
67
~--
c~~~~
TAKEOFF
2.02.40
SEO 150
p 3
I REV 25
EXAMPLE
Pressure altitude
Temperature
Runway length
Wind
Slope
1400 ft
30C
2750 m
10 kt head
1 % up
1+ F
- Determination of corrected runway length

(Refer to 2.02.40 p2)
runway length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2750
correction for wind
............................ 10 x 10 = + 100
correction for slope
....................................- 435
corrected runway length ....................................2415
R
R
R
R
R
- Determination of a conservative maximum takeoft weight :

(Refer to 2.02.40 p6)
- Pressure altitude : 1400 ft - Use the table for 2000 ft.
- Enter the column for to 2250 m
- Read the maximum takeoft weight on the line corresponding to the temperature of
30C : 69600 kg
V1 = 133 kt, VR = 134 kt, V2 = 139 kt
- Determination of a precise flexible temperature for the actual takeoft weight of
66000 kg:
(Refer to 2.02.40 p5 and p6)
- Interpolale the temperature corresponding to 66000 kg for the runway length of
2415m at 1000 ft and 2000 ft pressure altitude.
Results :
1000 ft: 54C, V1 = 134 kt, VR = 136 kt, V2 = 139 kt
2000 ft: 50C, V1 = 133 kt, VR = 134 kt, V2 = 139 kt
- Interpolale between these two values to get the flexible temperature
1400 ft: 52C, V1 = 133 kt, VR = 135 kt, V2 = 139 kt
CCM ALL
~--
c~~~~
2.02.40
SEO 185
CONFIGURATION 1+F
DRY RUNWAY
SLOPE = 0%
-20
-10
0
10
20
30
40
45
47
49
51
53
55
57
59
61
63
65
67
68
2250
76.1
2/3
145/46/52
75.4
2/3
143/44/50
74.7
2/3
141/43/48
73.9
2/3
139/41/46
73.0
2/3
137/39/44
72.2
2/3
136/37/43
71.5
2/3
134/36/41
71.1
2/3
134/35/40
70.2
2/3
133/35/40
69.2
2/3
133/34/39
68.3
2/3
133/34/39
67.3
2/3
132/33/38
66.4
2/3
132/33/38
65.5
2/3
132/32/37
64.7
2/3
132/32/37
63.9
2/3
131/32/36
63.0
2/3
131/31/36
62.1
3/3
131/31/36
61.1
3/3
130/30/35
60.7
3/3
130/30/35
2500
78.2
2/3
151/53/58
77.6
2/3
149/51/56
76.9
2/3
147/49/54
76.3
2/3
145/47/53
75.4
2/3
143/46/51
74.6
2/3
142/44/49
74.0
2/3
140/42/47
73.6
2/3
139/42/46
72.5
2/3
139/41/46
71.5
2/3
138/40/45
70.5
2/3
138/40/45
69.5
2/3
138/39/44
68.5
2/3
137/39/43
67.7
2/3
137/38/43
66.8
2/3
137/38/42
65.8
2/3
137/38/42
64.9
2/3
136/37/41
64.0
2/3
136/37/41
63.1
2/3
136/36/40
62.6
2/3
136/36/40
OCTO 15.0.1 AD112A03-FCOM-N0-02-02-40-004-185
CCM ALL
MAX TO WEIGHT(1000KG)
IAS(KT) : V1
VR
= 0 FT
CODES
V2
CORRECTED RUNWAY LENGTH (M )
TEMP.
(OC)
I REV 25
PRESSURE ALTITUDE
ac
=55 ac
TREF = 45
TMAX
p 4
TAKEOFF
2750
79.9
2/3
157/59/64
79.3
3/6
155/57/62
78.7
3/6
153/55/60
78.0
3/6
151/53/59
77.2
3/6
148/51/56
76.4
3/6
146/49/54
75.8
3/6
144/47/52
75.4
3/6
143/47/52
74.5
3/6
144/47/51
73.4
3/6
144/46/51
72.4
2/3
143/46/50
71.3
2/3
143/45/50
70.2
2/3
143/45/49
69.3
2/3
143/44/49
68.3
2/3
142/43/48
67.4
2/3
142/43/47
66.4
2/3
142/43/47
65.4
2/3
141/42/46
64.5
2/3
141/42/46
64.0
2/3
141/41/45
3000
80.0
3/7
154/60/65
79.9
3/6
155/60/65
79.3
3/6
153/57/63
78.6
3/6
150/55/61
77.9
3/6
148/53/59
77.1
3/6
145/51/57
76.5
3/6
143/50/55
76.1
3/6
142/49/54
75.1
3/6
143/49/54
74.2
3/6
144/49/54
73.2
3/6
145/49/53
72.3
3/6
145/49/53
71.3
3/6
146/49/53
70.5
3/6
147/49/53
69.6
3/6
147/49/53
68.6
2/3
147/48/53
67.6
2/3
147/48/52
66.6
2/3
146/47/51
65.6
2/3
146/46/51
65.1
2/3
146/46/50
3250
80.0
3/7
149/60/65
80.0
3/7
151/60/65
79.8
3/6
152/59/64
79.2
3/6
150/58/63
78.4
3/6
147/56/61
77.7
3/6
145/54/59
77.1
3/6
143/52/57
76.7
3/6
142/51/56
75.7
3/6
142/51/56
74.7
3/6
143/51/56
73.7
3/6
144/51/55
72.8
3/6
145/51/55
71.8
3/6
146/51/55
70.9
3/6
146/50/55
70.0
3/6
147/51/55
69.1
3/6
148/51/55
68.2
3/6
148/50/55
67.3
3/6
149/50/55
66.5
3/6
150/51/55
66.0
3/6
150/50/55
~--
c~~~~
2.02.40
SEO 185
CONFIGURATION 1+F
PRESSURE ALTITUDE
ac
=53 ac
TREF = 43
TMAX
DRY RUNWAY
SLOPE = 0%
-20
-10
0
10
20
30
40
43
45
47
49
51
53
55
57
59
61
63
65
66
2250
74.8
2/3
143/44/50
74.1
2/3
141/43/48
73.3
2/3
139/41/46
72.5
2/3
138/39/44
71.7
2/3
136/37/43
70.9
2/3
134/36/41
70.2
2/3
133/34/39
69.9
2/3
132/34/39
69.1
2/3
132/33/38
68.2
2/3
132/33/38
67.2
2/3
131/32/37
66.3
2/3
131/32/37
65.4
2/3
131/31/36
64.4
2/3
130/31/36
63.6
2/3
130/31/35
62.8
2/3
130/30/35
61.9
2/3
130/30/34
61.1
3/3
129/29/34
60.2
3/3
129/29/34
59.7
3/3
129/29/34
2500
76.9
2/3
149/51/56
76.3
2/3
147/49/54
75.6
2/3
145/47/52
74.9
2/3
143/45/51
74.1
2/3
141/44/49
73.3
2/3
140/42/47
72.6
2/3
138/40/45
72.4
2/3
137/40/45
71.4
2/3
137/39/44
70.5
2/3
137/39/44
69.5
2/3
137/38/43
68.5
2/3
136/38/43
67.5
2/3
136/37/42
66.6
2/3
136/37/41
65.7
2/3
135/36/41
64.8
2/3
135/36/40
63.9
2/3
135/35/40
63.0
2/3
135/35/39
62.1
2/3
134/34/39
61.7
2/3
134/34/39
OCTO 15.0.1 AD112A03-FCOM-N0-02-02-40-005-185
CCM ALL
I REV 25
= 1000 FT
IAS(KT) : V1
VR
CODES
V2
TEMP.
(OC)
p 5
TAKEOFF
2750
78.6
2/3
155/57/62
78.0
2/3
153/55/60
77.4
3/6
151/53/58
76.7
3/6
149/51/56
76.0
3/6
147/49/55
75.3
3/6
145/48/53
74.5
3/6
142/46/51
74.3
3/6
142/45/50
73.4
3/6
142/45/50
72.4
2/3
142/45/49
71.4
2/3
142/44/49
70.3
2/3
142/43/48
69.3
2/3
141/43/47
68.2
2/3
141/42/47
67.3
2/3
141/42/46
66.3
2/3
140/41/46
65.4
2/3
140/41/45
64.5
2/3
140/40/45
63.5
2/3
140/40/44
63.1
2/3
139/40/44
3000
79.3
3/6
156/60/65
78.7
3/6
153/58/63
78.1
3/6
151/56/61
77.4
3/6
148/54/59
76.7
3/6
146/52/57
75.9
3/6
144/50/55
75.3
3/6
142/48/53
75.0
3/6
141/47/52
74.1
3/6
142/47/52
73.2
3/6
143/47/52
72.3
3/6
143/47/52
71.4
3/6
144/47/52
70.4
3/6
145/47/52
69.5
3/6
146/47/52
68.6
3/6
146/47/51
67.6
2/3
145/46/51
66.6
2/3
145/46/50
65.7
2/3
145/45/50
64.7
2/3
144/45/49
64.2
2/3
144/45/49
3250
79.7
3/6
156/62/67
79.2
3/6
153/60/65
78.6
3/6
150/58/63
78.0
3/6
148/56/61
77.2
3/6
146/54/59
76.5
3/6
143/52/57
75.9
3/6
141/50/55
75.6
3/6
140/49/54
74.7
3/6
141/49/54
73.8
3/6
142/49/54
72.8
3/6
143/49/54
71.9
3/6
143/49/54
70.9
3/6
144/49/54
70.0
3/6
145/49/54
69.1
3/6
146/49/54
68.2
3/6
147/49/53
67.3
3/6
147/49/53
66.5
3/6
148/49/53
65.6
3/6
149/49/53
65.1
3/6
149/49/53
~--
c~~~~
2.02.40
SEO 185
CONFIGURATION 1+F
PRESSURE ALTITUDE
ac
=51 ac
TREF = 41
TMAX
DRY RUNWAY
SLOPE = 0%
-20
-10
0
10
20
30
40
41
43
45
47
49
51
53
55
57
59
61
63
64
2250
73.3
2/3
141/43/48
72.6
2/3
139/41/46
71.9
2/3
138/39/44
71.1
2/3
136/37/42
70.3
2/3
134/36/41
69.6
2/3
133/34/39
68.9
3/9
131/32/38
68.8
3/9
131/32/37
67.9
2/3
131/32/37
67.0
2/3
130/31/36
66.1
2/3
130/31/36
65.2
2/3
130/30/35
64.3
2/3
129/30/35
63.4
2/3
129/29/34
62.5
2/3
129/29/34
61.6
2/3
129/29/33
60.8
2/3
128/28/33
60.0
3/3
128/28/33
59.1
3/3
128/28/32
58.7
3/3
128/28/32
2500
75.5
2/3
147/49/54
74.9
2/3
145/47/52
74.2
2/3
143/45/50
73.5
2/3
141/43/48
72.7
2/3
139/42/47
71.9
2/3
138/40/45
71.3
2/3
136/39/43
71.1
2/3
136/38/43
70.3
2/3
136/38/43
69.3
2/3
135/37/42
68.3
2/3
135/37/42
67.4
2/3
135/36/41
66.4
2/3
135/36/41
65.5
2/3
134/35/40
64.6
2/3
134/35/39
63.7
2/3
134/34/39
62.8
2/3
133/34/38
61.9
2/3
133/33/38
61.1
2/3
133/33/37
60.6
2/3
133/33/37
OCTO 15.0.1 AD112A03-FCOM-N0-02-02-40-006-185
CCM ALL
I REV 25
= 2000 FT
IAS(KT) : V1
VR
CODES
V2
TEMP.
(OC)
p 6
TAKEOFF
2750
77.2
2/3
153/55/60
76.6
2/3
151/53/58
76.0
2/3
149/51/56
75.3
3/6
147/49/54
74.7
3/6
145/48/52
73.9
3/6
143/46/51
73.3
3/6
141/44/49
73.2
3/6
141/44/49
72.3
3/6
141/43/48
71.3
2/3
141/43/48
70.3
2/3
140/42/47
69.2
2/3
140/42/47
68.2
2/3
140/41/46
67.2
2/3
139/41/45
66.2
2/3
139/40/45
65.2
2/3
139/40/44
64.3
2/3
139/39/44
63.4
2/3
138/39/43
62.5
2/3
138/38/42
62.0
2/3
138/38/42
3000
78.0
3/6
154/58/63
77.4
3/6
151/56/61
76.7
3/6
149/54/59
76.1
3/6
147/52/57
75.3
3/6
144/50/55
74.7
3/6
142/48/53
73.9
3/6
140/46/51
73.9
3/6
140/46/51
73.0
3/6
141/46/51
72.2
3/6
141/46/51
71.3
3/6
142/46/50
70.4
3/6
143/46/50
69.5
3/6
144/46/50
68.5
3/6
144/46/50
67.5
2/3
144/45/50
66.5
2/3
144/45/49
65.5
2/3
143/44/48
64.6
2/3
143/44/48
63.6
2/3
143/43/47
63.2
2/3
142/43/47
3250
78.4
3/6
154/60/65
77.9
3/6
151/58/63
77.3
3/6
149/56/61
76.7
3/6
146/54/59
75.9
3/6
144/52/57
75.3
3/6
142/50/55
74.6
3/6
140/48/53
74.5
3/6
140/48/53
73.7
3/6
140/48/53
72.7
3/6
141/48/53
71.8
3/6
141/48/52
70.8
3/6
142/48/52
70.0
3/6
143/48/52
69.0
3/6
144/48/52
68.1
3/6
145/48/52
67.2
3/6
145/48/52
66.3
3/6
146/48/52
65.5
3/6
147/48/52
64.6
3/6
147/48/52
64.1
2/3
147/47/51
~--
c~~~~
TAKEOFF
2.02.40
SEO 185
CONFIGURATION 2
1750
*
*
*
*
71.0
2/3
132/32/37
70.3
2/3
130/30/35
69.5
2/3
128/28/33
68.8
2/3
127/27/32
67.9
3/9
125/25/30
67.2
3/9
123/24/29
66.4
3/9
122/23/28
66.0
3/9
121/22/27
65.1
3/9
121/21/26
64.3
3/9
121/21/26
63.4
3/9
121/21/26
62.5
3/3
120/20/25
61.6
3/3
120/20/25
60.8
3/3
120/20/25
60.0
3/3
120/20/25
59.2
3/3
120/20/24
58.3
3/3
119/19/24
57.5
3/3
119/19/23
56.6
3/3
119/19/23
56.2
3/3
118/18/23
2000
73.8
2/3
139/40/45
73.2
2/3
137/38/43
72.4
2/3
135/36/41
71.7
2/3
133/35/39
70.9
2/3
131/33/37
70.1
2/3
130/31/36
69.5
2/3
128/30/34
69.1
2/3
127/29/34
68.2
2/3
127/29/33
67.2
2/3
127/28/33
66.3
2/3
127/28/32
65.4
2/3
126/27/32
64.5
2/3
126/27/31
63.6
2/3
126/27/31
62.8
2/3
126/26/30
62.0
2/3
125/26/30
61.1
2/3
125/25/29
60.2
2/3
125/25/29
59.3
3/3
125/25/29
58.9
3/3
124/24/28
OCTO 15.0.1 AD112A03-FCOM-N0-02-02-40-007-185
CCM ALL
= 0 FT
DRY RUNWAY
MAX TO WEIGHT(1000KG) CODES
SLOPE = 0%
IAS(KT) : V1 I VR I V2
TEMP.
(OC)
-20
-10
0
10
20
30
40
45
47
49
51
53
55
57
59
61
63
65
67
68
I REV 25
PRESSURE ALTITUDE
ac
=55 ac
TREF = 45
TMAX
p 7
2250
76.2
2/3
145/47/52
75.5
2/3
143/45/50
74.9
2/3
141/43/48
74.2
2/3
139/42/46
73.4
2/3
137/40/44
72.7
2/3
136/38/43
72.0
2/3
134/37/41
71.6
2/3
133/36/40
70.6
2/3
133/35/40
69.7
2/3
133/35/39
68.7
2/3
133/35/39
67.7
2/3
132/34/38
66.7
2/3
132/34/38
65.8
2/3
132/33/37
65.0
2/3
132/33/37
64.1
2/3
131/32/36
63.2
2/3
131/32/36
62.3
2/3
131/31/35
61.4
2/3
130/31/34
61.0
2/3
130/31/34
2500
77.8
2/3
152/54/59
77.3
2/3
149/52/56
76.8
2/3
147/50/55
76.2
2/3
145/48/53
75.4
2/3
143/46/51
74.7
2/3
141/44/49
74.1
2/3
140/43/47
73.7
2/3
139/42/46
72.7
2/3
139/42/46
71.7
2/3
138/41/45
70.6
2/3
138/40/45
69.6
2/3
138/40/44
68.6
2/3
138/40/44
67.6
2/3
137/39/43
66.7
2/3
137/39/42
65.7
2/3
137/38/42
64.8
2/3
137/38/41
63.8
2/3
136/37/41
62.9
2/3
136/37/40
62.4
2/3
136/36/40
2750
79.1
2/3
158/60/65
78.6
2/3
156/58/63
78.1
2/3
154/56/61
77.6
2/3
151/54/59
76.9
2/3
149/52/57
76.3
3/6
147/50/55
75.8
3/6
145/49/53
75.5
3/6
144/48/52
74.4
3/6
144/47/52
73.2
2/3
144/47/51
72.1
2/3
144/46/50
71.0
2/3
143/46/50
69.9
2/3
143/45/49
68.9
2/3
143/45/49
67.9
2/3
143/44/48
66.9
2/3
142/44/48
65.9
2/3
142/43/47
65.0
2/3
142/43/46
64.0
2/3
142/42/46
63.5
2/3
141/42/46
~--
c~~~~
2.02.40
SEO 185
CONFIGURATION 2
TREF
PRESSURE ALTITUDE
ac
=53 ac
= 43
TMAX
DRY RUNWAY
SLOPE
(OC)
1750
*
*
*
*
*
*
69.7
2/3
130/30/35
68.9
2/3
128/28/33
68.2
2/3
127/27/32
67.4
2/3
125/25/30
66.6
3/9
123/23/29
65.8
3/9
122/22/27
65.1
3/9
121/21/27
64.8
3/9
120/21/26
64.0
3/9
120/20/25
63.2
3/9
120/20/25
62.4
3/9
119/19/24
61.5
3/9
119/19/24
60.6
3/3
119/19/24
59.7
3/3
119/19/23
58.9
3/3
118/18/23
58.1
3/3
118/18/23
57.3
3/3
118/18/23
56.5
3/3
118/18/22
55.6
3/3
117/17/22
55.2
3/3
117/17/21
2000
72.5
2/3
137/38/43
71.8
2/3
135/36/41
71.1
2/3
133/34/39
70.4
2/3
131/33/37
69.6
2/3
130/31/36
68.9
2/3
128/30/34
68.2
2/3
126/28/33
68.0
2/3
126/28/32
67.1
2/3
126/27/32
66.2
2/3
126/27/31
65.3
2/3
125/26/31
64.4
2/3
125/26/30
63.5
2/3
125/25/30
62.5
2/3
125/25/29
61.7
2/3
124/25/29
60.9
2/3
124/24/28
60.1
2/3
124/24/28
59.2
3/3
124/24/28
58.3
3/3
123/23/27
57.9
3/3
123/23/27
OCTO 15.0.1 AD112A03-FCOM-N0-02-02-40-008-185
CCM ALL
= 0%
I REV 25
= 1000 FT
IAS(KT) : V1
VR
CODES
V2
TEMP.
-20
-10
0
10
20
30
40
43
45
47
49
51
53
55
57
59
61
63
65
66
p 8
TAKEOFF
2250
74.9
2/3
143/45/50
74.2
2/3
141/43/48
73.6
2/3
139/41/46
72.9
2/3
137/40/44
72.1
2/3
136/38/42
71.4
2/3
134/36/41
70.8
2/3
132/35/39
70.5
2/3
132/34/39
69.6
2/3
132/34/38
68.6
2/3
131/33/38
67.6
2/3
131/33/37
66.7
2/3
131/33/37
65.7
2/3
131/32/36
64.8
2/3
130/32/36
63.9
2/3
130/31/35
63.0
2/3
130/31/35
62.2
2/3
130/30/34
61.3
2/3
129/30/34
60.4
2/3
129/29/33
60.0
2/3
129/29/33
2500
76.6
2/3
150/52/56
76.1
2/3
147/50/54
75.5
2/3
145/48/52
74.9
2/3
143/46/50
74.2
2/3
141/44/49
73.5
2/3
140/43/47
72.9
2/3
138/41/45
72.6
2/3
137/41/45
71.6
2/3
137/40/44
70.6
2/3
137/39/44
69.6
2/3
137/39/43
68.6
2/3
136/38/42
67.6
2/3
136/38/42
66.6
2/3
136/37/41
65.6
2/3
136/37/41
64.7
2/3
135/37/40
63.8
2/3
135/36/40
62.9
2/3
135/36/39
62.0
2/3
134/35/39
61.5
2/3
134/35/38
2750
77.9
2/3
156/58/63
77.4
2/3
154/56/60
76.9
2/3
151/54/58
76.4
2/3
149/52/57
75.8
2/3
147/50/55
75.1
3/6
145/48/53
74.6
3/6
143/47/51
74.4
3/6
143/46/50
73.3
2/3
143/46/50
72.3
2/3
142/45/49
71.2
2/3
142/45/49
70.1
2/3
142/44/48
69.0
2/3
142/44/48
67.9
2/3
141/43/47
66.9
2/3
141/43/46
66.0
2/3
141/42/46
65.0
2/3
140/42/45
64.0
2/3
140/41/45
63.1
2/3
140/41/44
62.6
2/3
140/40/44
~--
c~~~~
2.02.40
SEO 185
CONFIGURATION 2
PRESSURE ALTITUDE
ac
=51 ac
TREF = 41
TMAX
DRY RUNWAY
SLOPE = 0%
(OC)
1750
*
*
*
*
*
*
68.3
3/3
129/29/34
67.5
3/3
127/27/32
66.8
2/3
125/25/30
66.0
3/9
123/23/29
65.3
3/9
122/22/27
64.5
3/9
120/21/26
63.7
3/9
1 19/20/25
63.6
3/9
1 19/20/25
62.9
3/9
1 19/19/24
62.1
3/9
1 18/19/24
61.3
3/9
1 18/18/23
60.4
3/9
1 18/18/23
59.5
3/3
1 18/18/22
58.7
3/3
117/17/22
57.8
3/3
117/17/22
57.0
3/3
117/17/21
56.2
3/3
117/17/21
55.4
3/3
116/16/21
54.6
3/3
1 16/16/20
54.2
3/3
1 16/16/20
2000
71.2
2/3
135/36/41
70.5
2/3
133/34/39
69.7
2/3
131/33/37
69.0
2/3
130/31/36
68.3
2/3
128/29/34
67.5
2/3
126/28/32
66.9
2/3
125/26/31
66.8
2/3
125/26/31
65.9
2/3
124/26/30
65.1
2/3
124/25/30
64.2
2/3
124/25/29
63.3
2/3
124/24/29
62.4
2/3
123/24/28
61.5
2/3
123/24/28
60.6
2/3
123/23/27
59.8
2/3
123/23/27
59.0
2/3
122/22/27
58.1
3/3
122/22/26
57.3
3/3
122/22/26
56.9
3/3
122/22/26
OCTO 15.0.1 AD112A03-FCOM-N0-02-02-40-009-185
CCM ALL
I REV 25
= 2000 FT
IAS(KT) : V1
VR
CODES
V2
TEMP.
-20
-10
0
10
20
30
40
41
43
45
47
49
51
53
55
57
59
61
63
64
p 9
TAKEOFF
2250
73.5
2/3
141/43/48
72.9
2/3
139/41/46
72.2
2/3
137/40/44
71.5
2/3
136/38/42
70.8
2/3
134/36/41
70.0
2/3
132/35/39
69.4
2/3
131/33/37
69.3
2/3
130/33/37
68.4
2/3
130/32/37
67.5
2/3
130/32/36
66.6
2/3
130/32/36
65.6
2/3
129/31/35
64.7
2/3
129/31/34
63.8
2/3
129/30/34
62.8
2/3
129/30/34
61.9
2/3
128/29/33
61.1
2/3
128/29/33
60.2
2/3
128/28/32
59.4
2/3
127/28/32
58.9
2/3
127/28/31
2500
75.2
2/3
147/50/54
74.8
2/3
145/48/52
74.1
2/3
143/46/50
73.5
2/3
141/44/48
72.8
2/3
140/42/47
72.1
2/3
138/41/45
71.5
2/3
136/39/43
71.4
2/3
136/39/43
70.5
2/3
136/38/43
69.5
2/3
135/38/42
68.5
2/3
135/37/41
67.5
2/3
135/37/41
66.5
2/3
135/36/40
65.5
2/3
134/36/40
64.6
2/3
134/35/39
63.6
2/3
134/35/39
62.7
2/3
133/34/38
61.8
2/3
133/34/38
60.9
2/3
133/34/37
60.5
2/3
133/33/37
2750
76.6
2/3
154/56/60
76.1
2/3
151/54/58
75.6
2/3
149/52/56
75.1
2/3
147/50/54
74.4
2/3
145/48/52
73.8
2/3
143/46/51
73.3
3/6
141/45/49
73.1
3/6
141/45/49
72.2
2/3
141/44/48
71.2
2/3
141/44/48
70.1
2/3
140/43/47
69.0
2/3
140/42/46
68.0
2/3
140/42/46
66.9
2/3
140/41/45
65.9
2/3
139/41/45
64.9
2/3
139/41/44
64.0
2/3
139/40/44
63.0
2/3
139/40/43
62.1
2/3
138/39/42
61.6
2/3
138/39/42
~--
c~~~~
TAKEOFF
2.02.40
SEO 001
CCM ALL
p 10
I REV 20
~--
c~~~~
TAKEOFF
2.02.40
SEO 185
CONFIGURATION 3
1500
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
67.4
3/3
125/25/30
66.7
3/3
124/24/29
65.9
3/3
122/22/27
65.2
3/3
120/20/25
64.4
3/3
1 19/19/24
63.6
3/9
117/17/22
62.7
3/9
116/17/22
62.1
3/3
115/17/22
61.2
3/3
115/17/22
60.2
3/3
115/17/22
59.2
3/3
115/17/22
58.1
3/3
115/17/22
57.0
3/3
114/17/22
55.9
3/3
114/17/22
54.8
3/3
114/17/22
53.6
3/3
113/17/22
52.4
3/3
1 13/18/22
51.4
3/3
1 13/18/22
50.2
3/3
1 13/18/22
49.6
3/3
1 13/18/22
1750
*
*
*
*
*
*
70.9
2/3
132/33/37
70.2
2/3
130/31/35
69.5
2/3
128/29/34
68.8
2/3
127/28/32
68.0
2/3
125/26/31
67.3
2/3
124/24/29
66.6
2/3
122/23/28
66.2
2/3
121/22/27
65.3
2/3
121/22/27
64.4
2/3
121/21/26
63.6
2/3
121/21/26
62.7
2/3
120/21/25
61.8
2/3
120/20/25
61.0
2/3
120/20/24
60.1
3/3
120/20/24
59.3
3/3
119/19/24
58.4
3/3
119/19/24
57.6
3/3
119/19/23
56.7
3/3
119/19/23
56.3
3/3
118/18/23
OCTO 15.0.1 AD112A03- FCOM-N0-02-02-40-011-185
CCM ALL
= 0 FT
DRY RUNWAY
MAX TO WEIGHT(1000KG) CODES
SLOPE = 0%
IAS(KT) : V1 I VR I V2
TEMP.
(OC)
-20
-10
0
10
20
30
40
45
47
49
51
53
55
57
59
61
63
65
67
68
I REV 25
PRESSURE ALTITUDE
ac
=55 ac
TREF = 45
TMAX
p 11
2000
73.6
2/3
139/41/45
72.9
2/3
137/39/43
72.2
2/3
135/37/41
71.6
2/3
133/35/39
70.8
2/3
132/34/38
70.0
2/3
130/32/36
69.4
2/3
128/31/35
69.0
2/3
127/30/34
68.1
2/3
127/29/33
67.1
2/3
127/29/33
66.2
2/3
127/28/32
65.3
2/3
127/28/32
64.3
2/3
126/28/31
63.5
2/3
126/27/31
62.6
2/3
126/27/31
61.8
2/3
126/26/30
60.9
2/3
125/26/30
60.1
2/3
125/25/29
59.2
2/3
125/25/29
58.8
2/3
125/25/28
2250
75.7
2/3
146/48/52
75.1
2/3
144/46/50
74.5
2/3
142/44/48
73.8
2/3
140/42/46
73.1
2/3
138/41/45
72.4
2/3
136/39/43
71.8
2/3
134/37/41
71.4
2/3
134/37/40
70.4
2/3
133/36/40
69.4
2/3
133/36/39
68.4
2/3
133/35/39
67.4
2/3
133/35/38
66.4
2/3
132/34/38
65.5
2/3
132/34/37
64.6
2/3
132/33/37
63.7
2/3
132/33/36
62.8
2/3
131/32/36
61.9
2/3
131/32/35
61.0
2/3
131/31/35
60.6
2/3
131/31/34
2500
77.0
2/3
153/55/5 9
76.6
2/3
150/53/5 7
76.1
2/3
148/51/55
75.6
2/3
146/49/53
75.0
2/3
144/47/51
74.2
2/3
142/45/49
73.7
2/3
140/44/47
73.3
2/3
139/43/47
72.3
2/3
139/42/46
71.2
2/3
139/42/45
70.1
2/3
138/41/45
69.1
2/3
138/41/44
68.1
2/3
138/40/44
67.2
2/3
138/40/43
66.2
2/3
138/39/43
65.2
2/3
137/39/42
64.3
2/3
137/38/42
63.3
2/3
137/38/41
62.3
2/3
137/37/41
61.8
2/3
136/37/40
~--
c~~~~
2.02.40
SEO 185
CONFIGURATION 3
TREF
PRESSURE ALTITUDE
ac
=53 ac
= 43
TMAX
DRY RUNWAY
SLOPE
(OC)
1500
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
66.1
3/3
124/24/29
65.4
3/3
122/22/27
64.6
3/3
120/20/25
63.9
3/3
119/19/24
63.1
3/9
117/17/22
62.3
3/9
116/16/21
61.3
3/3
114/16/21
61.0
3/3
114/16/21
60.0
3/3
114/16/21
59.0
3/3
114/16/21
58.0
3/3
113/16/21
56.9
3/3
113/16/21
55.7
3/3
113/16/21
54.6
3/3
113/16/21
53.4
3/3
112/16/21
52.3
3/3
112/16/21
51.2
3/3
112/16/21
50.1
3/3
112/16/21
49.0
3/3
112/17/21
48.4
3/3
111/17/21
1750
*
*
*
*
*
*
*
*
69.6
2/3
130/31/35
68.9
2/3
129/29/34
68.2
2/3
127/27/32
67.5
2/3
125/26/30
66.7
2/3
123/24/29
66.0
2/3
122/23/27
65.3
2/3
120/21/26
65.1
2/3
120/21/26
64.2
2/3
120/20/25
63.4
2/3
120/20/25
62.5
2/3
119/20/24
61.7
2/3
119/19/24
60.7
2/3
119/19/23
59.9
2/3
119/19/23
59.0
3/3
118/18/23
58.2
3/3
118/18/23
57.4
3/3
118/18/22
56.6
3/3
117/17/21
55.7
3/3
117/17/21
55.3
3/3
117/17/21
OCTO 15.0.1 AD112A03 - FCOM-N0-02-02-40-012-185
CCM ALL
= 0%
I REV 25
= 1000 FT
IAS(KT) : V1
VR
CODES
V2
TEMP.
-20
-10
0
10
20
30
40
43
45
47
49
51
53
55
57
59
61
63
65
66
p 12
TAKEOFF
2000
72.3
2/3
137/39/43
71.6
2/3
135/37/41
70.9
2/3
133/35/39
70.3
2/3
132/34/38
69.5
2/3
130/32/36
68.7
2/3
128/30/34
68.1
2/3
127/29/33
67.9
2/3
126/28/32
67.0
2/3
126/28/32
66.1
2/3
126/27/31
65.2
2/3
125/27/31
64.3
2/3
125/27/31
63.3
2/3
125/26/30
62.4
2/3
125/26/30
61.6
2/3
124/25/29
60.7
2/3
124/25/29
59.9
2/3
124/24/28
59.1
2/3
124/24/28
58.2
2/3
123/24/27
57.8
2/3
123/23/27
2250
74.4
2/3
144/46/50
73.8
2/3
142/44/48
73.2
2/3
140/42/46
72.5
2/3
138/40/44
71.8
2/3
136/39/43
71.1
2/3
134/37/41
70.5
2/3
133/36/39
70.3
2/3
132/35/39
69.3
2/3
132/35/38
68.4
2/3
132/34/38
67.4
2/3
131/34/37
66.4
2/3
131/33/37
65.4
2/3
131/33/36
64.5
2/3
131/32/36
63.6
2/3
130/32/35
62.7
2/3
130/31/35
61.8
2/3
130/31/34
60.9
2/3
130/30/34
60.1
2/3
129/30/33
59.6
2/3
129/30/33
2500
75.9
2/3
150/53/57
75.4
2/3
148/51/55
74.9
2/3
146/49/53
74.4
2/3
144/47/51
73.7
2/3
142/45/49
73.0
2/3
140/43/47
72.4
2/3
138/42/45
72.2
2/3
138/41/45
71.2
2/3
138/41/44
70.2
2/3
137/40/44
69.2
2/3
137/40/43
68.2
2/3
137/39/43
67.2
2/3
136/39/42
66.1
2/3
136/38/42
65.2
2/3
136/38/41
64.2
2/3
136/37/40
63.3
2/3
135/37/40
62.4
2/3
135/36/39
61.4
2/3
135/36/39
60.9
2/3
135/36/39
~--
c~~~~
2.02.40
SEO 185
CONFIGURATION 3
PRESSURE ALTITUDE
ac
=51 ac
TREF = 41
TMAX
DRY RUNWAY
SLOPE = 0%
(OC)
1500
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
64.7
3/3
122/22/27
64.0
3/3
120/20/25
63.3
3/3
119/19/24
62.5
3/9
117/17/22
61.8
3/9
116/16/21
60.9
3/9
114/15/20
59.9
3/3
113/15/20
59.7
3/3
113/15/20
58.8
3/3
113/15/20
57.8
3/3
112/15/20
56.7
3/3
112/15/20
55.7
3/3
112/15/20
54.5
3/3
111/15/20
53.3
3/3
111/15/20
52.1
3/3
111/15/20
51.0
3/3
111/15/20
49.9
3/3
111/15/20
48.9
3/3
110/15/20
47.8
3/3
110/15/20
47.2
3/3
110/15/20
1750
*
*
*
*
*
*
*
*
*
*
68.2
2/3
129/29/34
67.6
2/3
127/27/32
66.8
2/3
125/26/30
66.1
2/3
123/24/29
65.4
2/3
122/23/27
64.7
2/3
120/21/26
64.0
2/3
119/20/24
63.9
2/3
119/19/24
63.1
2/3
118/19/24
62.3
2/3
118/19/23
61.4
2/3
118/18/23
60.6
2/3
118/18/23
59.7
3/3
117/18/22
58.8
3/3
117/17/22
57.9
3/3
117/17/21
57.1
3/3
117/17/21
56.3
3/3
116/16/21
55.5
3/3
116/16/20
54.6
3/3
116/16/20
54.1
3/3
115/16/20
OCTO 15.0.1 AD112A03 FCOM-N0-02-02-40-013-185
CCM ALL
I REV 25
= 2000 FT
IAS(KT) : V1
VR
CODES
V2
TEMP.
-20
-10
0
10
20
30
40
41
43
45
47
49
51
53
55
57
59
61
63
64
p 13
TAKEOFF
2000
70.9
2/3
135/37/41
70.3
2/3
133/35/39
69.6
2/3
132/33/37
68.9
2/3
130/32/36
68.1
2/3
128/30/34
67.5
2/3
126/28/33
66.8
2/3
125/27/31
66.7
2/3
125/27/31
65.9
2/3
125/26/31
65.0
2/3
124/26/30
64.1
2/3
124/25/30
63.2
2/3
124/25/29
62.3
2/3
124/25/29
61.4
2/3
123/24/28
60.5
2/3
123/24/28
59.6
2/3
123/23/27
58.8
2/3
123/23/27
58.0
2/3
122/23/26
57.2
2/3
122/22/26
56.8
2/3
122/22/26
2250
73.1
2/3
142/44/48
72.5
2/3
140/42/46
71.8
2/3
138/40/44
71.2
2/3
136/39/42
70.5
2/3
134/37/41
69.7
2/3
132/35/39
69.2
2/3
131/34/37
69.1
2/3
131/34/37
68.2
2/3
130/33/37
67.3
2/3
130/33/36
66.3
2/3
130/32/36
65.4
2/3
130/32/35
64.4
2/3
129/31/35
63.4
2/3
129/31/34
62.5
2/3
129/30/34
61.6
2/3
129/30/33
60.7
2/3
128/29/33
59.9
2/3
128/29/32
59.0
2/3
128/28/32
58.6
2/3
128/28/31
2500
74.6
2/3
148/50/55
74.1
2/3
146/48/52
73.6
2/3
144/47/51
73.0
2/3
142/45/49
72.4
2/3
140/43/47
71.7
2/3
138/41/45
71.1
2/3
136/40/43
71.0
2/3
136/40/43
70.1
2/3
136/39/43
69.1
2/3
136/39/42
68.1
2/3
135/38/42
67.1
2/3
135/38/41
66.2
2/3
135/37/40
65.2
2/3
135/37/40
64.2
2/3
134/36/39
63.2
2/3
134/36/39
62.2
2/3
134/35/38
61.3
2/3
134/35/38
60.4
2/3
133/34/37
59.9
2/3
133/34/37
~--
c~~~~
TAKEOFF
2.02.40
SEO 001
CCM ALL
p 14
I REV 20
~--
c~~~~
TAKEOFF
2.02.50
SEO 001
p 1
I REV 32
IINTRODUCTION I
The following graphs enable the crew to quickly determine the takeoft performance out of
an airport by positioning obstacles.
They must be used with the corresponding quick reference table so as to determine weight
decrement and required gradient.
The net takeoft flight path and the associated weight decrement are conservative.
I HOW TO PROCEED I
1. Position the obstacle by entering its distance from end of runway and its height above
the end of runway (No 35 feet margin is required as this is already included).
ln case of an ascending runway, increase the obstacle height by an additional value as
indicated below each graph.
2. Read the associated weight correction. Interpolale if necessary. The second segment
gradient is given for information only.
3. Decrease the takeoft speeds by 1 knot per 1000 kg (0.5 kt per 1000 lb) weight
decrement. Limit the final speeds to the minimum values as given on 2.02.25 p1.
Note : ln case of tailwind, do not use the obstacle clearance graphs.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.50
SEO 195
p 2
I REV 22
I CLOSE OBSTACLE CLEARANCE CONF 1 + F I
GRADIENT (%)
0
'~-c
OBSTACLE HEIGHT ABOVE

END OF RUNWAY (FEET)
1200
21.0
46.0
/~
19.5
42.5
38.5
17.5
/Jr-
15.5
34.0
b.
:~
13.5
29.0
~-
11.0
24.0
8.5
18.5
~
~
6.0
13.0
3.0
6.5
/
/
1000
/
\>c
800
/
V
/
600
V
V
1:2
<C
<C
I
N
I<
0
0
I
0
N
"'
0
1:::-
2000
V
rc::
3000
V
V
4000
II
0.0
+
+
+WEIGHT +
(METERS)-
1000
0.0
111000 KG I 11000 LB I
E;;l:::l;:::
2 ~11
V V
V
1--:
/'
/'
vvv
200
<
V
V
400
"'~
5000
600)
II
DECREMENT
/'
/'
I
N
"''-'
;;;;
<FEET>
5000
10000 15000 20000
OBSTACLE DISTANCE FROM END OF RUNWAY
Note : ln case of ascending runway, increase obstacle height by 30 feet per percent
- - runway s/ope.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.50
SEO 195
p 3
I REV 22
I REMOTE OBSTACLE CLEARANCE CONF 1 + F I
GRADIENT (%)
~
5000
6~0
r-OeSTACLE: HEIGHT ABoVE

r-END OF RUNWAY (FEET)
5~6
5~2
/
4000
I
I
I / /
II
3000
/ /
1/ I /
I II
'I /.
2000
~ ~V
//
4~0
3~6
3.2
/
/
2.8
/
/
/
4~4
!J '/V / /
V, r/, V V /
l,ijVI / / V V
f0 V / V v
1000
4~8
V
/
IV / /
'/ 1/ /
46.0
17.5
II
II
II
15.5
II
34.0
13.5
II
29.0
11.0
II
24.0
8.5
II
18.5
6.0
II
13.0
3.0
II
6.5
21.0
19.5
42.5
38.5
2.4
/
~f0 V/ V V _..,..V
~ ~ ~ ~V
~ ~ ~V
<C
<
"'
"'
10000- r-- f----20000- - -30000- r-- f-~-
<C
I
(METERS)
~~
"'
0
0
;-< 1-
f< ,.._ 1:::-" 1-"'
!.---'
<:....
N
"'
0
I
N
0
I
"''-'
50000
-- - --------- ---- -100000
-~
150000
(FEET>
runway s/ope.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.50
SEO 195
I CLOSE OBSTACLE CLEARANCE CONF
be~~A~L E H~~G~~ ~~E
1400
M=l
20.0
II
43.5
xtl
18.5
40.0
~rl
16.5
Jfl
14.5
~I
12.5
"';;;.--
10.5
1200
1000
800
V
/
600
V V V
400
vv
V
1/ V
200
~;:::
~~
<C
<
"'
0>
<
...
I
0
0
"'0
8.0
~I
5.5
:*I
3.0
0.0
II
I~
;-
1000
2000
+
t
36.0
32.0
27.5
22.5
17.5
12.0
6.0
I
I
I
I
I
I
I
I
I
0.0 I
+
t
111000 KG I 11000 LB I
v
(METERS)-
I<
0
N
~I
II
II
II
II
II
II
II
II
"J-4 11
....
0
0
I REV 22
21
GRADIENT (%)
p 4
3000
5000
4000
6000
II
WEIGHT
DECREMENT
f:: 1:,--
....
I
N
"''-'
~
(FEET>
5000
10000 15000 20000
runway s/ope.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.50
SEO 195
GRADIENT (%)
0
r-be~TA~LJ Hb~HTI JmJE

r-END OF RUNWAY (FEET)
-----,
'
5000
V /
V/
6.0
20.0
II
43.5
5.6
18.5
II
40.0
5.2
16.5
II
36.0
I
I
14.5
II
32.0
12.5
II
27.5
10.5
II
22.5
8.0
II
17.5
5.5
II
12.0
3.0
II
6.0
0.0
II
0.0
/ /
VV
V
V IV /
/ V /
2000
I I
I/
rv/
'j/
1/,
VI [/
lh '/V
1000
."'
<C
0>
~ V; VY
~ '/:: V. /
~ :~~;:: ' / V 1/
~ ~ ~ ~V
~ ~ ~V
~ P'
0
<C
I
"'
r-
0
0
0
N
"'
0
-f<
1-- 1::::---
I
4.o
.I
3.6
3.2
V
/
2.8
_.......V'
2.4
_..-/
50000
t
t
1000 KGI 11000 LBI
_..-V
(METERS)
- - - ---_..
I
I
t
t
_..
r--c
0
I
4.4
V /
10000- - -20000- - -30000- -
I
N
"''-'
/
/
/
/
I I
4.8
'/ / V
I / / /
/
/
II
3000
I REV 22
21
I REMOTE OBSTACLE CLEARANCE CONF
4000
p 5
100000
"....
V 1--"
-~
t--
WEIGHT
DECREMENT
-~-
--
150000
(FEET>
runway s/ope.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.50
SEO 195
I CLOSE OBSTACLE CLEARANCE CONF
p 6
I REV 22
31
GRADIENT (%)
b
'~
19.5
42.5
18.0
39.0
16.0
35.0
14.0
31.0
""'I"'
"'2
12.0
26.5
10.0
22.0
7.5
17.0
5.5
11.5
3.0
6.0
OBSTACLE HEIGHT ABOVE

-~
;:,
1200
V1 ,1_
/
i!f
1000
/
/
/
800
~-
/
/
/
/
/
/
V V
600
V V
i~
vv
400
200
<C
<
"'
0>
<
I
V
V
vv
V v
~V' vv
v
v
~
v
~
0
"'
0
0
1000
2000
I<
rc::
v
v
,.
~
3_;?
'l~ll 0.0 II
0.0
+
+
+WEIGHT +
111000 KG I 11000 LB I
(METERS)3000
4000
5000
6000
II
DECREMENT
N
"'
0
I
N
"''-'
~
(FEET>
5000
10000 15000 20000
- - runway s/ope.
CCM ALL
~--
c~~~~
TAKEOFF
2.02.50
SEO 195
GRADIENT (%)
0
5000
I
I V/
/.
1000
I~ ~ 'i / /
h~ ~ / ~ V
~~ /
::::
"'
;-<
0
0
0
N
"'
0
I
N
0
I
42.5
1s.o
II
39.0
16.o
II
35.0
1 14.o II
31.0
12.o
II
26.5
!I I I
V; I I
/
I/
1o.o
II
22.0
7.5
II
17.0
_-.:~2
I~'
5.5
II
11.5
-2:s
3.o
11
6.0
o.o
11
o.o 1
V
5~2
I
V
1
4 R
V
/
V /
I/
4~4
4~0
/
3~6
/
_/
-21[._
1000 KG I 11000 LB I
,_
WEIGHT
DECREMENT
I I I
10OO
<
...
II
-5!6-
",
"''-'
I I
V I
I ;,v / / V
llj I V / /
V
/
V
I
/
/, 1f.
/
/
//; V, / V / / V
V
/~ IV V / V /
/
/
V
/
V V vV
h II /:
'l"~ ~ / / V
V
2000
19.5
V
V
I II
I /
3000
-6!o-
OsSTACLI~ HErGHT I ABoVE
4000
I REV 22
31
I REMOTE OBSTACLE CLEARANCE CONF
1--
p 7
-<
- - - -- ~~
'"''"'
.......
-r< r-
.......
r--
-~~
........
50000
100000
150000
(FEET>
runway s/ope.
CCM ALL
~--
c~~~~
LANDING PERFORMANCE
2.03.00
GONTENTS
SEO 001
03.00
CONTENTS
03.10
LANDING
- GENERAL ..................................
- DISPATGH .................................
- FAlLURE IN FLIGHT ...........................
- AGTUAL LANDING DISTANGES ....................
- REOUIRED LANDING DISTANGES ...................
03.20
R
CCM ALL
p 1
I REV 31
1
1
2
3
5
USE OF THE AUTOSRAKE SYSTEM

- GENERAL .................................. 1
- MANUAL LANDING WITH AUTOBRAKE ............... 2
~--
c~~~~
LANDING PERFORMANCE
2.03.1 0
LANDING
SEO 001
p 1
I REV 26
I GENERAL I
ACTUAL LANDING DISTANCE

The actual landing distance is the distance measured between a point 50 feet above the
runway threshold and the point where the complete stop of the aircraft is achieved.
lt assumes that :
- the approach speed is :
VLS (1.23 VS of the configuration) for manual landing
VLS + 5 kt for CAT 11/CAT 111 automatic landing.
- the pilot applies maximum braking and the antiskid system is operating.
- the ground spoilers are operating.
lt does not consider the use of reverse thrust.
REQUIRED LANDING DISTANCE

MANUAL LANDING
Regulation defines the required landing distance as the actual landing distance divided by
0.6, assuming the surface is dry.

R
R
R
R
lf the surface is wet, the required landing distance must be at least 115 % ofthat for a dry
surface.
For JAR-OPS operators, if the surface is contaminated, the required landing distance must
be at least the greater of the required landing distance on wet runway (see previous
paragraph) and 115 % of the landing distance determined in accordance with approved
contaminated landing distance data.
R AUTOMATIC LANDING
R
R
Regulation (JAR.AWO 142) 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.
I DISPATCH I
The pilot must check before departure that the available runway length at destination is at
least equal to the required landing distance for the forecasted landing weight.
ln case of aircraft system failure affecting landing distance known before the dispatch, the
available runway length must be at least equal to the required landing distance with failure,
i.e. the required landing distance without failure multiplied by the coefficient given in the
Flight Manual or the MMEL.
CCM ALL
~--
c~~~~
LANDING PERFORMANCE
2.03.1 0
LANDING
SEO 001
p 2
I REV 26
I FAlLURE IN FLIGHT I
ln case of an aircraft system failure occurring in flight and affecting the landing
performance, the runway length to be considered for landing is the actuallanding distance
without failure multiplied by the landing distance coefficient associated with the failure. The
coefficients are given in FCOM 3.02.80 and in the ORH.
The concept of required landing distance no Ionger applies.
RECOMMENDATIONS
For most cases of abnormal landing configuration, the increased actual landing distance
does not exceed the required runway length for landing in normal configuration.
However, the addition of several of these factors can very quickly Iead to an overrun.
Special notice should be taken of the runway condition. A slippery runway is the most
common reason for overrun at landing. The combination of a slippery runway and a factor
such as tailwind or an increase in approach speed should be avoided.
As far as possible, avoid the combination of any failure affecting the braking capability of
the aircraft (spoilers, reversers) with landing on a contaminated runway, or prepare for it
carefully by checking the available runway length against the forecasted landing distance.
During a visual approach, use all means of monitaring the flight path ; use the ILS tagether
with available visual aidssuch as VASI or PAPI. Monitor the approach speed along with the
wind and ground speed, especially during final approach.
CCM ALL
~--
c~~~~
LANDING PERFORMANCE
2.03.1 0
LANDING
SEO 150
p 3
I REV 31
I ACTUAL LANDING DISTANCES I

CONFIGURATION FULL
R
ACTUAL LANDING DISTANCE (METERS)
WEIGHT (1000 KG)
40
44
48
52
56
60
64
68
830
860
900
960 1040 1130
72
76
DRY
750
740
750
800
WET
900
900
920
990 1050 1110 1170 1240 1320 1400
6.3 MM (1/4 INCH) 1220 1240 1270 1360 1440 1530 1620 1730 1850 1940
WATER
RUNWAY
CONDITION
12.7 MM (1/2 INCH)

1170 1180 1220 1300 1380 1460 1540 1630 1740 1840
WATER
COVERED
WITH
6.3 MM (1/4 INCH)

1190 1210 1240 1320 1390 1460 1530 1630 1730 1840
SLUSH
12.7 MM (1/2 INCH)
1150 1160 1200 1270 1340 1410 1480 1570 1660 1760
SLUSH
COMPACTED
SNOW
1170 1180 1200 1270 1330 1380 1430 1500 1570 1630
ICE
2510 2530 2580 2700 2800 2900 3000 3130 3260 3390
CORRECTIONS
R
CORRECTION ON ACTUAL LANOING DISTANGE
per 1000 ft above SL
dry
runway
wet
runway
+3%
+4%
per 10 kt headwind
runway covered with

1/4 inch
water
1/2 inch
water
1/4 inch
slush
1/2 inch compacted

slush
snow
+4%
+3%
+5%
+4%
ice
+3%
+4%
No correction for headwind due to wind correction an approach speed
per 10 kt tailwind
+ 20%
+ 26%
+ 29%
+ 26%
+ 27%
+ 25%
+ 23%
+ 36%
2 reversers operative
-3%
-6%
- 12%
-10%
-11%
-10%
-9%
-25%
Per 5 kt speed increment (and no failure) add 8 % (all runways)
CCM ALL
~--
c~~~~
LANDING PERFORMANCE
2.03.1 0
LANDING
SEO 150
p 4
I REV 31
CONFIGURATION 3
R
WEIGHT (1000 KG)
40
44
48
52
56
60
64
68
810
860
900
950 1000 1090 1190 1290
72
76
DRY
750
770
WET
920
960 1040 1120 1190 1260 1340 1420 1520 1610
6.3 MM (1/4 INCH)

1280 1330 1440 1570 1670 1780 1890 2030 2140 2280
WATER
RUNWAY
CONDITION
12.7 MM (1/2 INCH)

1220 1270 1370 1480 1580 1670 1770 1890 2010 2120
WATER
COVERED
WITH
6.3 MM (1/4 INCH) 1250 1300 1400 1490 1570 1670 1780 1890 2030 2150
SLUSH
12.7 MM (1/2 INCH)
1200 1250 1340 1430 1510 1590 1690 1800 1920 2020
SLUSH
COMPACTED
SNOW
1210 1250 1330 1400 1460 1530 1590 1660 1740 1810
ICE
2840 2910 3040 3180 3290 3400 3530 3680 3830 3980
CORRECTIONS
R
CORRECTION ON ACTUAL LANOING DISTANGE
per 1000 ft above SL
dry
runway
wet
runway
+3%
+4%
per 10 kt headwind
runway covered with

1/4 inch
water
1/2 inch
water
1/4 inch
slush
1/2 inch compacted

slush
snow
+4%
+4%
+5%
+4%
ice
+3%
+4%
No correction for headwind due to wind correction an approach speed
per 10 kt tailwind
+ 19%
+ 26%
+ 29%
+ 27%
+ 28%
+ 25%
+ 22%
+ 35%
2 reversers operative
-4%
-8%
-14%
- 12%
-13%
-12%
-9%
-27%
Per 5 kt speed increment (and no failure) add 8 % (all runways)
CCM ALL
~--
c~~~~
LANDING PERFORMANCE
2.03.1 0
LANDING
SEO 150
p 5
I REV 31
I REQUIRED LANDING DISTANCE I

MANUAL LANDING
R
REQUIRED LANDING DISTANCE (METERS)
WEIGHT (1 000 KG)
CONF 3
CONF FULL
40
44
48
52
56
60
64
68
72
76
1240 1280 1350 1430 1500 1570 1660 1810 1970 2140
1240 1240 1250 1320 1380 1440 1500 1590 1730 1880
Corrections on landing distances

Wind
per 10 kt tailwind add 20 %
No correction for headwind due to wind correction on approach
speed.
Airport elevation : per 1000 ft above sea Ievei add 3 %.
AUTOMATIC LANDING
Determine the corrected required landing distance for manual landing from the data
above.
The required landing distance for automatic landing is equal to the corrected required
landing distance for manual landing except in the following case :
- ln case of landing in Cant FULL with landing weight equal to or less than 60 000 kg and
with headwind at or above 10 knots, it is equal to the corrected required landing
distance for manual landing increased by 90 meters.
CCM ALL
~--
c~~~~
LANDING PERFORMANCE
2.03.1 0
LANDING
SEO 001
CCM ALL
p 6
I REV 32
~--
c~~~~
LANDING PERFORMANCE
2.03.20
USE OF THE AUTOBRAKE SYSTEM
SEO 001
p 1
I REV 33
I GENERAL I
The autobrake system is designed to help the pilot in case of :
aborted takeoft or
landing on short runways or
operation with low visibility weather conditions
Furthermore, it ensures a straight roll-out and optimizes the landing distance on
contaminated runways provided the contamination is evenly distributed.
The following tables cover :
dry runway
wet runway
runway covered with water, slush or compacted snow
icy runway
At landing, select the braking mode according to :
runway length
configuration
runway condition
A correction is necessary :
if landing is not performed at sea Ievei
if reverse thrust is used
in windy conditions
for torward CG (A320-200 only)
CCM ALL
~--
c~~~~
LANDING PERFORMANCE
2.03.20
USE OF THE AUTOBRAKE SYSTEM
SEO 155
p 2
I REV 31
I MANUAL LANDING WITH AUTOSRAKE I
CONFIGURATION 3
R
WEIGHT (1000 KG)
RUNWAY CONDITION
DRY
WET
6.3 MM (1/4 INCH)

WATER
0
V 12.7 MM (1/2 INCH)
WATER
E
R 6.3 MM (1/4 INCH)
E
SLUSH
D
12.7 MM (1/2 INCH)
SLUSH
I COMPACTED SNOW
T
H
ICE
CORRECTIONS (%)
ON LANDING DISTANCE
PER
2
PER 10KT
1000FT
REV
TAIL
ABOVE SL
OP
WIND
0
+19
+ 3
-4
+19
+ 3
MODE
MED
LOW
40
50
60
70
80
890
1440
1010
1630
1160
1860
1320
2110
1490
2360
MED
LOW
940
1440
1100
1630
1290
1860
1500
2110
1730
2360
+ 4
+ 3
-3
-4
+26
+19
MED
LOW
1280
1450
1500
1660
1780
1890
2090
2220
2410
2550
+ 4
+ 4
-13
-7
+30
+26
MED
LOW
1220
1380
1420
1580
1670
1790
1940
2060
2260
2360
+ 4
+ 4
-11
-5
+26
+23
MED
LOW
1250
1430
1440
1630
1670
1850
1960
2090
2260
2400
+ 5
+ 5
-12
-7
+27
+24
MED
LOW
1200
1360
1380
1560
1590
1770
1850
1990
2140
2250
+ 5
+ 5
-12
-5
+25
+22
MED
LOW
1210
1460
1360
1640
1530
1850
1700
2070
1890
2300
+ 4
+ 4
-9
-4
+23
+21
MED
LOW
2840
2940
3110
3220
3400
3520
3750
3870
4140
4270
+ 4
+ 4
-26
-26
+36
+35
CONFIGURATION FULL
R
WEIGHT (1000 KG)
RUNWAY CONDITION
DRY
WET
c
0
V
E
R
E
D
6.3 MM (1/4 INCH)

WATER
12.7 MM (1/2 INCH)
WATER
6.3 MM (1/4 INCH)
SLUSH
12.7 MM (1/2 INCH)
SLUSH
I COMPACTED SNOW
T
H
ICE
MODE
MED
LOW
MED
LOW
MED
LOW
MED
LOW
MED
LOW
MED
LOW
MED
LOW
MED
LOW
40
50
60
70
80
890
1370
920
1370
1220
1380
1170
1320
1190
1350
1150
1300
1170
1400
2510
2590
930
1460
980
1460
1310
1480
1260
1420
1280
1450
1240
1390
1230
1470
2640
2730
1060
1660
1140
1660
1530
1680
1460
1610
1460
1640
1410
1580
1380
1660
2900
2990
1200
1870
1310
1870
1790
1890
1690
1810
1690
1840
1610
1770
1530
1850
3200
3300
1340
2090
1500
2090
2050
2170
1930
2050
1940
2060
1840
1980
1700
2060
3520
3630
CORRECTIONS (%)
ON LANDING DISTANCE
PER
2
PER 10KT
1000FT
REV
TAIL
ABOVE SL
OP
WIND
0
+19
+ 3
-4
+20
+ 3
-2
+25
+ 4
-3
+20
+ 3
-11
+29
+ 4
-6
+25
+ 4
-10
+27
+ 4
-4
+22
+ 4
-11
+27
+ 5
-6
+23
+ 5
-10
+25
+ 5
-4
+22
+ 4
-8
+23
+ 4
-4
+21
+ 4
-23
+37
+ 4
-23
+36
+ 4
Note : - Max mode is not recommended at Janding

- Per 5 kt speed increment (and no failure) add 8 % (a/1 runways)
- No correction for headwind due to wind correction on approach speed
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.00
CONTENTS
SEO 001
p 1
I REV 28
04.00
CONTENTS
04.10
FLUID CONTAMINATED RUNWAY

- GENERAL .................................. 1
- DEFINITIONS ................................ 1
- OPERATIONAL CONDITIONS ...................... 2
- TAKEOFF PERFORMANCE ....................... 2
- TAKEOFF FROM A :
WET RUNWAY ............................ 2A
6.3 MM (1/4 INCH) WATER COVERED RUNWAY ........ 5
12.7 MM (1/2 INCH) WATER COVERED RUNWAY ....... 6
6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY ......... 7
12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY ........ 8
COMPACTED SNOW COVERED RUNWAY ............. 9
-SPRAY PATTERN ............................. 11
- CROSSWIND ................................ 11
- TAXIING ................................... 12
- TAKEOFF .................................. 12
- LANDING .................................. 13
- EXAMPLES ................................. 14
04.15
FERRY FLIGHT WITH NO SLATS
04.20
FLIGHT WITHOUT CABIN PRESSURIZATION

-GENERAL ...................................
- OXYGEN REOUIREMENTS ........................
- FLIGHT PLANNING AND EXECUTION .................
-SYSTEMS ..................................
-PERFORMANCE DATA ...........................
1
1
3
4
6
FLIGHT WITH GEAR DOWN

-GENERAL ...................................
- LIMITATIONS ................................
- PROCEDURES ................................
- PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
1
1
4
04.25
04.30
CCM ALL
HIGH ALTITUDE OPERATION ~
~--
c~~~~
04.35
SPECIAL OPERATIONS
2.04.00
CONTENTS
SEO 001
FLIGHT OVER MOUNTAINOUS AREA

- INTRODUCTION ..............................
- ENGINE FAlLURE .............................
- DEPRESSURIZATION ...........................
- CONCLUSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
p 2
I REV 25
1
1
2
2
04.40
EXTENDED RANGE OPERATIONS

- GENERAL .................................. 1
- OPERATIONAL LIMITATIONS ...................... 1
- DISPATCH CONSIDERATION ....................... 3
- DIVERSION DURING EXTENDED RANGE OPERATIONS ...... 8
- PROCEDURES ............................... 9
- PERFORMANCE ............................. 11
04.45
ENGINE INTERMIX OPERATIONS ~

- GENERAL .................................. 1
- ENGINE PARAMETERS .......................... 1
- TAKEOFF PROCEDURE .......................... 1
04.50
REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

- GENERAL ..................................
- OPERATIONAL APPROVAL .......................
- REOUIRED EOUIPMENT FOR RVSM ..................
- PROCEDURES ...............................
R 04.51
R
R
R
CCM ALL
1
1
1
1
RNP
-GENERAL ................................... 1
- BRNAV IN EUROPEAN AIRSPACE ................... 2
- RNP-1 0 IN OCEANIC OR REMOTE AREAS .............. 3
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 001
p 1
I REV 32
I GENERAL I
This section presents the recommendations of Airbus Industrie for operations from wet
runways or from runways which are covered with contaminants such as standing water,
slush or snow.
CAUTION
Take oft from an icy runway is not recommended.
I DEFINITIONS I
DAMP
A runway is damp when the surface is not dry, but when the
water on it does not give it a shiny appearance.
WET
A runway is considered as wet when the surface has a shiny
appearance due to a thin layer of water. When this layer does
not exceed 3 mm depth, there is no substantial risk of
hydroplaning.
STANDING WATER
is caused by heavy rainfall and /or insufficient runway drainage
with a depth of more than 3 mm.
SLUSH
is water saturated with snow which spatters when stepping
firmly on it. lt is encountered at temperatures araund 5 C and
its density is approximately 0.85 kg/liter (7 .1 lb/US GAL).
WET SNOW
is a condition where, if compacted by hand, snow will stick
tagether and tend to form a snowbalL lts density is
approximately 0.4 kg/liter (3.35 lb/US GAL).
DRY SNOW
is a condition where snow can be blown if loose, or if
compacted by hand, will fall apart again upon release. lts
density is approximately 0.2 kg/liter (1.7 lb/US GAL).
COMPACTED SNOW
is a condition where snow has been compressed (a typical
friction coefficient is 0.2).
ICY
is a condition where the friction coefficient is 0.05 or below.
The performance given in this chapter has been divided into two categories which are
determined by the depth of the contaminant. For each of these categories an equivalent
depth of contaminant has been defined for which the performance deterioration is the
same.
1. WET RUNWAY and EOUIVALENT
Equivalent of a wet runway is a runway covered with or less than :
- 2 mm (0.08 inch) slush
- 3 mm (0.12 inch) water
- 4 mm (0.16 inch) wet snow
- 15 mm (0.59 inch) dry snow
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 100
p 2
I REV 33
2. CONTAMINATED RUNWAY
A linear 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
- 50.8 mm (2 inches) dry snow is equivalent to 6.3 mm (1/4 inch) slush
Note : 1. On a damp runway no performance degradation should be considered.
- - 2. Jt is not recommended to take oft from a runway covered with more than
2 inches of dry snow or 1 inch of wet snow.
I OPERATIONAL CONDITIONS I
Performance penalties for takeoft as published in this section are computed with the
following assumptions :
- The contaminant is in a layer of uniform depth and density over the entire length of the
runway.
- Antiskid and spoilers are operative.
- The friction coefficient is based on studies and checked by actual tests.
- The screen height at the end of takeoft segment is 15 feet, not 35 feet.
ln
-
addition, for contaminated runways only :

There is drag due to rolling resistance of the wheels.
There is drag due to spray on the airframe and gears.
Reverse thrust is used for the deceleration phase.
Maximum thrust is used for takeoff.
!'!E!!!_ :
The net flight path clears obstacles by 15 feet instead of 35 feet.
CAUTION
The method is based on the use of the RTOW charts established at optimum V2NS
and optimum V1NR. ln addition, when applying corrections for a wet runway, the
RTOW charts should also have been established with V1 min (minimum V1 of the V1
range). The method should not be used with takeoft charts computed for other
conditions. All tables have been established for TOGA (and Flexible Takeoff for wet
runways). Do not use them for Derated thrust.
R
R
R
R
R
Gorreet the determined maximum takeoft weight on dry runway to take into account ONH
and bleed effects, then apply the corrections given on the following pages.
Note : 1. The results obtained with this method may be different from the influence given
-at the bottom of the RTOW chart.
2. On contaminated runway, in some cases, no MTOW can be determined with this
method (box dashed below a given weight). A specific RTOW chart must then
be computed.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 100
P 2a
I REV 30
I TAKEOFF FROM A WET RUNWAY I
R
R
1. Determine the maximum takeoft weight or flexible temperature and associated speeds
on dry runway.
2. Two sets of tables are given depending on the use of thrust reversers and the presence
of clearway. Select the table to use as applicable to your case.
The runway length in the table corresponds to the available takeoft run (TORA)
3. Apply the corrections shown in the table to the maximum takeoft weight or flexible
temperature and associated speeds determined on dry runway.
4. Check that takeoft speeds are greater than the minimum values shown on the RTOW
chart.
lf one or more speeds are lower than these minimum values, apply the following
procedure :
- Actual TOW = maximum TOW
lf V1 is lower than minimum V1 (V1 limited by VMCG), take this last value as V1 and
further decrease weight by 3000 kg (6600 lb) per kt difterence between both values.
Check that VR and V2 are higher or equal to minimum values.
lf VR or/and V2 falls below the minimum values, takeoft is not possible.
- Actual TOW lower than maximum TOW
lf V1 corresponding to actual TOW is lower than the minimum V1 (V1 limited by
VMCG):
* lf maximum TOW has a V1 equal to or above minimum V1, retain minimum V1 as
V1 and decrease the flexible temperature by 4C per knot difterence between
them.
* ln the rare case when the V1 corresponding to maximum TOW falls below the
minimum V1, decrease maximum TOW by 3000 kg (6600 lb) per knot difterence
between them. Limit the actual TOW to the value found after this decrement. Take
V1 equal to minimum V1 and decrease the flexible temperature by 4C per knot
difterence between this last value and the V1 corresponding to the actual TOW.
Check that VR and V2 are higher than or equal to the minimum values.
lf VR or V2 corresponding to actual TOW falls below the minimum values, and if VR
and V2 corresponding to maximum TOW are above the minimum values, retain the
minimum speed value for VR and V2.
5. Check that V2 is above the minimum V2 value due to VMU. (refer to 2.02.25).
6. Check that the corrected flexible temperature is higher than OAT and Tref.
Note : Do not extrapolate below the shortest runway Jength provided in the tab/e.
lf no minimum speed value is avai/ab/e, use the conservative values provided on
--
2.02.25.
CCM ALL
~--
c~~~~
p 3
SPECIAL OPERATIONS
2.04.1 0
SEO 190
I REV 28
R DECELERATING WITHOUT REVERSE THRUST (NO CLEARWAY)

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement ("C)
MAX TO Weight
decrement (1000 kg)
(1000 lb)
VI decrement (kt)
VR and V2
decrement (kt)
I + F
2500
8000
3000
10000
3500
12000
and above
2000
6500
2500
8000
3000
10000
and above
1500
5000
2000
6500
2500
80000
and above
1.0
2.2
14
1.0
2.2
15
0.8
1.8
14
1.0
2.2
13
1.0
2.2
14
1.0
2.2
15
0.8
1.8
13
0.9
2.0
13
1.1
2.4
14
R DECELERATING WITH REVERSE THRUST (NO CLEARWAY)

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement ("C)
MAX TO Weight
decrement (1000 kg)
(1000 lb)
VI decrement (kt)
VR and V2
decrement (kt)
CCM ALL
I + F
2500
8000
3000
10000
3500
12000
and above
2000
6500
2500
8000
3000
10000
and above
1500
5000
2000
6500
2500
80000
and above
0.0
0.0
9
0.3
0.7
9
0.4
0.9
10
0.0
0.0
9
0.3
0.7
9
0.4
0.9
10
0.0
0.0
9
0.0
0.0
9
0.4
0.9
9
~--
c~~~~
p 4
SPECIAL OPERATIONS
2.04.1 0
SEO 190
I REV 28
DECELERATING WITHOUT REVERSE THRUST (WITH CLEARWAY)

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement ("C)
MAX TO Weight
decrement (1000 kg)
(1000 lb)
VI decrement (kt)
VR and V2
decrement (kt)
+F
2500
8000
3000
10000
3500
11500
and above
2000
6500
2500
8000
3000
10000
and above
1750
5750
2000
6500
2500
8000
and above
2.5
5.5
12
2.1
4.6
12
1.7
3.7
11
2.5
5.5
11
2.5
5.5
12
1.8
3.9
12
2.1
4.6
10
2.4
5.2
12
2.2
4.8
12
DECELERATING WITH REVERSE THRUST (WITH CLEARWAY)

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement ("C)
MAX TO Weight
decrement (1000 kg)
(1000 lb)
VI decrement (kt)
VR and V2
decrement (kt)
CCM ALL
+F
2500
8000
3000
10000
3500
11500
and above
2000
6500
2500
8000
3000
10000
and above
1750
5750
2000
6500
2500
8000
and above
1.4
3.0
6
1.3
2.8
7
0.8
1.7
5
1.6
3.5
6
1.4
3.0
6
1.2
2.6
7
1.5
3.3
6
1.6
3.5
7
1.4
3.0
7
~--
c~~~~
p 5
SPECIAL OPERATIONS
2.04.1 0
SEO 190
I REV 26
16.3 MM (1/4 INCH) WATER COVERED RUNWAY I

- Determine maximum takeoft weight on dry runway.
- Apply the following weight decrement versus takeoft configuration and runway length
to determine a corrected weight.
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(ml
(ft)
2500
8000
Weight decrement
(1 000 kgl
15.0
CONF 1
+F
3000 3500
10000 11500
12.0
4000
2000
13000
6500
and above
9.0
6.0
14.0
CONF 2
CONF 3
2500
8000
2000
6500
2500
8000
and above
14.0
11.0
1750
3000
10000
5700
and above
14.0
13.0
14.0
- Enter the following tables with the corrected weight to determine MTOW, then
determine takeoft speeds associated with actual TOW.
CORRECTED WEIGHT (1 000 kgl <49.1 49.1

MTOW (1000 kgl
48
0
N
F ACTUAL WEIG HT (1 000 kgl
1
V2 (kt IASI
+
VR (kt IASI
F
V1 (kt IASI
S::48
127
123
112
49.3
49.3
49.3 to 70
EOUAL TO CORRECTED WEIGHT
49.3
129
125
112
50
130
126
113
52
132
128
115

MTOW (1000 kgl
48
52
49
53
53
52
131
127
112
53
132
128
112
54
135
131
118
56
137
133
120
58
139
135
122
60
141
137
124
62
143
139
126
64
145
141
128
66
148
144
131
68
150
146
133
70
152
148
135
68
149
145
129
70
151
147
131
0
N
F
2
ACTUAL WEIG HT (1 000 kgl

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
126
122
112
50
129
125
112
53 to 70
54
133
129
113
56
136
132
116
58
138
134
118
60
140
136
120
62
142
138
122
64
144
140
124
66
147
143
127

MTOW (1000 kgl
48
0
N
F
3
CCM ALL

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
123
120
112
50
126
123
112
54
54
52
128
125
112
54 to 70
54
130
127
112
56
132
129
114
58
134
131
116
60
136
133
118
62
138
135
120
64
141
138
123
66
143
140
125
68
145
142
127
70
147
144
129
~--
c~~~~
p 6
SPECIAL OPERATIONS
2.04.1 0
SEO 190
I REV 26
112.7 MM (1/2 INCH) WATER COVERED RUNWAY I

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(ml
(ft)
2500
8000
Weight decrement
(1 000 kgl
17.0
CONF 1
+F
3000 3500
10000 11500
16.0
4000
2000
13000
6500
and above
14.0
13.0
18.0
CONF 2
CONF 3
2500
8000
2000
6500
2500
8000
and above
16.5
15.0
1750
3000
10000
5700
and above
16.5
16.5
16.5
Enter the following tables with the corrected weight to determine MTOW, then determine
takeoft speeds associated with actual TOW.
CORRECTED WEIGHT (1 000 kgl < 48

MTOW (1000 kgl
48
48
S::48
127
124
116
50
130
127
119
CORRECTED WEIGHT (1 000 kgl <48

MTOW (1000 kgl
48
48
0
N
F ACTUAL WEIGHT (1 000 kgl
1
V2 (kt IASI
+
VR (kt IASI
F
V1 (kt IASI
48 to 70
52
132
129
121
54
135
132
124
56
137
134
126
58
139
136
128
60
141
138
130
62
143
140
132
64
145
142
134
66
148
145
137
68
150
147
139
70
152
149
141
66
147
144
137
68
149
146
139
70
151
148
141
66
143
140
132
68
145
142
134
70
147
144
136
0
N
F
2
ACTUAL WEIGHT (1 000 kgl

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
126
123
116
50
129
126
119

MTOW (1000 kgl
48
48
48 to 70
52
131
128
121
54
133
130
123
56
136
133
126
58
138
135
128
60
140
137
130
62
142
139
132
64
144
141
134
c
0
N
F
3
CCM ALL

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
123
120
112
50
126
123
115
48 to 70
52
128
125
117
54
130
127
119
56
132
129
121
58
134
131
123
60
136
133
125
62
138
135
127
64
141
138
130
~--
c~~~~
p 7
SPECIAL OPERATIONS
2.04.1 0
SEO 190
I REV 26
16.3 MM (1/4 INCH) SLUSH COVERED RUNWAY I

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(ml
(ft)
2500
8000
Weight decrement
(1 000 kgl
13.0
CONF 1
+F
3000 3500
10000 11500
10.0
4000
2000
13000
6500
and above
7.5
6.5
14.5
CONF 2
CONF 3
2500
8000
2000
6500
2500
8000
and above
12.5
11.0
1750
3000
10000
5700
and above
12.5
10.0
13.5

MTOW (1000 kgl
48
0
N
1
V2 (kt IASI
+
VR (kt IASI
F
V1 (kt IASI
S::48
127
123
112
49.3
49.3
49.3
129
125
112
50
130
126
113

MTOW (1000 kgl
48
49.3
49.3
49.3 to 70
52
132
128
115
54
135
131
118
56
137
133
120
58
139
135
122
60
141
137
124
62
143
139
126
64
145
141
128
66
148
144
131
68
150
146
133
70
152
148
135
66
147
143
131
68
149
145
133
70
151
147
135
0
N
F
2

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
126
122
112
49.3
128
124
112
50
129
125
113

MTOW (1000 kgl
51
48
52
52
50
126
123
112
52
128
125
112
49.3 to 70
52
131
127
115
54
133
129
117
56
136
132
120
58
138
134
122
60
140
136
124
62
142
138
126
64
144
140
128
c
0
N
F
3
CCM ALL

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
123
120
112
52 to 70
54
130
127
114
56
132
129
116
58
134
131
118
60
136
133
120
62
138
135
122
64
141
138
125
66
143
140
127
68
145
142
129
70
147
144
131
~--
c~~~~
p 8
SPECIAL OPERATIONS
2.04.1 0
SEO 190
I REV 26
112.7 MM (1/2 INCH) SLUSH COVERED RUNWAY I

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(ml
(ft)
2500
8000
Weight decrement
(1 000 kgl
16.5
CONF 1
+F
3000 3500
10000 11500
15.0
4000
2000
13000
6500
and above
13.0
13.0
17.5
CONF 2
CONF 3
2500
8000
2000
6500
2500
8000
and above
16.5
14.0
1750
3000
10000
5750
and above
16.0
14.5
17.0

MTOW (1000 kgl
48
48
S::48
127
124
119
50
130
127
122

MTOW (1000 kgl
48
48
0
N
F ACTUAL WEIGHT (1 000 kgl
1
V2 (kt IASI
+
VR (kt IASI
F
V1 (kt IASI
48 to 70
52
132
129
124
54
135
132
127
56
137
134
129
58
139
136
131
60
141
138
133
62
143
140
135
64
145
142
137
66
148
145
140
68
150
147
142
70
152
149
144
66
147
144
138
68
149
146
140
70
151
148
142
66
143
141
134
68
145
143
136
70
147
145
138
0
N
F
2

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
126
123
117
50
129
126
120

MTOW (1000 kgl
48
48
48 to 70
52
131
128
122
54
133
130
124
56
136
133
127
58
138
135
129
60
140
137
131
62
142
139
133
64
144
141
135
c
0
N
F
3
CCM ALL

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
123
121
112
50
126
124
117
48 to 70
52
128
126
119
54
130
128
121
56
132
130
123
58
134
132
125
60
136
134
127
62
138
136
129
64
141
139
132
~--
c~~~~
p 9
SPECIAL OPERATIONS
2.04.1 0
SEO 190
I REV 26
I COMPACTED SNOW COVERED RUNWAY I

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(ml
(ft)
2500
8000
Weight decrement
(1 000 kgl
8.5
CONF 1
+F
3000 3500
10000 11500
4.5
CONF 2
CONF 3
4000
2000 2500
1750
3000
13000
65000 8000
10000
5700
and above
and above
4.5
4.5
11.5
6.5
4.5
2000
6500
2500
8000
and above
8.0
5.0
9.5

MTOW (1000 kgl
48
48
S::48
127
122
112
50
130
125
115
0
N
1
V2 (kt IASI
+
VR (kt IASI
F
V1 (kt IASI
48 to 70
52
132
127
117
54
135
130
120
56
137
132
122
58
139
134
124
60
141
136
126
62
143
138
128
64
145
140
130
66
148
143
133
68
150
145
135
70
152
147
137

MTOW (1000 kgl
48
0
N
F
2

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
126
121
112
51
51
51 to 70
50
129
124
112
51
130
125
112
52
131
126
113

MTOW (1000 kgl
48
54
51
55
55
52
128
125
112
54
130
127
112
54
133
128
115
56
136
131
118
58
138
133
120
60
140
135
122
62
142
137
124
64
144
139
126
66
147
142
129
68
149
144
131
70
151
146
133
68
145
142
126
70
147
144
128
c
0
N
F
3
CCM ALL

V2 (kt IASI
VR (kt IASI
V1 (kt IASI
S::48
123
120
112
50
126
123
112
55 to 70
55
131
128
112
56
132
129
113
58
134
131
115
60
136
133
117
62
138
135
119
64
141
138
122
66
143
140
124
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 001
CCM ALL
p 10
I REV 22
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 001
p 11
I REV 21
I SPRAY PATTERN I
There is a little chance of the engines ingesting fluid, which in any case should not
jeopardize safety. The risk of ingestion is independent of the depth of the contaminant.
I CROSSWIND I
To optimize directional control during the low speed phase of the takeoft and landing roll
and according to the reported braking action given by the control tower, it is not
recommended to take oft or to land with a crosswind component higher than :
R
Reported
braking
action
Maximum crosswind
(kt)
Takeoff
Landing
Equivalent
runway
condition **
;;:: 0.4
29 *
33 *
Good/medium
0.39 to 0.36
29
29
Medium
0.35 to 0.3
25
Medium/paar
0.29 to 0.26
20
2/3
:::; 0.25
15
3/4
4/5
Good
Poor
Unreliable
*
**
CCM ALL
Reported runway
friction
coefficient
2/3
This is the maximum crosswind demonstrated for dry and wet runway.
Equivalent runway condition (only valid for maximum crosswind determination)
1. Dry, damp or wet runway (less than 3 mm 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. lcy runway or high risk of hydroplaning
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 001
p 12
I REV 25
I TAXIING I
- FOLLOWING TAXIING PROCEDURES ...................... CONSIDER

-
Avoid high thrust settings.

When taxiing on slippery surfaces, stay weil behind preceding aircraft.
Taxi at low speed. Note that antiskid does not operate at low taxi speeds.
On slippery taxiways during turns with large nose wheel steering angles, noise and
vibration may result from the wheels slipping sideways. Keep speed as low as
possible to make a smooth turn with minimum radius. Differential power may be
needed.
- lf taxiing in icing conditions with precipitation on runways and taxiways
contaminated with slush or snow :
Before takeoft keep flaps/slats retracted until reaching the holding point on the
takeoft runway to avoid contaminating the mechanism. Hold the BEFORE TO
checklist at FLAP SETTING and finish it after extending flaps/slats.
When taxiing in after landing, do not retract the flaps/slats to avoid darnage of the
structure.
After engine shutdown make a visual inspection to determine that the flap/slat
mechanism is free of contamination.
When the mechanism is clean, use the following procedure to retract the flaps/slats
before the aircraft electric network is de-energized :
- Select ON the YELLOW and BLUE ELEC PUMP.
- Retract the FLAPS and monitor retraction on ECAM page.
- Select OFF the YELLOW and BLUE ELEC PUMP and resume with normal
procedure.
Note : On contaminated runways and taxiways, the radio altitude indications may
fluctuate and auto ca/1 outs or GPWS warnings may be activated. Disregard
them.
During taxi on snowy runways, the radio altimeters may not compute any data
and the ECAM warnings 'DUAL ENG FA/LURE', 'ANTI/CE CAPT TAT FAULT',
'ANTI/CE F/0 TAT FAULT: 'UG SHOCK ABSORBER FAULT' may be triggered.
Disregard these warnings.
R
R
R
R
I TAKEOFF I
- FOLLOWING TAKEOFF PROCEDURES
CONSIDER
- For contaminated runways, select MAX TO.

- Do not abort takeoft for minor deficiencies even at low speeds.
lf you have to abort takeoff, maintain directional control with the rudder and small
inputs to the nose wheel. lf necessary, use differential braking to regain the center
line when stopping distance permits.
- Do not Iift the nose wheel before VR in an attempt to avoid splashing slush on the
aircraft, because this produces additional aerodynamic drag.
- Rotate, Iift oft and retract gear and high Iift devices in the normal manner.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 001
p 13
I REV 21
I LANDING I
- FOLLOWING LANDING PROCEDURES ..................... CONSIDER

R
- Avoid landing on contaminated runways if the antiskid is not functioning. The use of
autobrake LOW or MED is recommended provided that the contamination is evenly
distributed.
- Approach at the normal speed.
- Make a positive touchdown after a briet flare.
- As soon as the aircraft has touched down, lower the nose wheel onto the runway and
select maximum reverse thrust.
Do not hold the nose wheel oft the ground.
- lf necessary, the maximum reverse thrust can be used until the aircraft is fully
stopped.
- lf the runway length is limiting, apply the brakes before lowering the nose gear onto
the runway, but be prepared to apply back stick to counter the nose down pitch
produced by the brakes application. (The strength of this pitching moment will
depend on the brake torque attainable on the slippery runway).
- Maintain directional control with the rudder as lang as possible, use nose wheel
steering with care.
- When the aircraft is at taxi speed, follow the recommendations for taxiing.
Note : lf there is snow, visibility may be reduced by snow blowing torward at Jow
speeds if reversers are not cancel/ed.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 140
p 14
I REV 26
I EXAMPLES I
TAKEOFF PERFORMANCE ON DRY RUNWAY
Data
Runway length : 3000 m, OAT = 36C, no wind, CONF 1+F
- Determine maximum takeoft weight on dry runway from RTOW chart (Refer to FCOM
2.02.10 p 6)
CONF 1 + F
OAT
oc
'"'_,_
I
;::;
34.0
_,_
36.0
0
I
N
0
I
"'u
38.0
lAlLWIND
-10 KT
3/4
68.1
147/47/50
68.0 3/4
147/47/50
67.9 3/4
147/47/49
Maximum TOW
lAlLWIND
-5 KT
3/4
69.1
150/50/53
69.0 3/4
150/50/52
69.0 3/4
150/50/53
70100 kg, V1
WIND
0 KT
70.2 4/4
151/51/54
4/4
70.1
151/51/54
4/4
70.0
151/51/53
151 kt, VR
HEADWIND
10 KT
4/4
70.8
152/52/55
4/4
70.7
152/52/55
4/4
70.7
152/52/55
151 kt, V2
HEADWIND
20 KT
4/4
71.6
152/52/55
4/4
71.5
152/52/55
4/4
71.4
152/52/55
154 kt.
TAKEOFF PERFORMANCE ON WET RUNWAY

With no thrust reversers operating and assuming that no clearway was used to compute
the dry RTOW chart, use the table from 2.04.1 0 p 3.
TAKEOFF CONFIGURATION
RUNWAY LENGHT
(m)
(ft)
"'
'"'_,_
0
"'_,_I
FLEX TO TEMPERATURE
DECREMENT ( o C)
MAX TO WEIGHT
DECREMENT (1000 kg)
( 1000 Lb)
V1 DECREMENT (kt)
VR AND V2 DECREMENT (kt)
;::;
I
_,_
0
I
N
0
I
"'u
~
1+F
2500 3000 3500 2000 2500 3000 1500 2000 2500

8000 10000 12000 6500 8000 10000 5000 6500 8000
AND
AND
AND
ABOVE
ABOVE
ABOVE
2
1.0
2.2
14
3
1.0
2.2
15
4
0.8
1.8
14
4
1.0
2.2
13
2
1.0
2.2
14
3
1.0
2.2
15
4
0.8
1.8
13
2
0.9
2.0
13
2
1.1
2.4
14
3
Maximum takeoft weight correction :

MTOW = 70100- 1000 = 69100 kg, V1 = 151 - 15 = 136 kt, VR = 151 - 4 =
14 7 kt, V2 = 154 - 4 = 150 kt.
Flex temperature correction :
Assuming an actual takeoft weight of 69000 kg and an initial flex temperature of 45C.
TOW = 69000 kg ==> Flex temperature = 45 - 2 = 43C
V1 = 149 - 15 = 134 kt, VR = 150 - 4 = 146 kt, V2 = 153 - 4 = 149 kt.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.1 0
SEO 140
p 15
I REV 26
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH
Data
Runway length : 3000 m, OAT = 5C, no wind, CONF 1 + F
- Determine maximum takeoft weight on dry runway (refer to FCOM 2.02.1 0 p 6)
OAT
oc
0
I
0
""
0
I
N
10
I
~
CONF 1 + F
TAILWIND
TAILWIND
WIND
HEADWIND
HEADWIND
- 10 kt
- 5 kt
0 kt
10 kt
20 kt
3/4 70.7
4/4 71.7
4/4 72.6
4/4 73.4
4/4
69.7
152/52/55
153/53/56
154/54/56
155/55/58
155/55/58
3/4 70.3
4/4 71.3
4/4 72.1
4/4 72.9
4/4
69.3
152/52/55
152/52/55
153/53/56
154/54/57
155/55/58
Maximum takeoft weight on dry runway = 71500 kg

- Determine a corrected weight (refer to FCOM 2.04.1 0 p 8)
"'""
""
"'
TAKEOFF
CONFIGURATION
CONF 1
CONF 2
CONF 3
RUNWAY LENGTH
(m)
I
0
(ft)
""
4000
3000
2500
2500 3000 3500
2000 2500 10000
1750 2000
8000
8000 10000 11500 and13000
6500
8000
5750
6500
above
and above
and above
I
N
WEIGHT DECREMENT 16.5 15.0 13.0

(1000 kg)
0
I
~
13.0
17.5 16.0
14.5
17.0 16.5
14.0
Corrected weight = 71500 - 15000 = 56500 kg

- Determine maximum takeoft weight and associated speeds :
CORRECTED WEIGHT (1000 kg) < 48
u
48
48 to 70
48
EQUAL TO CORRECTED WEIGHT
~48
50
MTOW (1000 kg)
0
N
F ACTUAL WEIGHT (1000 kg)
""0 1
V2 (kt lAS)
+
0
VR (kt lAS)
I
F
u
V1 (kt lAS)
~
~
I
0
I
N
52
54
56
58
60
62
64
66
68
70
127
130
132
135
137
139
141
143
145
148
150
152
124
127
129
132
134
136
138
140
142
145
147
149
119
122
124
127
129
131
133
135
137
140
142
144
MTOW = 56500 kg
V1 = 129 kt, VR = 135 kt, V2
CCM ALL
138 kt
~--
c~~~~
SPECIAL OPERATIONS
2.04.15
FERRY FLIGHT WITH NO SLATS
SEO 001
I FERRY FLIGHT WITH NO SLATS I
TO BE ISSUED LATER
CCM ALL
p 1
I REV 20
~--
c~~~~
SPECIAL OPERATIONS
2.04.20
FLIGHT WITHOUT CAB PRESSURIZATION SEO 001
p 1
I REV 21
I GENERAL I
The aircraft may fly without cabin pressurization because of an aircraft system deficiency
(see MEL) or after a decompression in flight. The pilot's choice offlight Ievei and airspeed
depends on the cause of the depressurization, the distance to fly, the topographic
conditions and the meteorological conditions.
I OXYGEN REQUIREMENTS I
CREW MEMBERS
See FAR 121.329 or JAR-OPS 1.770
PASSENGERS
For flight at cabin pressure altitudes above 10000 feet, up to and including 14000 feet,
there must be enough oxygen to supply 10% of the passengers for the flight at those
altitudes that lasts more than 30 minutes.
For flight at cabin pressure altitudes above 14000 feet, up to and including 15000 feet,
there must be enough oxygen for 30 % of the passengers.
For flight at cabin pressure altitudes above 15000 feet, there must be enough oxygen for
all passengers.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
CCM ALL
2.04.20
p 2
I REV 20
~--
c~~~~
SPECIAL OPERATIONS
2.04.20
p 3
I REV 27
I FLIGHT PLANNING AND EXECUTION
ALTITUDE
Flight raute planning should consider the above-stated restriction in cabin altitude. lf cabin
altitude exceeds 9550 350 feet, the EXCESS CAB ALT warning on the ECAM will be
activated. When above 14000 feet, the passenger oxygen masks will drop automatically.
Therefore, the recommended maximum altitude for prolonged flight is FL 100. The minimum
altitude should be selected by respecting :
- The Minimum Safe Altitude (MSA),
- Turbulence, which is uncomfortable for passengers and,
- Low Outside Air Temperature (OAT), which can be uncomfortable for passengers when
the cabin is ventilated by ram air only.
AIRSPEED
lf decompression is due to structural damage, consider airspeed reduction. Use slats and
flaps, as necessary, to establish low speed conditions. ln addition, turbulent conditions are
uncomfortable for passengers, and gust response should be minimized by reducing
airspeed.
CLIMB AND DESCENT RATE
Takeoff must be performed normally, and the rate of climb must be limited to about
500 feeVminute, to ease the pressure change feit by passengers and crew.
Likewise, the rate of descent must be limited to about 1000 feeVminute, except for the final
approach which must be performed normally. Notify the ATC of any performance deficiency
by a remark in the flight plan.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
p 4
2.04.20
I REV 24
EMERGENCY DESCENT IN CASE OF RAPID DEPRESSURIZATION

ln case of depressurization, oxygen is supplied to passengers through individual modules,
the capacity of which is so that the aircraft must descend and remain below the following
profile.
FL
390
"'
'"'
0
0
'"'
"'
I
180
140
100
80
0
0
0
N
"'
0
FL100
.----------.'t---\,~::::_-
I
N
FL80
\__---------I~MINUTES
0
I
~
TIME OF DEPRESSURIZATION
I SYSTEMS I
FAlLURE OCCURRING IN FLIGHT

Apply abnormal and emergency procedure required by ECAM.
FAlLURE PRESENT AT DISPATCH
if flight with both packs inoperative

- PACK 1 and 2 ....................................... OFF
- RAM AIR ........................................... ON
Note: lf the ((AVIONICS SMOKE}} procedure has to be applied the following flight
- - time limitations have to be considered to protect the avionic equipment :
At ISA + 40: 0.5 hour
At ISA + 30: 1.5 hour
At ISA + 20 : 4 hours
At ISA + 10 and below : No Iimitation.
(*) Between FL 80 and FL 100, oxygen must be provided for 2 % of the passengers.
This is achieved by portable oxygen. When, this is no Ionger achievable, descend
to FL 80. For performance at FL 80/250 kt, use data for FL 100/LRC given in
3.05.15 and increase fuel consumption by 6 %.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.20
p 5
I REV 29
lf both CAB PRESS systems are inoperative, or if there is structural darnage :

- PACK 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- MODE SEL ......................................... MAN
- V/S CTL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

Use V/S CTL to set the outflow valve opening to 50 %.
- OUTFLOW VALVE HALF OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

The outflow valve opening is limited to 50 %, to avoid the cabin air suction effect.
- MAX FL ...................................... 100 or MSA
TAKEOFF
Limit the aircraft's rate of climb to about 500 feet/minute.
CLIMB
Note : The EXCESS GAB ALT warning may occur.
Use the ECAM CLR pushbutton to clear the warning.
DESCENT
Limit the aircraft's rate of descent to about 1000 feet/minute. Perform the final approach
normally.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.20
p 6
I REV 27
I PERFORMANCE DATA I
The following table enables the fuel consumption and the time needed from takeoft to
landing to be determined in case of flight without cabin pressurization.
The table is established for :
- Takeoff
- Climb from 1500 ft at 250 kt
- Lang range cruise speed at FL 100
- Descent to 1500 ft at 250 kt
- Approach and landing : IMC procedure 11 0 kg or 240 lb (6 min)
- ISA temperature
- CG = 25%
- Normal air conditioning
- Anti ice OFF
The table on page 8 gives the conversion from ground distance to air distance
Note: For each degree Ce/cius above ISA temperature apply a correction of 0.01
{kg/C/NM) or 0.022 {lb/C/NM).
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
p 7
2.04.20
I REV 27
R
FLIGHT PLANNING FROM BRAKE RELEASE TO LANDING
CLIMB : 250 KT- CRUISE LONG RANGE - DESCENT : 250KT
IMC PROCEDURE : 110 KG f6MINl
FL
FUEL CONSUMED (KG)
NORMAL AIR CONDITIONING
ISA
TIME (H.MINl
ANTI-ICING OFF
CG = 25.0%
AIR
DIST.
(NM)
220
240
260
280
300
320
340
360
380
400
420
440
460
480
500
520
540
560
580
600
620
640
660
680
700
CCM ALL
100
INITIAL WEIGHT (lOOOKG)
50
2003
0.55
2157
1.00
2311
1.04
2464
1.09
2618
1.13
2771
1.18
2924
1.22
3076
1.27
3229
1.31
3381
1.36
3533
1.40
3684
1.45
3836
1.49
3987
1.54
4138
1.58
4288
2.03
4439
2.08
4589
2.12
4739
2.17
4889
2.21
5038
2.26
5187
2.31
5336
2.35
5485
2.40
5634
2.44
AIR CONDITIONING
OFF
FUEL = - 3%
55
60
65
70
75
80
2080
0.53
2242
0.57
2404
1.01
2565
1.05
2727
1.08
2888
1.12
3048
1.16
3209
1.20
3370
1.24
3530
1.28
3689
1.33
3849
1.37
4008
1.41
4167
1.45
4326
1.49
4484
1.53
4643
1.58
4801
2.02
4958
2.06
5116
2.10
5273
2.15
5431
2.19
5588
2.23
5744
2.28
5901
2.32
2151
0.52
2318
0.55
2485
0.59
2652
1.03
2818
1.06
2985
1.10
3152
1.14
3318
1.17
3484
1.21
3650
1.25
3816
1.29
3981
1.32
4147
1.36
4312
1.40
4477
1.44
4642
1.47
4807
1.51
4971
1.55
5136
1.59
5300
2.02
5464
2.06
5628
2.10
5792
2.14
5956
2.18
6119
2.21
2219
0.51
2390
0.55
2562
0.58
2733
1.02
2904
1.05
3075
1.09
3246
1.13
3416
1.16
3587
1.20
3757
1.23
3928
1.27
4098
1.31
4268
1.34
4437
1.38
4607
1.41
4776
1.45
4946
1.49
5115
1.52
5284
1.56
5453
2.00
5621
2.03
5790
2.07
5958
2.11
6126
2.14
6294
2.18
2291
0.51
2467
0.54
2643
0.58
2819
1.01
2994
1.05
3169
1.08
3344
1.12
3519
1.15
3694
1.19
3869
1.22
4043
1.26
4218
1.29
4392
1.33
4566
1.36
4739
1.40
4913
1.43
5087
1.47
5260
1.50
5433
1.54
5606
1.57
5779
2.01
5952
2.04
6125
2.08
6297
2.12
6470
2.15
2369
0.51
2549
0.54
2729
0.57
2908
1.01
3088
1.04
3267
1.08
3446
1.11
3626
1.14
3804
1.18
3983
1.21
4162
1.25
4340
1.28
4519
1.32
4697
1.35
4875
1.39
5053
1.42
5230
1.45
5408
1.49
5585
1.52
5763
1.56
5940
1.59
6117
2.03
6294
2.06
6470
2.10
6647
2.13
TOTAL
ANTIICE ON
FUEL = + 5.5 %
2450
0.50
2635
0.54
2819
0.57
3003
1.00
3187
1.04
3370
1.07
3554
1.10
3737
1.14
3920
1.17
4103
1.20
4286
1.24
4469
1.27
4651
1.30
4834
1.34
5016
1.37
5198
1.41
5380
1.44
5562
1.47
5743
1.51
5925
1.54
6106
1.58
6287
2.01
6468
2.04
6649
2.08
6830
2.11
ENGINE
ANTIICE ON
FUEL = + 3%
~--
c~~~~
SPECIAL OPERATIONS
2.04.20
FLIGHT WITHOUT CAB PRESSURIZATION SEO 11 0
p 8
I REV 23
GROUND DISTANCE/AIR DISTANCE CONVERSION

GROUND
DIST.
(NM)
40
60
80
100
120
140
160
180
200
220
240
260
280
300
320
340
360
380
400
420
440
460
480
500
520
540
560
580
600
AIR DISTANCE (NM)
TAIL WIND
+150
+100
29
32
44
48
58
64
73
80
88
96
102
112
117
128
131
144
146
160
160
176
175
192
190
208
204
224
219
240
233
256
248
273
263
289
277
305
292
321
306
337
321
353
335
369
350
385
365
401
379
417
394
433
408
449
423
465
438
481
WIND COMPONENTS (KT)

-50
+50
0
36
40
46
53
60
68
71
80
91
89
100
114
107
120
137
125
140
160
142
160
183
160
180
205
178
200
228
196
220
251
214
240
274
231
260
297
249
280
320
267
300
342
285
320
365
303
340
388
320
360
411
338
380
434
356
400
457
374
420
479
392
440
502
409
460
525
427
480
548
445
500
571
463
520
593
481
540
616
498
560
639
516
580
662
534
600
685
HEAD WIND
-100
-150
53
64
80
95
106
127
133
159
159
191
186
223
213
255
239
286
266
318
292
350
319
382
346
414
372
445
399
477
425
509
452
541
478
573
505
604
532
636
558
668
585
700
611
732
638
764
665
795
691
827
718
859
744
891
771
923
797
954
FLIP23D A31 9-114 CFM56-5A5 3410 03301.000011 0250300 .7801 .00000 0 0300350 0 0 77 64 43 61 18590 FCOM-N0-02-04-20-008-11 0
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 100
p 1
I REV 30
I GENERAL I
This Chapter applies to dispatch with landing gear down. However, the limitations and
inflight performance also apply in case of an inflight landing gear retraction failure.
Revenue flight is permitted, with the landing gear down and the gear doors closed, in the
conditions stated below.
I LIMITATIONS I
R
R
R
- Do not fly into expected icing conditions.

- Ditching with the landing gear down has not been demonstrated.
- Disregard FM fuel predictions. Other predictions should also be disregarded (altitude,
speed and time), except time predictions at waypoints when in cruise.
- Do not use managed speed (except in approach) and CLB and DES autopilot modes.
- ALTITUDE ALERT is not available.
I PROCEDURES I
PREFLIGHT
VMO/MMO with the landing gear down is 235 knots/M.60. ln the avionics compartment,
on 188 VU, the VMO-MMO switch must be set to the UG DOWN>~ position.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 100
CCM ALL
p 2
I REV 20
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 035
p 3
I REV 23
ABN AND EMER PROCEDURES

FLIGHT CONTROLS
Failure cases which would normally Iead to ALTN law will, with
F/CTL laws down to DIRECT law.
UG extended, degrade
FAlLURE OF BOTH ENGINES
Follow ECAM procedures (even if some actions seem useless) unless modified by
procedures below :
- lf APU available : perform an assisted relight when below FL 200.
- lf APU not available
Do not attempt an APU start (APU start inhibited in this configuration)
Windmilling relight can be performed as lang as speed is above 300 knots
(corresponding N2 above 12%).
ln this case, increase aircraft speed and disregard VMO warning.
- Flight controls are in direct laws. Use manual pitch trim as necessary (not indicated on
PFD if APU GEN not available).
- ln approach, set CONF 1 at or above 200 knots. Do not select flaps/slats below
200 knots.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 050
p 4
I REV 21
I PERFORMANCE I
Consider the increase in drag to determine the takeoft weight and fuel consumption.
CONF 1 + F is the recommended takeoft configuration.
Note : Takeoff with tail wind is not recommended.
Penalties on takeoft performance aftect second segment gradient condition, final takeoft
condition and en-route conditions. The takeoft weight to be retained is the most limiting of
these three conditions.
SECOND SEGMENT GRADIENT CONDITION

The RTOW charts or the quick reference tables give the basic information for normal
takeoft. To simplify, a constant weight reduction is applied whatever the Iimitation. This
weight reduction covers the most critical case presented for flying over an obstacle.
Weight reduction
1+ F
20%
17%
16%
METHOD
Use the RTOW chart or the quick-reference tables to define the maximum takeoft weight
for the conditions on the airport (temperature, pressure, wind, runway ... ), then apply the
above weight reduction.
FINAL TAKEOFF CONDITION

The final takeoft speed is VLS.
CCM ALL
~--
c~~~~
p 5
SPECIAL OPERATIONS
2.04.25
SEO 130
I REV 23
Use the graph below to determine the maximum takeoft weight associated with the final
takeoft condition.
AIR CONDITIONING ON
/
ANTI ICING OFF V
-r- --1000
I IO
-r- -
1000
-r-- 2000
I
I
-r-- 3000
-r-- 4000
-r-- 5o6o
-r-- I I
6000
-r-- 7000
I
I
-r-- 8000
-r- - 9ooo
-r- -10000
-r- -11000
-r- -12000
65
1\ \
1/
1/
\\1\
1/
\ \1\
1\
60
/
/
\ \
\1\ \
\ \ \1\ \
1\
\ \
1\ \ \ \ 1\\
\1\ \
\ 1\
1\
AIRPORT PRESSURE ALTITUDE (FT)
1/
y
50
\1\ \I\
45
\ \ \IY
\V
40
110
/
100
\1\ \1\ \IV

\1\ \I\ V
120
\ \ \I\ \ 1\
1\ \
55
130
\I\
1\
V
90
V
80
'"'
"'
I
0
0
"'N
""
35
I
N
0
I
"'u
~
CCM ALL
-7o -6o -so -4o -3o -20 -10 o
10 20 30 40 50
OUTSIDE AIR TEMPERATURE (DG.C)
<1ooo KG>
/
70
WEIGHT
( 1000 LB)
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 135
p 6
I REV 27
EN ROUTE CONDITION
Retain the lowest weight according to the most limiting condition (second segment or final
takeoft). Use the en raute net flight path on page 11 to check that in case of engine failure
the aircratt can clear the terrain on the raute by 1000 feet (climbing) or 2000 feet
(descending). lf necessary, reduce the takeoft weight. Read the speeds corresponding to
this weight in the RTOW chart or in the quick reference tables.
GO AROUND PERFORMANCE
See 3.05.35 for go-araund requirements.
Further decrease the basic limiting weight by 14 %.
FLIGHT PLANNING
CLIMB
Climb at 230 kVM.50 with both engines at maximum climb thrust. The table on page 7
gives the time, distance and fuel consumption according to takeoft weight.
CRUISE/DESCENT
The recommended cruise/descent speed is 230 kVM.50.
The ceiling on one engine may be a limiting factor, and the choice of the raute should reflect
this concern.
ENGINE FAlLURE
ln case of engine failure, the airplane will dritt down to the ceiling shown on page 12.
The thrust for dritt down will be Maximum Continuous.
The dritt down speed is equal to green dot speed.
HOLDING
Page 10 gives the holding parameters with slats out, this configuration being the least
penalizing for holding.
CCM ALL
~--
c~~~~
p 7
SPECIAL OPERATIONS
2.04.25
SEO 220
REV 29
R
CLIMB- 230KT/M.50- ALL ENGINES- L/G DOWN
MAX. CLIMB THRUST LIMITS
ISA
FROM BRAKE RELEASE
CG=25.0%
TIME (MIN)
ANTI-ICING OFF
FL
CCM ALL
TAS (KT)
WEIGHT AT BRAKE RELEASE (1 OOOKG)
44
290
270
250
240
220
200
180
160
140
120
100
50
15
FUEL (KG)
DISTANCE (NM)
17
78
15
69
13
60
12
56
11
48
9
40
8
32
6
25
5
20
4
16
4
12
2
6
1
2
1337
277
1229
275
1123
271
1069
269
959
264
845
258
722
247
617
238
527
228
447
218
375
207
212
168
108
105
48
19
90
17
79
15
68
14
64
12
54
10
45
9
35
7
28
6
22
5
18
4
14
2
6
1
2
1529
278
1397
276
1269
273
1205
271
1077
266
945
259
803
249
684
239
583
229
494
219
413
208
233
170
118
107
52
22
105
20
91
17
78
16
72
14
61
12
50
9
39
8
31
6
25
5
19
4
15
2
7
1
2
1762
280
1595
278
1439
274
1362
272
1210
267
1056
260
892
250
757
240
644
231
544
221
454
210
255
172
128
109
56
26
124
23
106
20
90
18
83
16
70
13
57
11
44
9
34
7
27
6
22
5
17
3
7
1
2
2055
282
1836
279
1639
276
1545
274
1363
269
1181
262
991
251
837
241
709
232
598
222
498
211
278
173
139
110
60
32
151
27
126
23
105
21
96
18
79
15
64
12
49
9
38
8
30
6
24
5
18
3
8
1
3
2450
284
2145
281
1888
278
1768
276
1542
270
1323
263
1100
252
924
242
780
233
656
223
546
212
303
175
151
112
64
33
154
27
126
25
113
20
92
17
73
13
55
10
43
9
33
7
26
6
20
3
9
2
3
2569
283
2212
280
2054
278
1763
272
1493
264
1225
254
1022
243
858
233
720
224
597
213
330
176
163
113
68
30
138
24
109
19
84
15
62
12
47
9
37
8
29
6
22
3
10
2
3
2441
280
2050
275
1701
267
1372
255
1133
245
946
235
790
225
653
214
359
178
176
115
72
17
71
13
53
10
41
8
32
7
24
4
11
2
3
1547
257
1260
246
1044
236
868
227
715
216
389
180
189
118
76
19 1758
82 259
141407
60 248
11 1155
46 238
9 954
35 228
7 782
27 218
4 422
12 182
2 203
4 120
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 220
p 8
I REV 29
R
CRUISE - 230KT/M.50 - ALL ENGINES - L/G DOWN
MAX. CRUISE THRUST LIMITS
ANTI-ICING OFF
WEIGHT
(1 OOOKG)
44
48
52
56
60
64
68
72
76
CCM ALL
FL100
73.5
1792
74.2
73.9
1812
73.4
74.3
1835
72.5
74.8
1861
71.4
75.3
1891
70.3
75.9
1924
69.1
76.5
1962
67.8
77.2
2003
66.4
78.0
2046
65.0
.417
230
266
.417
230
266
.417
230
266
.417
230
266
.417
230
266
.417
230
266
.417
230
266
.417
230
266
.417
230
266
ISA
CG=25.0%
FL200
83.0
1787
85.9
83.3
1812
84.8
83.7
1841
83.4
84.2
1873
82.0
84.7
1909
80.4
85.2
1951
78.7
85.8
1999
76.8
.500
228
307
.500
228
307
.500
228
307
.500
228
307
.500
228
307
.500
228
307
.500
228
307
FL220
82.7
1658
91.9
83.1
1687
90.3
83.6
1719
88.6
84.2
1756
86.7
84.8
1800
84.6
85.4
1850
82.4
86.1
1905
80.0
.500
219
305
.500
219
305
.500
219
305
.500
219
305
.500
219
305
.500
219
305
.500
219
305
FL240
82.5
1542
98.0
83.1
1574
96.0
83.7
1612
93.7
84.3
1657
91.2
85.0
1708
88.4
85.8
1765
85.6
86.6
1828
82.7
.500
210
302
.500
210
302
.500
210
302
.500
210
302
.500
210
302
.500
210
302
.500
210
302
N1 (%)
KG/H/ENG
NM/1000KG
FL270
82.4
1390
107.4
83.1
1431
104.3
83.9
1481
100.8
84.8
1536
97.1
85.7
1602
93.1
.500
197
298
.500
197
298
.500
197
298
.500
197
298
.500
197
298
MACH
lAS (KT)
TAS (KTj
FL290
82.5
1305
113.4
83.4
1355
109.2
84.3
1411
104.9
85.5
1484
99.7
86.8
1573
94.1
.500
188
296
.500
188
296
.500
188
296
.500
188
296
.500
188
296
~--
c~~~~
p 9
SPECIAL OPERATIONS
2.04.25
SEO 230
I REV 29
R
DESCENT - M.50/230KT - ALL ENGINES - L/G DOWN
IDLE THRUST
ISA
CG=25.0%
MAXIMUM CABIN RATE OF DESCENT 350FTIMIN
ANTI-ICING OFF
WEIGHT
45
(1 OOOKG)
CCM ALL
65
TIME
FUEL
DIST.
FL
(MIN)
(KG)
(NM)
290
270
250
240
220
200
180
160
140
120
100
50
15
7.1
6.6
6.1
5.8
5.4
4.9
4.5
3.9
3.4
2.9
2.3
1.0
.0
67
64
60
58
55
51
46
40
33
26
19
8
0
33
30
28
26
24
22
20
17
14
12
10
4
0
N1
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
TIME
FUEL
DIST.
(MIN)
(KG)
(NM)
9.2
8.5
7.9
7.6
7.0
6.5
5.9
5.2
4.5
3.8
3.0
1.3
.0
87
83
78
76
42
39
36
35
32
29
26
22
19
16
13
5
0
72
67
60
53
43
34
26
11
0
N1
lAS
(KT)
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
IDLE
188
197
205
210
219
228
230
230
230
230
230
230
230
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 220
p 10
I REV 29
R
RACE TRACK HOLDING PATTERN - S SPEED - ALL ENGINES - L/G DOWN
N1 (%)
ISA
CG=25.0%
GONFIGURATION 1
FF (KG/H/ENG)
ANTI-ICING OFF
WEIGHT
(1000KG)
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
CCM ALL
FL 15
FL 50
FL100
FL120
FL140
FL160
FL180
FL200
55.2
1279
56.4
1336
57.6
1393
58.7
1451
59.8
1507
60.8
1562
61.8
1616
62.6
1670
63.6
1725
64.5
1780
65.4
1835
66.3
1889
67.2
1944
68.1
2000
69.0
2054
69.8
2102
70.6
2151
58.0
1263
59.2
1318
60.3
1373
61.3
1428
62.3
1483
63.3
1538
64.4
1594
65.4
1649
66.4
1703
67.4
1757
68.4
1810
69.3
1859
70.2
1906
71.1
1953
71.9
1997
72.7
2042
73.5
2088
61.7
1236
62.9
1293
64.1
1349
65.3
1403
66.5
1458
67.7
1508
68.8
1556
69.8
1603
70.8
1646
71.7
1689
72.7
1736
73.6
1784
74.5
1832
75.4
1883
76.3
1934
77.1
1987
78.0
2042
63.4
1230
64.7
1285
65.9
1340
67.2
1390
68.3
1438
69.5
1484
70.5
1527
71.5
1571
72.5
1619
73.5
1666
74.5
1714
75.4
1765
76.4
1817
77.2
1872
78.1
1926
79.0
1981
79.8
2038
65.2
1223
66.5
1275
67.8
1322
69.0
1369
70.1
1411
71.2
1456
72.2
1503
73.3
1550
74.3
1599
75.4
1650
76.3
1703
77.3
1757
78.2
1811
79.1
1867
80.0
1923
80.8
1979
81.6
2037
67.0
1209
68.4
1255
69.5
1298
70.7
1342
71.9
1388
73.0
1435
74.1
1485
75.2
1536
76.2
1590
77.2
1643
78.2
1697
79.2
1753
80.1
1808
80.9
1866
81.7
1923
82.5
1981
83.3
2040
68.9
1187
70.1
1230
71.3
1276
72.6
1323
73.8
1372
74.9
1423
76.0
1477
77.1
1530
78.1
1585
79.1
1639
80.0
1695
80.9
1752
81.8
1810
82.6
1868
83.4
1928
84.1
1989
84.9
2051
70.7
1166
72.0
1212
73.3
1261
74.5
1312
75.7
1364
76.8
1417
78.0
1473
79.0
1527
79.9
1584
80.9
1640
81.8
1697
82.6
1756
83.5
1817
84.2
1879
85.0
1941
85.8
2001
86.6
2068
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 150
EN ROUTE NET FLIGHT PATH - L/G DOWN - ONE ENGINE OUT

MAX. CONTINUOUS THRUST
ISA
HIGH AIR CONDITIONING
MINIMUM ENGINE
ANTI ICE OFF
CG = 25%
R
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CCM ALL
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f-'
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--~.~I
I
Cl
p 11
I REV 23
~--
c~~~~
SPECIAL OPERATIONS
2.04.25
SEO 145
p 12
I REV 31
I GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS - ONE ENGINE OUT I
FL
-.......
180
........
-...:::- ......
'
160
MAX CONTINUOUS THRUST

HIGH AIR CONDITIONING
MINIMUM ENGINE
CG 33%
GREEN DOT
GROSS CEILINGS
1--........
1"---,
...... ......
"' ' I"'- " " '

'
140
120
'
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100
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"
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80
ISA
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LRC
GROSS CEILINGS I
~ 20
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I
I
I
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II
I
I
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~ 40
..,.
ISA
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44
46
48
50
52
54
56
WEIGHT
58
60
62
?ISA+10
'{_
'l
.l (1000
?ISA+10
LB)
171511~01
64
66
68
( 1000 KG)
BLEED CORRECTIONS
R
LONG
RANGE
GREEN
DOT
CCM ALL
ENGINE ANTI ICE ON

TOTAL ANTI ICE ON
ENGINE ANTI ICE ON
TOTAL ANTI ICE ON
ISA
1200 FT
2000 FT
300 FT
800 FT
~ISA+
3200
6400
2000
4300
10
FT
FT
FT
FT
~--
c~~~~
SPECIAL OPERATIONS
2.04.35
SEO 001
p 1
I REV 20
IINTRODUCTION I
Two failures must be taken into consideration for en raute obstacle clearance over
mountainous area :
- Engine failure that forces a descent to a lower cruise Ievei
- Depressurization which, due to the passenger oxygen system, requires a descent to
10000 feet before supplementary oxygen is exhausted.
I ENGINE FAlLURE I
lf the standard strategy does not allow the aircraft to clear obstacles, the pilot must use
a dritt down pracedure. lf an engine failure occurs at any point on the raute, the net flight
path must clear the obstacles on the drift-down part by 2000 feet and on the climb part
by 1000 feet.
lf the aircraft cannot clear the en raute obstacles, a point of no return (PNR) must be
determined.
CRUISING LEVEL
/
/
/
/
/
/
/
/
<(
"'
0
0
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I
0
0
I
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~
lf an engine failure occurs after the PNR, the aircraft must dritt down on course. lf the
failure occurs before the PNR, the aircraft must turn back.
For en raute net flight paths, refer to the Aircraft Flight Manual.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.35
SEO 001
p 2
I REV 21
I DEPRESSURIZATION I
ln case of depressurization, the passengers receive oxygen thraugh individual modules. An
emergency descent in accordance with a certain prafile has to be performed
(Refer to 2.04.20) FLIGHT WITHOUT CABIN PRESSURIZATION
I CONCLUSION I
R
R
A detailed study of each raute over mountainous area must show that single-engine net
flight path and passenger oxygen system performance allow the aircraft to clear the
obstacles by 1000 feet in climb and by 2000 feet in cruise or descent.
lf the aircraft in these circumstances cannot clear the obstacles on the raute, a PNR must
be determined and diversion pracedures must be established.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 001
p 1
I REV 25
I GENERAL I
R
R
The system design and the reliability of the engine installation of this airplane comply with
the criteria for Extended Twin Operations (ETOPS) flights set forth in IL No 20 (JAA) or AC
120-42 A (FAA) or CTC 20 (DGAC) or CAP513 (CAA UK) when the aircraft is configured,
maintained and operated in accordance with the provisions of the appropriate Airbus
Industrie document Standard for Extended Range Operations >> in the latest approved
revision which is the Airbus CMP (Configuration, Maintenance and Procedure) document.
This statement of ability does not constitute an approval to conduct Extended-Range
Operations.
The section 6 of the Flight Manual refers to the approved Standard for Extended-Range
Operations and the applicable limitations, procedures and performance references.
The operator is responsible for showing that he is complying with the regulation of his
nation and for obtaining operational approval from his national authorities.
The airplane must be configured in accordance with the Airbus Industrie Standard for
Extended-Range Operations. However, the authorities may under certain conditions allow
the operator to conduct ETOPS flights with limited maximum diversion time (for example,
75 minute diversion time in a benign area of operation) without showing full compliance
with these standards.
I OPERATIONAL LIMITATIONS
DEFINITIONS
R
For the purpose of AC 120-42A and IL No 20 (or CAA CAP 513), Extended Range
Operations are those intended to be conducted over a rautethat contains a point more than
60 minutes from an adequate airport at the selected one-engine-inoperative speed in still
air and ISA (or prevailing delta ISA) conditions.
An adequate airport is an airport which satisfies the aircraft performance requirements
applicable at the expected landing weight, and sufficiently equipped to be safely used. ln
particular, at the anticipated time of use, it should be available and equipped with the
necessary services, including ATC, weather information and at least one Iet down aid for
an instrument approach.
A suitable airport is a confirmed adequate airport which satisfies the dispatch weather
minima requirements for ceiling and visibility within the required validity period. Airport
conditions should also ensure that a safe landing with one engine and/or airframe system
inoperative is possible.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 001
p 2
I REV 20
AREA OF OPERATION
The maximum distance fram an adequate airport must be determined for ISA (or prevailing
delta ISA) and no-wind conditions, taking into account aircraft performance with one
engine inoperative and the remaining engine operating at not more than MCT.
To determine the maximum distance fram an adequate airport, the operator must define a
diversion speed strategy as weil as an aircraft reference weight for performance
computation.
The same diversion speed strategy (Refer to FCOM 3.06) must be considered for :
- establishing the area of operation ;
- calculating the single-engine fuel planning,
- conducting the diversion in case of engine failure (conditions permitting).
The operator establishes the ETOPS reference grass weight for each raute or area of
operation. This must be a representative but conservative value of the aircraft grass weight
at the critical point of the raute or at the various critical points of all the rautes included
in the area of operation.
The-one-engine-inoperative descent and cruise speed law must be chosen so that the
associated net flight path clears the enraute obstacles with the regulatory margin.
FCOM section 3.06 gives data for three speed schedules. The associated appraved net
flight paths are published in the section 6 of the Flight Manual.
When the diversion strategy is chosen, the maximum distance fram a diversion airport, can
be directly determined for different maximum diversion times, with the help of the tables
pravided in this section. The area of possible ETOPS operation can then be drawn on
plotting charts.
Another way to determine the maximum distance to a diversion airport is to read the
one-engine-inoperative cruise TAS (for the reference gross weight and at the FL for best
TAS) in the cruise tables in section 3.06 taking into consideration the apprapriate speed
strategy and the minimum altitude for clearing possible obstacles. The maximum distance
the aircraft can travel to a diversion airport is this one-engine-inoperative-TAS multiplied by
the maximum allowed diversion time granted to the operator.
Operators whose authorities require that an appraved one-engine-inoperative speed be
published in the Flight Manual must use this appraved speed.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 001
p 3
I REV 21
I DISPATCH CONSIDERATION
MMEL
The MMEL has been appraved taking into consideration the duration of the average ETOPS
flight and the maximum diversion time granted to the airframe/engine combination.
The MMEL published by Airbus Industrie and appraved by the French DGAC can be used
to establish the airline MEL, which must be appraved by the operator's national authorities.
This MEL will prabably be adapted to the airline network, enviranment and organization.
Other determining parameters will be :
The maximum and the average diversion times on the raute.
The equipment of the enraute alternates.
The navigation and communication facilities.
The average meteoralogical conditions.
COMMUNICATION AND NAVIGATION FACILITIES

The aircraft communication system has pravision to install three VHF transceivers and two
HF radios ensuring full compliance with ETOPS requirements on any kind of raute.
The aircraft navigation system meets the ETOPS requirements for en raute navigation.
The aircraft has three inertial reference systems which, in conjunction with 2 FMS comply
with MNPS criteria and this combination of systems is appraved as the sole means of
navigation for flight up to the maximum aircraft range.
See the MEL for a definition of the authorized dispatch configuration.
Note : For operation within the MNPS area, airlines must obtain approval from their
- - national authorities.
FUEL AND Oll SUPPLY

The aircraft fuel and oil supply must be adequate to allow the aircraft to reach its
destination or a planned alternate after the combined failures of an engine and
pressurization or the failure of pressurization alone at the critical point on the raute.
Planners must consider forecast wind and temperature conditions, as weil as forecast icing
conditions.
The operator must establish a rautine for ETOPS critical fuel planning and compare it with
the standard (non-ETOPS) fuel planning.
R ELECTRICAL GENERATORS
R
Three generators are required for dispatch.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 001
p 4
I REV 20
HOPS FUEL SCENARIOS

For establishing the ETOPS critical fuel reserves, the planner must consider two diversion
scenarios.
Pressurization failure
engine failure
w
....1
1-Q
NORMAL FLIGHT
ONE ENG
CRUISE
z,_,
~~
w......_
Qi
.....
I
I
I
I
I
I
I
I
I
FL 100 (2)- - +- - <(
I
I
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0
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zw
<
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0
0
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0
VMO (1)
(J)
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0
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..
::::>
0
0
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z.....
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z
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LI..
z
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1.... .... ~
-,
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CRITICAL POINT
0
I
(1) SELECTED SPEED IN DETERMINING ETOPS AREA OF OPERATION.

(2) OR ABOVE IF REQUIRED BY OBSTACLE CLEARANCE AND IF SUPPLEMENTARY
OXYGEN IS AVAILABLE.
0
I
"'u
~
Pressurization failure
Same flight profile, but with 2 engines operating and diversion cruise set at LRC.
Fuel requirements
For each scenario, the required block fuel must be computed in accordance with the
operator's ETOPS fuel policy and using the regulatory ETOPS critical fuel reserves described
below.
Depending on the strategy and the one-engine-inoperative speed selected for the
single-engine diversion scenario, either of these two seenarios may result in the high er fuel
requirement.
The scenario resulting in the higher fuel requirement is the ETOPS critical fuel scenario, and
the associated minimum block fuel requirement is the ETOPS critical fuel plan.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 001
p 5
I REV 21
HOPS CRITICAL FUEL RESERVES
For the computation of ETOPS critical fuel reserves and of the complete ETOPS critical fuel
planning, the diversion fuel must include the following fuel provisions :
fuel burn-off from the critical point to the end of descent (for example 1500 feet) at the
diversion airport,
5 % of the above fuel burn-off as contingency fuel,
fuel for 15 minutes of holding at 1500 feet and green dot speed,
fuel for first (IFR) approach, a go-around and a second (VFR) approach,
5 % fuel mileage penalty or a demonstrated performance factor,
effect of any Gonfiguration Deviation List (CDL) or MEL item,
if icing conditions are forecast :
* effect of Nacelle Anti lcing (NAI) and Wing Anti lcing (WAl) systems,
* effect of ice accretion on the unheated surfaces of the aircraft :
The fuel provisions associated with the effects of NAI and WAl systems and of ice
accretion on the unheated surfaces are adjusted to take into account the horizontal
extent of the forecast icing areas (exposure time).
The fuel provision factor for ice accretion on the unheated surfaces is a percentage
equal to five times the forecast exposure time in hours. For example, assuming a
one-hour exposure en raute to and (e.g. the 15 minute holding) at the diversion airport,
the fuel provision is 5 % of the fuel burned during the considered exposure time. lf
moderate icing is forecast, the above fuel provision is divided by two.
lf the APU is needed as a power source (MEL), its fuel consumption must be considered:
80 kg/h (APU GEN ON, APU BLEED OFF).
ln view of our experience, Airbus Industrie recommends that the operator considers the
following non mandatory fuel practices :
lnclude the effect of a demonstrated performance factor, in all standard and ETOPS fuel
requirement computations,
lnclude a contingency fuel provision from departure to the Critical Point (CP), when
computing the ETOPS critical fuel planning.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 001
p 6
I REV 25
The complete ETOPS critical fuel planning for the ETOPS critical fuel scenario (fram the
departure to the Critical Point and then fram the Critical Point to the diversion airport) must
be compared with the standard fuel planning (for example, fram the departure to the
destination and alternate) computed in accordance with the company fuel policy and
applicable operational requirements. The higher of the two fuel requirements must be
considered as the minimum required block fuel for the flight.
DISPATCH FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING

ETOPS diversion fuel requirements for dispatch are pravided at the end of this section. Data
for the engine failure case alone are not pravided as this scenario is never critical.
WEATHER MINIMA
Weather forecasts for en raute alternates must meet the operator's applicable weather
minimum requirements. lf the applicable requirement is AC 120-42A or IL 20 the following
applies :
An airplane cannot be dispatched unless the meteoralogical forecasts at en raute alternate
airports meet the weather minimums listed here for a period starting one hour before the
earliest expected time of landing and ending one hour after the latest expected time of
landing.
A. AC 120-42A dispatch weather minima (FAA)
AIRPORT EQUIPMENT
1 ILS/MLS
2 ILS/MLS an separate
runways *
Non precision approach
CAT 11/CAT 111 capability with
engine failure
Ceiling (ft)
Visibility (m)
Greater of (3200, published minima
DH + 400
+ 1600)
DH + 200
+ 800)
Greater of (800, MDH + 400)
+ 1600)
Lower than above minima, approved an a case-by-case basis
considering aircraft performance under failure conditions
* separate runways are runways that do not tauch each other.

DH
decision height
MDH : minimum descent height
CCM ALL
~--
c~~~~
R
R
SPECIAL OPERATIONS
2.04.40
SEO 001
p 7
I REV 25
B. IL 20 dispatch weather minima (JAA)

The operator must use either table 1 or table 2, but not a combination of both.
Table 1
Approach Facility
Alternate Airfield
Weather Minima
Gonfiguration
Ceiling
Visibility
For aerodromes with at least A ceiling derived by adding 400 A visibility derived by adding
one
operational
navigation feet to the authorised DH, MDH 1500 meters to the authorised
facility, providing a precision or (DA/MOA) or circling minima
landing minima
non-precision runway approach
procedure
or
a
circling
manoeuvre from an instrument
approach procedure
The weather minima below apply at airports which are equipped with precision or non-precision
approaches on at least two separate runways (two separate landing surfaces)
For airports with at least two A ceiling derived by adding 200 A visibility derived by adding
operational navigation facilities feet to the higher of the two 800 meters to the higher of the
providing
a precision
or authorised DH/MDH (DA/MOA) two authorised landing minima
non-precision runway approach for the approaches
procedure to separate suitable
runways
Table 2
Type of
Approach
Precision
Approach
Cat II, 111
(ILS, MLS)
Precision
Approach
Cat I
(ILS, MLS)
Non-Precision
Approach
Circling
Approach
CCM ALL
Planning Minima
(RVR visibility required and ceiling if applicable)
Aerodrome with
at least
at least 2 separate
at least
2 separate approach
approach procedures
1 approach
procedures based on
based on 2 separate
or procedure based on
2 separate aids serving
aids serving 1 runway
1 aid serving
2 separate runways
1 runway
Non-Precision Approach Minima
Precision Approach
Cat I Minima
Non-Precision Approach
Minima
Circling minima or, if not available

non-precision approach minima plus
200 ft/1 000 m
The higher of circling minima or non-precision

The lower of
non-precision approach
approach minima plus 200 ft/1 000 m
minima plus 200 ft/1 000 m or
circling minima
Circling minima
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 001
p 8
I REV 25
I DIVERSION DURING EXTENDED RANGE OPERATIONS
DIVERSION DECISION MAKING

The technical criteria governing a re-routing or diversion decision can be classified into four
categories, as follows :
- Lass of MNPS capability, before entering the MNPS area (as applicable).
- Weather minima at diversion airport(s) going below the company/crew en-route minima,
before reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable for
any reason.
- Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP
message on the ECAM and/or in the ORH).
- Failure cases resulting in increased fuel consumption, exceeding the available fuel
reserves.
Comments and recommendations
Electrical generation
lf one lOG fails, diversion is required in case of :
- blue hydraulic low Ievei or
- APU no start or
- APU or APU generator inoperative or
- second lOG failure
Fuel system
Same failure cases may Iead to fuel gravity feeding which implies flight at lower altitude
or to some tue I being unusable. The flight crew's evaluation of the actual situation and the
fuel remaining may Iead to the decision that a diversion is required.
DIVERSION PERFORMANCE DATA

FCOM section 3.06 gives three single engine descent and cruise procedures :
1. The standard strategy.
2. The obstacle strategy.
3. Fixed speed strategies (ETOPS).
For ETOPS operations, any one of the above diversion strategies can be used provided that
the selected strategy and speed schedule are used in:
establishing the area of operation (maximum diversion distance),
calculating the diversion fuel requirements for the single-engine ETOPS fuel scenario,
demonstrating the applicable obstacle clearance requirements (net flight path and net
ceiling).
During the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the pilot in command has the
authority to deviate from this planned one-engine-inoperative speed.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 110
p 9
I REV 31
GUIDELINES FOR DIVERSION PROCEDURE

-
Complete the related failure procedure.

lnform ATC.
lnitiate the descent.
Determine which enroute alternate is the most suitable (per company procedure).
Divert to the chosen enroute alternate.
Comply with the pre-planned diversion strategy and speed schedule, or adjust the speed
schedule, as dictated by the evaluation of the actual situation.
Note : For detai/ed guidelines and procedures in conducting the diversion (lateral and
- - vertica/ navigation), see the FMGS Pilot's Guide (FCOM Volume 4).
I PROCEDURES I
The SOP (FCOM 3.03) and ABN and EMER procedures (FCOM 3.02) apply. For ETOPS
flights, the flight crew must complete them using the procedures given below :
COCKPIT PREPARATION
Fuel
Before each flight, the flight crew must check that the fuel crossfeed valve is operating
correctly :
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
On the ECAM FUEL page check that the fuel crossfeed valve is open (indication is
inline green).
- FUEL X FEED ........................................ OFF

Check that the fuel crossfeed valve is closed.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 11 0
p 10
I REV 30

ELECTRICAL EMERGENCY CONFIGURATION :
ln case of electrical emergency configuration, it may be better to study the STATUS on the
paper checklist, after having applied ECAM actions.
The flight crew must complete the ECAM procedure using the following :
Air conditioning :
As cockpit and cabin temperature control is lost, it is recommended to open the cockpit
door.
Fuel:
As all fuel pumps are lost, the engines are fed by gravity. Refer to 3.02.28 (Fuel gravity
feed procedure).
Engine anti-ice :
Engine anti-ice valves are permanently open, although the ECAM memo ENG A. ICE is
not displayed on the ECAM (except if the ENG A. ICE pushbutton is at ON).
Wing anti-ice :
lf only one ENG BLEED is available, PACK 1 must be switched OFF, to avoid having both
packs and wing anti-ice supplied by a single bleed source.
AVIONIC VENTILATION
Disregard the message : "MAX FLT TIME 2 HOURS", which is displayed on the ECAM in
some failure cases.
BLUE HYDRAULIC LOW LEVEL

Start the APU to ensure availability of the APU generator.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 010
P 10a
I REV 31
ENGINE OR IDG FAlLURE

Start the APU and use the APU electrical channel.
I PERFORMANCE I
The two following cases result in a fuel consumption increase :
- RAT extended (Refer to ELEC EMER proc. 3.02.24).
- in electrical emergency configuration, the engine anti-ice valves are permanently open.
MAXIMUM DISTANCE (Still air) TO DIVERSION AIRPORT IN NAUTICAL MILES

CRUISE FL
'"''"'
0
0
FL CHOSEN FOR DIVERSION
'
_,_
_,_
0
'
'
"'u
~
CCM ALL
MAXIMUM DISTANCE
FOR CHOSEN SPEED SCHEDULE
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 100
P lOb
I REV 31
Determination of 60 minutes maximum diversion distance (JAR-OPS 1.245)

Use the distance given within the table below to decide if a raute is an ETOPS one
according to JAR-OPS 1.245.
The following computation conditions have been used in accordance with the interpretation
of the JAR-OPS 1.245 :
- Reference weight : the aircraft gross weight after one hour of flight having taken oft at
sea Ievei at the maximum structural takeoft weight given by the flight manual
- ISA conditions
-No wind
- Diversion Ievei after engine failure : FL 170
- Single engine diversion speed schedule : VMO/MMO
Note: using the JAR-OPS 1.245 method, obstacles have not to be considered to
- - determine if a raute is or is not an ETOPS raute.
Aircraft
A319-111/112
CFM56-5B5/B6 SAC
A319-111/112
CFM56-5B5/B6 DAC
A319-113/114
CFM56-5A4/A5
A319-115
CFM56-5B7
A319-131
IAE V2522-A5
A319-132
IAE V2524-A5
A319-133
IAE V2527M-A5
CCM ALL
MTOW
(kg)
(lb)
64000 to 70000
75500
64000 to 68000
70000
75500
64000
68000
70000
75500
64000 to 70000
75500
64000 to 68000
70000
75500
64000 to 68000
70000
75500
64000 to 70000
75500
141 094 to 154322

166447
141 094 to 149913
154322
166447
141094
149913
154322
166447
141 094 to 154322
166447
141 094 to 149913
154322
166447
141 094 to 149913
154322
166447
141 094 to 154322
166447
Distance (NM)
394
387
403
402
398
402
397
394
386
410
407
410
408
405
410
408
405
410
407
~--
c~~~~
SPECIAL OPERATIONS
2.04.40
SEO 240
p 11
I REV 31
MAXIMUM DISTANCE (Still air) TO DIVERSION AIRPORT IN NAUTICAL MILES (confd)

ISA
SPEED
SCHEDULE
MCTNMO
MCT/320 KT
A/C WEIGHT
AT CRITICAL
POINT (KG)
50
55
60
65
70
75
50
55
60
65
70
75
000
000
000
000
000
000
000
000
000
000
000
000
SPEED
SCHEDULE
A/C WEIGHT
AT CRITICAL
POINT (KG)
MCTNMO
50000
55000
60000
65000
70000
75000
50000
55000
60000
65000
70000
75000
MCT/320KT
CCM ALL
FL FOR
DIVERSION
160
160
150
140
130
120
160
160
150
130
110
90
DIVERSION TIME (MIN)

60
90
120
150
180
409
407
406
405
404
403
409
407
406
405
400
396
607
604
601
598
596
593
607
604
601
597
587
577
806
802
797
793
788
784
806
802
797
789
773
759
1 005
999
993
987
981
975
1 005
999
993
981
960
940
1 205
1 198
1 190
1 182
1 175
1 167
1 205
1 198
1 190
1 173
1 146
1 121
ISA+ 10
FL FOR
DIVERSION
60
160
160
160
130
110
110
160
160
150
140
130
120
417
415
413
414
414
412
418
416
415
413
411
408
DIVERSION TIME (MIN)

90
120
150
180
619
616
612
611
609
605
620
617
613
609
606
601
821
817
811
809
805
799
822
818
813
807
801
794
1024
1018
1011
1007
1001
994
1025
1019
1012
1005
997
987
1227
1220
1211
1205
1198
1189
1228
1221
1212
1203
1193
1180
~--
c~~~~
p 12
SPECIAL OPERATIONS
2.04.40
SEO 140
I REV 27
ETOPS FUEL REQUIREMENT FROM CRITICAL POINT TO LANDING

ALL ENGINES-LONG RANGE CRUISE
Including: emergency descent-Long range cruise at FL100
final descent 250kt-holding 15 min at FL15
IFR procedure-Go Around-2nd VFR procedure
5% allowance for wind errors
(NAI + WAI + effect of ice accretion + performance
factor not included)
FUEL
CONSUMPTION
(1000KG)
15
G~ois ~E~G~T I
I I
AT CRITICAL POINT
(1000KG)
/
/
V/
VV
/
/
/
/
7d-
I
60-
5q_
12.5
V
10
I/
V
/V
7.5
/ V
/ '/ /
I~ V /
~ '/
ij '/
tf;:
~
-100kt
0:
0:
0
Head wind
0:
;:
'
'-'
CCM ALL
+100kt I
250
1/
I
I
/
/
500
I/
V
/
v-
/'/
//'
I/
1/ V
1/
1/
' Tai L wind

_,_
_,_
'
'
0
0
2.5
V
V
//
/'V
V
/ / /'V
V
V
// /
750
1000
DISTANCE (NM)
----
/'~
V
V
v
V
/V
/'
1250
1500
~--
c~~~~
p 13
SPECIAL OPERATIONS
2.04.40
SEO 140
I REV 27

ONE ENGINE OUT-CRUISE AT 350KT
Including: emergency descent-cruise 350kt at FL100
IFR procedure-Go Araund-2nd VFR procedure
5% allowance for wind errors-APU fuel burn
FUEL
CONSUMPTION
(1000KG)
15
70
60-
~v
""
""
'
"'
'
"'u
~
CCM ALL
+100kt
250
1/
I 1/
1/
500
1/
V
I
0
0
Tail wind
2.5
::: Head wind
'
7.5
~ r'
-100kt
...
r-
/ '{/
1,0 ~
10
'/;;V
/ ~
12.5
/ -'l
V: ~
V V
~V
GROSS WEIGHT
AT CRITICAL POINT
( 100a<G)
50-
/ [/.; V
~
I
I
I
/
I
V
//
/
/
V V / / V
V V V V
/ V / /
/
V V
1/ V
/
I V
/ /
750
1000
DISTANCE (NM)
v
v
V
/
/
/
/
1250
V_...
/
V V_...
/
V V / ......
/V V
/
1500
~--
c~~~~
p 14
SPECIAL OPERATIONS
2.04.40
SEO 140
I REV 27

ONE ENGINE OUT-CRUISE AT 320KT
Including: emergency descent-cruise 320kt at FL100
IFR procedure-Go Araund-2nd VFR procedure
5% allowance for wind errors-APU fuel burn
G~OS~ LdG~T
FUEL
CONSUMPTION
(1000KG)
15
I I
70
AT CRITICAL POINT
( 100DKG)
60-
/ /
50-
/::
12.5
I/ l.0
V, ~
/_ [/"
-'/ [/"
'/:: /
/~
10
/- ~
~~
~~
....:::; ~
10
7.5
_"j'f"
2.5
-100kt
1/
::: Head wind
""
'
""
'
"'
'
"'u
Tail wind
CCM ALL
1/
+100kt
250
/
V
I
1/
0
0
V
I
I
I
500
V / / V
1/ / / V
I
I V V V
I
/ V
/
I V
V
750
1000
DISTANCE (NM)
/
/
/
/
/
/
/
1/
/
V
V
V
V
1250
/
/
V /
V /
V
V
__.....v
/
/
/
/
/
1500
V
V
~--
c~~~~
SPECIAL OPERATIONS
2.04.45
ENGINE INTERMIX OPERATIONS
SEO 025
p 1
I REV 23
I GENERAL I
This following information are issued to permit the CFM 56-5-B SAC (Single Annular
Combustor) and CFM 56-5-B DAC (Double Annular Combustor) engines to be intermixed.
I ENGINE PARAMETERS I
The engine parameters difter significantly when the engines are at idle :
EGT : up to 250 C higher on the DAC
FUEL FLOW : up to 25 % higher on the DAC
N1 : higher on the DAC
N2 : lower on ground on the DAC, higher in flight on the DAC
I CROSS BLEED ENG START I

The DAC engine has an insufticient acceleration capability to sustain idle speed with a
large bleed oft take, when it operates with 20 injectors only. lt is therefore necessary to
preset a 30 % N1 on the supplying engine before lauehing the start sequence.
I TAKEOFF PROCEDURE I
R
- The PF has to adjust engine thrust progressively in two steps :

step 1 : ldle to 50% N1
brakes released when the 50% N1 is stabilized on both engines.
step 2 : both eng in es N1 to takeoft thrust.
This procedure allows for a significantly slower acceleration from ground idle to
N1 = 50 % for the double annular combustor.
- Other standard operating procedures for takeoft apply.
I ENGINE RELIGHT I
DAC engine relight envelop is more restrictive than SAC engine relight envelop.
Consequently, DAC engine relight procedure with the corresponding chart must be used in
case of engine intermix (see chart below).
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.45
ENGINE INTERMIX OPERATIONS
SEO 025
p 2
30000
25000
2 20000
I::JAPU OR ENGINE 1:
UJ
Q
:::>
1>:> 1<<:1
~ 15000
>-
...J
<C
"'
"'""
""I
N
UJ
~
~
10000
UJ
"'
0..
0
0
'
"'
'
'
"'u
z
CCM ALL
1::
1::
1:
1:
~KICK ASSIST
0
N
1::
1::
>
t: t :I::~: j.: I: t :
0
0
20
40
60
80
o~~~~~i~~D ~~
1>: 1>1;;j; H
1:
1:
I>< 1::::::
5000
.j.j-
BLEED
I
I
I
I
I
I
~~ I<< ll< <I>

H!!~
n7n
I
l<
l:.j.:. 1:1
I
I
I
100 120 140 160 180 200 220 240 260 280 300 320 340 360
VC (Kt)
REV 23
~--
c~~~~
SPECIAL OPERATIONS
2.04.50
RVSM
SEO 001
p 1
I REV 29
I GENERAL I
Reduced Vertical Separation Minimum (RVSM) airspace is any airspace or raute between
FL290 and FL41 0 (inclusive), where aircraft are vertically separated by 1000 feet, instead
of 2000 feet. The aircraft system design camplies with the design criteria of the JAA
Information Leaflet No 23, and the FAA 91-RVSM Interim Guidance Material for RVSM
operations.
The statement of RVSM capability is also indicated in the AFM.
I OPERATIONAL APPROVAL I
The above capability statement does not constitute an appraval to fly RVSM. Operational
appraval is to be granted by the Operator's national authorities, after assessment of the
airline's capability to meet RVSM requirements. The above-mentioned JAA and FAA
documents also cover requirements for obtaining operational appraval.
R I REQUIRED EQUIPMENT/FUNCTIONS FOR RVSM I

R
RVSM regulations require the following equipment/functions in order to be operative :

- ADR1 + ADR2 + 2 DMC
- 1 transpander
- 1 Autopilot function
- 1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement)
- 2 PFD
- 1 FWC (for altitude alert function)
I PROCEDURES I
The SOPs (FCOM 3.03) and the ABN and EMER (FCOM 3.02) pracedures apply. ln addition,
flights in RVSM airspace must be completed by the following :
FLIGHT PREPARATION
The crew must pay particular attention to conditions that may affect operation in RVSM
airspace. These include, but may not be limited to :
- Verifying that the airframe is appraved for RVSM operations.
- Reported and forecast weather on the flight raute.
- Review of maintenance Iogs and forms to determine the condition of equipment required
for flight in RVSM airspace. Ensure that maintenance action has been taken to correct
any defects of required equipment.
- Check, on graund, that the two primary altitude indications are within tolerances of
3.04.34 (PFD indication fram onside ADR or ADR 3).
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.50
RVSM
SEO 105
p 2
I REV 30
IN FLIGHT PROCEDURES
PRIOR TO RVSM AIRSPACE ENTRY
The above-listed equipment, required for RVSM, must be operating normally. Should any of
this equipment fail prior entering the RVSM airspace, the crew must request new
clearance, to avoid flight in this airspace. The two primary altitude indications (PFD
indications from ADR1 and ADR2) should be in accordance with the instrument tolerance
(3.04.34). lf only two ADRs are operative, the altimeter indications on the PFD and standby
altimeters should be recorded. This information may be useful in case of subsequent PFD
altitude discrepancies, or the lass of both remaining ADRs.
WITHIN RVSM AIRSPACE
- Autopilot should be engaged within RVSM airspace for cruise and flight Ievei changes.
- During cleared transitions between flight Ieveis, the aircraft should not overshoot or
undershoot the cleared flight Ieveis by more than 150 feet.
- At intervals of approximately one hour, check that PFD altimeter indications agree in
accordance with the instrument tolerance (3.04.34). The usual scan of flight deck
instruments should be sufficient.
- Use the transpander and the autopilot, associated with one of the ADRs which is within
tolerance.
POST FLIGHT
The crew must report any malfunction of the height-keeping systems, including the :
- Malfunction, or lass of any required equipment,
- Altimeter readings outside tolerances specified in 3.04.34,
and must provide sufficient details to enable maintenance to troubleshoot and repair the
system.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.50
RVSM
SEO 001
p 3
I REV 27
R
R
When in RVSM airspace, the ATC will be notified of any of the following contingencies
which affect the ability to maintain the cleared flight Ievei.
- Failure of both autopilots,
- Lass of altimeter system redundancy (only one PFD indication remaining), or excessive
altimeter discrepancy.
- Failure of any other equipment affecting the ability to maintain the cleared flight Ievei,
or
- Encountering greater than moderate turbulence.
- Lass of ADR1 or ADR2. lf ADR1 fails, use the AP2, if ADR2 fails, use AP1.
lf the AP is unable to maintain the assigned altitude, select the other AP.
Note : Appendix 5 of the above-mentioned JAA!FAA regulation contains detai/ed guidance
- - on contingency procedures for operations in North Atlantic airspace.
lf unable to notify the ATC and to obtain ATC clearance prior to deviating from the assigned
cleared flight Ievei, the crew should follow the established contingency procedure and
obtain ATC clearance as soon as possible.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.51
RNP
SEO 100
p 1
I REV 25
I GENERAL I
The aircraft navigation system required by regulation to fly within a Required Navigation
Performance (RNP) airspace shall comply with RNAV functionality criteria and with
navigation position accuracy and integrity criteria.
When referring to RNP-X, the value of Xis the navigation accuracy expressed in NM, which
has to be met with a probability of 95 %.
A RNP value can be associated to an airspace, a raute, a SID, a STAR, a RNAV approach
or a RNAV missed approach procedure.
Depending on the RNP value and the airspace environment (ground radio navaid), different
navigation equipment may be necessary.
An operational approval from the airline's national authorities may be necessary.
NAVIGATION SYSTEM CAPABILITY (for reference only)

European BRNAV (RNP-5) capability is shown in compliance with certification requirements
of JAA AMJ 20X2.
RNP-1 0 capability in oceanic or remote areas is shown in compliance with paragraph 12.b
(1) of FAA Notice 8400.12a.,or with paragraph 12.a., if GPS is installed and is operative.
Navigation system with GPS PRIMARY function (if GPS installed) meets certification
requirements of FAA AC 20-130A and TSO C 129A in class Cl (for navigation system with
multiple sensor inputs including GPS).
RNP CAPABILITY
ln order to match a given RNP value, the FMS estimated position accuracy (also called
Estimated Position Error) must be better than the RNP value. This is obviously dependent
on the FMS navigation-updating mode (GPS/DME!DME, VORDME, or IRS).
On the MCDU PROG page the required and the estimated position accuracy are displayed
and determine the HIGH!LOW accuracy indication (refer to FCOM 1.22.20).
The required accuracy can be either the default value, which is a function of the phase
flight, or a value manually entered by the crew.
When flying in RNP environment, the crew can insert the appropriate RNP value in the
REOUIRED ACCUR field of the PROG page.
- when HIGH is displayed, the RNP requirement is estimated fulfilled
- when LOW is displayed, the RNP requirement is estimated not fulfilled in that case :
crew crosscheck navigation with raw data if avilable,
if the crosscheck is negative, or if raw data is not available, crew inform ATC
When leaving RNP environment, the crew will clear the manually entered required
accuracy.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.51
RNP
SEO 100
p 2
I REV 25
Without GPS PRIMARY function

RNP accuracy criteria are met provided the radio navaid coverage supports it for :
- RNP-1 en raute and in terminal area provided a required accuracy of 1.2NM(1) is
manually entered in MCDU.
- RNP-0.3 in approach provided a required accuracy of 0.36NM(1) is manually entered in
MCDU.
Note: (1) Radial equivalent to the specified Cross Track/Aiong Track (XTK/ATK) accuracy
With GPS PRIMARY function

RNP requirements are met, provided GPS PRIMARY is available, for :
- RNP-1 en raute
- RNP-0.5 in terminal area provided AP or FD in NAV mode is used
- RNP-0.3 in approach provided AP or FD in NAV mode is used
I BRNAV IN EUROPEAN AIRSPACE I

ln this airspace the radio navaid coverage is assumed to support RNP-5 accuracy.
The minimum required equipment to enter BRNAV airspace is :
- One RNAV system which means :
One FMGC
One MCDU
One VOR for FM navigation update
One DME for FM navigation update
One IRS
- Flight Plan Data on 2 ND
PROCEDURES
Except when GPS PRIMARY is available, crosscheck periodically the FM position with
navaid raw data.
The manual selection of a required accuracy on MCDU is optional.
lf manual entry of a required accuracy is desired, use the radial equivalent to

5NM XTK/ATK accuracy that is 6.1 NM.
When leaving the RNP-5 airspace, or when entering terminal area, revert to the default
required accuracy or enter appropriate value on MCDU.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.51
RNP
SEO 100
p 3
I REV 27
Check navigation accuracy with navaid raw data or GPS MONITOR page (if GPS installed),
if one of the following MCDU or ECAM messages is displayed :
- NAV ACCUR DOWNGRAD
- FMS1/FMS2 POS DIFF
- CHECK NC POSITION
- ECAM : FM/GPS POS DISAGREE (if GPS installed)
lf accuracy check confirms that RNP-5 capability is lost or if both FMGC are
failed : inform ATC and revert to conventional navigation.
lf accuracy check confirms that only one FMGC position is incorrect, resume
navigation with the other FMGC.
ln IRS ONLY navigation, the BRNAV capability is kept during 2 hours independently of the
estimated accuracy displayed on MCDU.
I RNP-10 IN OCEANIC OR REMOTE AREAS I
ln this kind of airspace the aircraft is expected to fly for a lang period of time outside radio
navaid coverage.
For aircraft without GPS the flight time outside radio navaid coverage is limited. According
to FAA Notice 8400.12A this Iimitation is :
- 6.2 hours since IRS ground alignment, or
- 5.7 hours since last FM radio update.
There is no Iimitation for aircraft fitted with GPS.
Minimum required equipment to enter a RNP-1 0 airspace is :
- 2 lang range navigation systems, which means :
2 FMGC
2 MCDU
1 GPS required by flight time outside radio navaid coverage
2 IRS
Refer also to Regional Supplementary Procedures of ICAO Doc 7030 for specific
requirements in a particular airspace.
PROCEDURES
The manual selection of a required accuracy on MCDU is optional.
lf manual entry of a required accuracy is desired, use the radial equivalent to

10NM XTK/ATK accuracy that is 12.2NM.
When leaving the RNP-10 airspace, revert to the default required accuracy or
enter appropriate value.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.51
RNP
SEO 100
p 4
I REV 25
Check navigation with POSITION MONITOR page, ISDU and GPS MONITOR page (if GPS
installed), if one of the following MCDU or ECAM messages is displayed :
- FMS1/FMS2 POS DIFF
- CHECK A!C POSITION
- ECAM : FM/GPS POS DISAGREE (if GPS installed)
e
e
Use AP with the navigation system checked correct
lf unable to determine which system is correct, inform ATC and Iook for navaid
raw data confirmation as soon possible
ln IRS ONLY navigation, the RNP-1 0 capability is kept du ring 5.7 hours, according to FAA
Notice 8400.12A, independently of the estimated accuracy displayed on MCDU.
CCM ALL
~--
c~~~~
SPECIAL OPERATIONS
2.04.60
OPERATION ON NARROW RUNWAYS
SEO 001
p 1
I REV 30
I GENERAL I
The nominal runway width is 45 m. Operations on runways having a width less than 45 m
requires authorization from the appropriate authorities.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.00
CONTENTS
SEO 001
05.00
CONTENTS
05.1 0
GENERAL
- INTRODUCTION .............................. 1
- MINIMUM RECOMMENDED FUEL REOUIREMENTS ....... 2
- FLIGHT PLAN ............................... 3
05.15
CALCULATION TABLES
05.20
CRUISE LEVEL
- OPTIMUM AND MAXIMUM ALTITUDES . . . . . . . . . . . . . 1
- OPTIMUM ALTITUDE ON SHORT STAGE .............. 3
05.30
INTEGRATED CRUISE
- GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- INTEGRATED CRUISE M.78 . . . . . . . . . . . . . . . . . . . . .
- INTEGRATED CRUISE LR SPEED . . . . . . . . . . . . . . . . . .
- CLIMB CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . .
- STEP CLIMB CORRECTION . . . . . . . . . . . . . . . . . . . . .
- DESCENT CORRECTION .......................
1
2
8
23
23
24
05.40
QUICK DETERMINATION OF FLIGHT PLANNING

- INTRODUCTION ........................... .
- CORRECTION FOR DEVIATION FROM REFERENCE LANDING
WEIGHT.................................. 1
- EXAMPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
- FLIGHT PLANNING M.78 . . . . . . . . . . . . . . . . . . . . . . . 2
- FLIGHT PLANNING LR SPEED . . . . . . . . . . . . . . . . . . . . 8
05.50
ALTERNATE
- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
- USE OF TABLES ............................. 1
05.60
GROUND DISTANCE/AIR DISTANCE CONVERSION
05.70
FUEL TANKERING
CCM ALL
p 1
I REV 21
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FLIGHT PLANNING
2.05.1 0
GENERAL
SEO 120
p 1
I REV 24
IINTRODUCTION I
Use this flight planning chapter when no precalculated flight plan is available.
lt contains the following general graphs and tables :
- Maximum and optimum cruise altitudes for M.78 and lang range speed
- Optimum altitude on short stage
- Ground mile to air mile conversion for M.78 and lang range speed
The integrated range method includes the following tables :
- lntegrated cruise tables for M.78 for flight Ieveis from FL290 to FL390,
- lntegrated cruise tables for lang range speed for flight Ieveis from FL 100 to FL390,
- Climb, step climb and descent correction tables.
These tables allow the flight planning to be done segment by segment.
Chapter 2.05.15 contains calculation tables and a comprehensive example to show how to
use them.
The quick determination method is shown in chapter 2.05.40 for M.78 and lang range
speed.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.1 0
GENERAL
SEO 103
p 2
I REV 21
I MINIMUM RECOMMENDED FUEL REQUIREMENTS I

The total fuel quantity required to fly a given sector is the sum of the following quantities:
TAXI FUEL
TRIP FUEL
RESERVE FUEL
This quantity includes :
"En Route" reserve fuel (contingency fuel)

According to national regulations and company policy (generally based on a percentage
of trip fuel).
Alternate fuel
Fuel required to fly from destination to alternate airport.
lt includes go-around I so kghl or 11 ~0 lb I , climb to cruising Ievei, cruise at lang range
s eed, descent and a roac roce ure.
60 kg or 140 lb for 4 minute VFR
Holding Fuel
Calculation of holding fuel should take into account the altitude of the alternate and the
landing weight at the alternate, using holding charts of chapter 3.05.25.
A conservative quantity corresponding to a 30 minute holding at 1500 feet above alternate
airport elevation and "green dot" speed in the clean configuration is
111so ku I or I 26oo lb I .
APU FUEL
During ground operations, APU fuel consumption is about 1130 Kg/h I or I 290 lb/h I (Packs
on, 90 KVA Ioad on APU GEN).
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.1 0
GENERAL
SEO 001
p 3
I REV 20
I FLIGHT PLAN I
When no precalculated flight plan is available, flight planning can be determined by using
the tables given in this chapter.
Fuel policy will be the same as for precalculated flight plan.
The graph on the following page defines the different terms used in this chapter.
CCM ALL
CCM ALL
NFC5-02-0510-004-A001AB
r------~----------~----------~---------,
BLOCK FUEL
I
I
ALTERNATE FUEL
INCLUDING
GO-AROUND
VFR PROCEDURE
"TT
!::
C")
::c
-I
"'tt
r-
l>
z
z
z
C")
WEIGHT AT
END OF DESCENT
AT 1500 FT
LANDING WEIGHT AT
DESTINATION = WEIGHT AT
DEPARTURE TO ALTERNATE
LANDING WEIGHT
(AT ALTERNATE)
~--
c~~~~
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 001
p 1
I REV 20
I GENERAL I
Integrated cruise tables

Wind correction tables
Temperature correction
Low air conditioning
correction
CLIMB corrections
of fuel and time values
STEP CLIMB corrections
DESCENT corrections
Weight at
..__ ___, END OF DESCENT
(including IFR procedure)
Max Landing weight
""
0
"
I
0
0
I
"'
"'
Max zero fuel weight
0
I
0
I
"'u
~
CCM ALL
Dry operating weight
~--
c~~~~
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 001
p 2
I REV 21
The following tables can be used for the flight planning.

The first table allows the planner to calculate fuel and time during cruise, with a possible
step climb (see p 3).
The second table shows the fuel and time planning for the whole flight plan (see p 4).
At the end of the section an example shows how to use both tables for a given mission.
Note : - Differences in tue/ consumption during step climb sections will be taken into
account in the ca/cu/ation tab/e of page 4.
- To find optimum aircraft weight to proceed to next flight Ievel (4000 feet step)
(Refer to 2.05.20 p 2).
- Jntegrated cruise tab/es are estab/ished for ISA conditions only. Gorreetions due
to differences from ISA temperature are inc/uded in the ca/cu/ation tab/e of page
4.
- Overhead departure weight is assumed to be equal to weight at brake re/ease.
- Overhead destination weight must be entered in the ca/cu/ation tab/e of page 4.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 001
I CALCULATION
TABLE
p 3
I REV 20
MACHNLM3ER
FLIGHT PROFILE
INITIAL FLIGHT LEVEL:
ffiOUND DISTANCE:
WIND ( 1 -
HEAD/ 1 +1 TAIL):
AIR DISTANCE:
OVERHEAD DEPARTlRE
WEIGHT:
_______.
START OF STEP CLIIIB
FUEL:
WEIGHT:
DISTANCE:
DISTANCE:
DISTANCE:
TIME:
TIME:
TIME:
REMAINING DISTANCE:
BEGIN OF FINAL CRUISE SEGMENT
OVERHEAD DESTINATION
FUEL:
WEIGHT:
WEIGHT:
DISTANCE:
DISTANCE:
DISTANCE:
TIME:
TIME:
TIME:
REMAINING DISTANCE:
REMAINING DISTANCE:
"'
"'
0
0
"'
"'
I
0
0
I
"'
"'0I
TOTAL VALUES
WEIGHT OVERHEAD DEPARTURE:
WEIGHT OVERHEAD DESTINATION:
FUEL:
0
I
"'u
~
CCM ALL
TIME:
~--
c~~~~
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 001
1 (1) Max TO Weight at BRAKE RELEASE

2
WEIGHT Overhead Destination
- Temperature Gorreetion for CRUISE
3
4
+ Gorreetion for Low Air Conditioning
- CLIMB correction
5
6
+ TO Altitude correction
- STEP CLI MB correction
7
8
= Corrected Weight Overhead Destination
9
+ DESCENT correction (including 6 min IFR)
10 (2) Landing Weight at Destination
- ALTERNATE Fuel
11
12
= ALTERNATE Landing Weight
-HOLDING
13
14
= Weight at END OF HOLDING
TRIP FUEL (1)- (2)
15
- "En Route" Reserve
16
17 (3) ZERO FUEL WEIGHT
- OPERATING WEIGHT EMPTY
18
19
= Max Allowable Payload
I REV 22
..
..
..
..
..
..
..
///////////////
..
..
..
.
..
..
~
~
+
-
+
-
=
-
=
-
11
BLOCK FUEL CALCULATION

20
21
22
Required Fuel (1)- (3)

+Taxi
= Block Fuel
23
24
25
26
FLIGHT TIME CALCULATION (H. MIN)

Time from integrated Cruise Tables
+ CLIMB Gorreetion
+ DESCENT Gorreetion (including 6 min IFR)
= Flight Time
Note : Line 3
p 4
=
-
+
+
: temperature correction :
0.015 {kg/C/NM) X L"/SA (C) X air distance (NM) or
0.033 {lb/C/NM) X L"/SA (C) X air distance (NM)
Line 6 : TO altitude correction :
0.5 {kg/1000 kg/1000 ft) x TOW (1000 kg) x airport elevation (1000
tt) or
0.5 {lb/1000 /b/1000 tt) x TOW (1000 lb) x airport elevation (1000 tt)
Line 10 : Check that landing weight at destination is lower than maximum
landing weight.
Line 17 : Check that the zero tue/ weight is lower than maximum zero tue/
weight.
Line 22 : Check that the b/ock tue/ value is lower than maximum tank capacity.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 220
p 5
I REV 31
Example
R
R
R
R
R
R
R
R
DATA
- TO weight : 72000 kg
- Ground distance to destination : 2000 NM
- Wind : - 50 kt (head wind)
- Selected initial FL : 350
- Mach number : M.78
- Temperature : ISA + 10
DETERMINATION OF CRUISE FUEL AND TIME
A
Enter the chosen flight Mach number, flight Ievei, ground distance to be
covered and forecast windspeed in the calculation table of page 7.
Calculate the air distance (see 2.05.60 P 2)
here : M.78, 50 kt head wind, 2000 NM ground distance
~ air distance : 2248 NM
CRUISE TABLE FL350
B
Read from integrated cruise table (M.78, FL350) the values for time and
distance for a weight of 72000 kg (see 2.05.30 P 5) :
~ distance: 6518 NM~ time: 870 min
C
Read from 2.05.20 P 1 the value for the optimum aircraft weight to proceed to
FL390 ~ 62000 kg
D
Enter integrated cruise table (M.78, FL350) and read the values for a weight of
62000 kg (begin of first step climb)
~ distance : 4667 NM ~ time : 623 min
E
Calculate the values for the first cruise segment :
Fuel
72000 - 62000 = 10000 kg
Distance
6518 - 4667 = 1851 NM
Time
870 - 623 = 247 min
Remaining distance 2248 - 1851 = 397 NM
CCM ALL
~--
c~~~~
R
R
R
R
R
R
R
R
R
R
R
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 220
p 6
I REV 31
CRUISE TABLE FL390

F
Read from integrated cruise table (M.78, FL390) the values for time and
distance for the weight of 62000 kg (2.05.30 P 7)
~ distance : 5088 NM ~ time : 682 min
G
Subtract remaining distance : 5088 - 397 = 4691 NM
H
Interpolale in integrated cruise table (M.78, FL390) the weight and time values
corresponding to the distance of 4691 NM
~ weight : 60000 kg ~ time : 629 min
Calculate values for the second cruise segment :
Fuel
: 62000 - 60000 = 2000 kg
Distance
: 5088 - 4691 = 397 NM
Time
: 682 - 629 = 53 min
Crosscheck that remaining air distance equals zero.
J
Fill in the final table with weight overhead departure (72000 kg) and weight
overhead destination (60000 kg).
K
Calculate total values :
Fuel
72000 - 60000 = 12000 kg
Time
: 247 + 53 = 300 min = 5 h 00 min
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 220
p 7
REV 31
R
I CALCULATION
TABLE
MACHNUMBER
0.78
INITIAL FLIGHT LEVEL:
350
GROUND DISTANCE:
2000 NM
WIND('-' HEAD/'+' TAIL):
-so
AIR DISTANCE:
2248 NM
FLIGHT PROFILE
FL: 350
OVERHEAD DEPARTURE
WEIGHT:
72000 Kg
f------
KT
1l
START OF STEP CLIMB
FUEL:
WEIGHT:
DISTANCE:
1851 NM
247 Min
62000 Kg
10000 Kg
DISTANCE:
6518 NM
DISTANCE:
4667 NM
TIME:
TIME:
870 Min
TIME:
623 Min
REMAINING DISTANCE: 397 NM
FL: 390
2l
BE GIN OF FINAL CRUISE SEGMENT
OVERHEAD DESTINATION
FUEL:
WEIGHT:
WEIGHT:
DISTANCE:
397 NM
53 Min
62000 Kg
60000 Kg
2000 Kg
DISTANCE:
5088 NM
DISTANCE:
4691 NM
TIME:
TIME:
682 Min
TIME:
629 Min
REMAINING DISTANCE :
0 NM
REMAINING DISTANCE: 397 NM
'"''"'
0
N
N
'"'.
r-0
0
.
.
.
TOTAL VALUES
WEIGHT OVERHEAD DEPARTURE:
72000 Kg
~
~
N
0
WEIGHT OVERHEAD DESTINATION:

FUEL:
60000 Kg
12000 Kg
CCM ALL
TIME:
300 Min
~--
c~~~~
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
FLIGHT PLANNING
2.05.15
GALGULATION TABLES
SEO 220
p 8
I REV 31
DATA
- TO weight : 72000 kg
- Ground distanee to destination : 2000 NM
- Wind : - 50 kt (headwind)
- Seleeted first flight Ievei : FL350
- M.78
- Temperature : ISA + 10 along the whole flight profile
- Airport elevation : 1500 ft
- Normal air eonditioning
STEPS:
-1- - Fill in Max TO weight ~ 72000 kg
2
Enter the integrated eruise table eorresponding to the ehosen FL with TO
weight at brake release point and ealeulate weight overhead destination. (See
2.05.15 P 7). Fill in ~ 60000 kg
3
Apply temperature eorreetion for given air distanee :
2248 NM x 10G x 0.015 kg;oG/NM = 337 kg (enter 400 kg into table)
Gorreetion for low air eonditioning ~ here = 0
4
Subtraet climb eorreetion for ehosen FL (see 2.05.30 P 23) ~ 1000 kg
5
Add TO altitude eorreetion 0.5 x 72 x 1.5 = 54 kg (enter 0.1 into table)
6
Subtraet value for step climb eorreetion : 70 kg (enter 0.1 into table)
7
8
Galeulate eorreeted weight overhead destination ~ 58600 kg
9
Enter weight overhead destination and find deseent eorreetion
(including 6min IFR) (see 2.05.30 P 24) ~ 100 kg
10
Galeulate landing weight at destination ~ 58700 kg
11
Subtraet alternate fuel, e.g. : 100 NM at FL 100
(see 2.05.50 P 2) ~ 961 kg
Landing weight at alternate ~ 58700- 961 = 57739 kg
Gorreetion due to deviation from referenee landing weight at alternate (see
2.05.50 p 2) ~ 6 X (57.7- 50) = 46.2 kg
Gorreeted alternate tue I ~ 1008 kg
12
Galeulate alternate landing weight ~ 57600 kg
Subtraet holding fuel (Refer to 3.05.25) ~ 1140 kg
13
14
Galeulate weight at end of holding ~ 56400 kg
15
Galeulate trip fuel ~ 13300 kg
Subtraet "En Route" reserve (standard amount is 5 % of trip fuel) ~ 665 kg
16
17
Galeulate zero fuel weight ~ 55700 kg
18-19 Subtraet dry operating weight to obtain maximum allowable payload.
20-22 Galeulate ramp tue I (see 2.05.1 0 P 2 for taxi fuel).
23-26 Galeulate flight time (see 2.05.15 P 7, 2.05.30 P 23, 2.05.30 P 24).
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.15
CALCULATION TABLES
SEO 220
R
1 (1) Max TO Weight at BRAKE RELEASE
2
WEIGHT Overhead Destination
- Temperature Gorreetion for CRUISE
3
4
+ Gorreetion for Low Air Conditioning
- CLIMB correction
5
6
+ TO Altitude correction
- STEP CLI MB correction
7
= Corrected Weight Overhead Destination
8
9
+ DESCENT correction (including 6 min IFR)
10 (2) Landing Weight at Destination
- ALTERNATE Fuel
11
12
= ALTERNATE Landing Weight
-HOLDING
13
14
= Weight at END OF HOLDING
TRIP FUEL (1)- (2)
15
- "En Route" Reserve
16
17 (3) ZERO FUEL WEIGHT
- OPERATING WEIGHT EMPTY
18
19
= Max Allowable Payload
I REV 31
..
..
..
..
..
..
..
///////////////
..
..
..
.
..
..
5
1
0
0
8
0
8
1
7
1
6
0
0
4
0
0
1
1
6
1
7
1
6
2
4
5
4
1
0
5
1
4
7
7
3
4
6
0
6
1
2
3
~
~
7
6
2
0
0
+
-
+
-
11
BLOCK FUEL CALCULATION

20
21
22
Required Fuel (1)- (3)

+Taxi
= Block Fuel
23
24
25
26
FLIGHT TIME CALCULATION (H. MIN)

Time from integrated Cruise Tables
+ CLIMB Gorreetion
+ DESCENT Gorreetion (including 6 min IFR)
= Flight Time
Note : Line 3
p 9
=
-
5
0
0
5
+
+
0
0
1
1
0
5
0
5
: temperature correction :
0.015{kg/C/NM) X L"/SA (C) X air distance (NM)
Line 6 : TO altitude correction :
0.5 {kg/1000 kg/1000 ft) x TOW (1000 kg) x airport elevation (1000
tt).
Line 10 : Check that landing weight at destination is lower than maximum
landing weight.
Line 17 : Check that the zero tue/ weight is lower than maximum zero tue/
weight.
Line 22 : Check that the b/ock tue/ value is lower than maximum tank capacity.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.20
CRUISE LEVEL
SEO 220
p 1
I REV 31
I OPTIMUM AND MAXIMUM ALTITUDES I
DEFINITIONS
Optimum altitude : The altitude at which the airplane covers the maximum distance per
kilogram (pound) of fuel (best specific range). lt depends on the actual weight and
deviation from ISA.
Maximum altitude is defined as the lower of :
- maximum altitude at maximum cruise thrust in Ievei flight and
- maximum altitude at maximum climb thrust with 300 feeVminute vertical speed.
Note : Definition of the maximum altitude in the FMGC is different (Refer to FCOM 4).
CRUISE LEVEL CHARTS

These charts have been established for a center of gravity at 33 % MAC.
Maximum and optimum altitudes are given for different temperatures at lang range speed
and M.78.
Note: The n
= 1.3 g (1.4 g) curve indicates the buffet margin.
R OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB

R
STEP
CLIMB
FROM/TO
310/350
330/370
350/390
~ISA+
LR
76/167
70/154
62/136
10
M.78
76/167
70/154
62/136
WEIGHT (1000 kg/1000 lb)

ISA+ 15
LR
M.78
74/163
74/163
67/147
67/147
59/130
59/130
ISA+ 20
LR
M.78
70/154
70/154
63/138
63/138
56/123
56/123
BLEED CORRECTIONS
CORRECTIONS
ISA
ISA+ 10
ISA+ 15
ISA+ 20
CCM ALL
ENGINE ANTI ICE

- 200 ft
Max Alt.
- 300 ft
Opt Alt.
- 1200 ft
Max Alt.
- 200 ft
Opt Alt.
- 1400 ft
Max Alt.
- 400 ft
Opt Alt.
- 3000 ft
Max Alt.
- 3000 ft
Opt Alt.
TOTAL ANTI ICE

- 400 ft
Max Alt.
- 300 ft
Opt Alt.
- 2300 ft
Max Alt.
- 300 ft
Opt Alt.
- 3200 ft
Max. Alt.
- 1600 ft
Opt Alt.
- 5500 ft
Max Alt.
- 5000 ft
Opt Alt.
~--
c~~~~
FLIGHT PLANNING
2.05.20
CRUISE LEVEL
SEO 220
p 2
I REV 31
R
FL
390
"r::: . .
~~
"'1"-N.
~
0/>'ft::::- fl7Ax AL ~ ........ ~.4 F-=r4t..r
.,. r1.!:_1 (J
l'r---
""
C'if..t..
370
r~>....
SA"~-;:iJ--~
....
ll?p) .... - - 1-
~t-t-
_I
_I
.._ I) <::-
--r::::~
SA'~-7s ....
............... J
r....
lr--
~ ~AXALr( I
....
- -~
~~
-r-;s,._IsA-~- 7
:-JJK-
r-.... /J
;T_"""
r. . . <::- 74-g
_::"_
... ~
350
>I
'1 .... sg
"' ~
........
1'...._
M.78
r--
"r---
330
--
310
-r-r---r~o r--r-- 113~ --140

114~ r--- 1Tol- I I
58
60
........
62
64
66
68
.......
pl5 r--r-- 1fOI- - - (1000 LB)

I
70
72
I l
74
WEIGHT (1000 KG)

FL
""
""
~~ 330 ~~~L~O~N~G~RA~N~G~E,~I~~~rr~TT~~~~~'rr.....~
I
~,
0
0
'
1
1
--r--130r--r-- 1 3~ - - 1lo-r-- 145 r-- -150-- 155 r--r-- 160--- ( 1000 LB)
~ 310 ~~~~~j~,_~~~~-r~~~~~~~~~~~~,lr-~l~ru11~~~~~-~~,r~ll~l~l
'
CCM ALL
58
60
62
64
66
68
70
72
74
WEIGHT (1000 KG)
~--
c~~~~
FLIGHT PLANNING
2.05.20
CRUISE LEVEL
SEO 120
p 3
I REV 21
I OPTIMUM ALTITUDE ON SHORT STAGE I

According to the air distance (from brake release point to landing), the cruise flight Ievei
is limited by the distance required to perform climb and descent. The graph determines the
optimum altitude.
lt includes the following profiles:
- Takeoff
- Climb: 250KT/300KT/M.78
- Lang range cruise (during at least 5 minutes)
- Descent M.78/300KT/250kt
- Approach and landing
and it is established for:
-ISA
- CG = 33%
- Anti ice OFF
LANDING WEIGHT
FL
(1000 KG)
390
370
350
330
310
/
_/
.....
/
/
.....
.....
.....
.....
V
..... ...,.,.
.....
.....
40
- -~"-"
50
60
290
V
/
270
250
230
210
/
_/
V
/
./
V
/
/
LI'
1/ V
190
170
150
130
110
1/,
/,
'I'
/. /
1/,
I/V
/
//.
'/
//
<C
90
<I 70
"'00 50
I
0
30
N
"'0I 10
N
<
.//;
'"
ru
I#
0
I
"'
u
CCM ALL
50
100
150
DISTANCE
200
(~)
250
300
350
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 120
p 1
I REV 24
I GENERAL I
lntegrated cruise tables allow the planner to calculate the cruise fuel consumption and the
cruise time required to cover a given air distance.
ln the tables, the difference between two gross weights represents the fuel consumption.
The difference between the corresponding distances and times respectively represents the
cruise distance covered and the cruise time for this fuel consumption.
lntegrated cruise tables are established for M.78 at fixed Ieveis from FL290 to FL390 and
for lang range speed at fixed Ieveis from FL 100 to FL390.
Gorreetions are given on separate tables to allow for step climbs and to take into account
the climb and the descent phases.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 2
I REV 27
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
36
73
0
5
9
363
399
435
47
52
57
723
759
795
94
99
103
1082
1118
1154
141
145
150
1439
1475
1510
187
192
196
1794
1829
1865
233
238
242
2147
2182
2217
279
284
288
2497
2532
2566
325
329
334
2845
2879
2914
370
374
379
3190
3224
3258
415
419
423
3532
3566
3600
459
463
468
3872
3905
3939
503
508
512
4208
4242
4275
547
551
556
4541
4574
4608
590
595
599
4871
4904
4937
633
637
642
5198
5231
5263
676
680
684
5522
5554
5586
718
722
726
5841
5873
5905
759
763
767
6157
6189
6220
800
804
808
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
LOW AIR CONDITIONING

FUEL = - 0.6 %
CCM ALL
ISA
CG=33.0%
TAS= 462KT
DISTANCE
(NM)
TIME (MIN)
M.78
FL290
.6
.8
1.0
1.2
1.4
1.6
1.8
109
14
471
61
831
108
1189
155
1546
201
1900
247
2252
293
2601
338
2948
383
3293
428
3634
472
3973
516
4308
560
4641
603
4970
646
5296
688
5618
730
5936
772
6251
812
145
19
507
66
867
113
1225
159
1581
206
1935
252
2287
297
2636
343
2983
388
3327
432
3668
477
4007
521
4342
564
4674
607
5002
650
5328
692
5650
734
5968
776
6283
817
182
24
543
71
903
117
1261
164
1617
210
1971
256
2322
302
2671
347
3018
392
3361
437
3702
481
4040
525
4375
569
4707
612
5035
654
5360
697
5682
738
6000
780
6314
821
218
28
579
75
939
122
1297
169
1652
215
2006
261
2357
306
2706
352
3052
397
3396
441
3736
486
4074
529
4408
573
4740
616
5068
659
5393
701
5714
743
6031
784
6345
825
254
33
615
80
975
127
1332
173
1688
219
2041
265
2392
311
2740
356
3086
401
3430
446
3770
490
4108
534
4442
577
4773
620
5100
663
5425
705
5746
747
6063
788
6376
829
290
38
651
85
1011
131
1368
178
1723
224
2076
270
2427
315
2775
361
3121
406
3464
450
3804
494
4141
538
4475
582
4806
625
5133
667
5457
709
5778
751
6094
792
6407
833
326
42
687
89
1046
136
1403
182
1759
229
2111
274
2462
320
2810
365
3155
410
3498
455
3838
499
4175
543
4508
586
4838
629
5166
671
5489
713
5809
755
6126
796
6438
837
ENGINE ANTI ICE ON

FUEL = + 2.5 %
TOTAL ANTI ICE ON

FUEL = + 4.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 3
I REV 27
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
39
78
0
5
10
390
429
468
51
56
61
778
817
855
102
107
112
1164
1202
1240
153
158
163
1546
1584
1623
203
208
213
1926
1964
2002
253
257
262
2303
2341
2378
302
307
312
2677
2714
2751
351
356
361
3047
3084
3121
400
404
409
3414
3451
3487
448
452
457
3777
3813
3849
495
500
505
4136
4172
4208
542
547
552
4492
4527
4562
589
593
598
4843
4878
4913
635
639
644
5190
5225
5259
680
685
689
5533
5567
5601
725
730
734
5871
5904
5938
770
774
778
6204
6237
6270
813
818
822
6532
6565
6597
856
861
865
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = - 0.6 %
CCM ALL
ISA
CG=33.0%
TAS= 458KT
DISTANCE
(NM)
TIME (MIN)
M.78
FL310
.6
.8
1.0
1.2
1.4
1.6
1.8
117
15
507
66
894
117
1279
168
1661
218
2040
267
2416
317
2788
366
3158
414
3523
462
3885
509
4243
556
4598
603
4948
649
5293
694
5635
739
5971
783
6303
826
6629
869
156
20
546
72
933
122
1317
173
1699
223
2077
272
2453
322
2826
370
3195
419
3560
467
3921
514
4279
561
4633
607
4982
653
5328
698
5669
743
6005
787
6336
831
6662
873
195
26
584
77
971
127
1355
178
1737
228
2115
277
2491
327
2863
375
3231
424
3596
471
3957
519
4315
566
4668
612
5017
658
5362
703
5702
748
6038
792
6369
835
6694
878
234
31
623
82
1010
132
1394
183
1775
233
2153
282
2528
331
2900
380
3268
428
3632
476
3993
523
4350
570
4703
617
5052
662
5396
707
5736
752
6071
796
6402
839
6726
882
273
36
662
87
1048
137
1432
188
1813
238
2190
287
2565
336
2937
385
3304
433
3669
481
4029
528
4386
575
4738
621
5086
667
5430
712
5770
756
6105
800
6434
844
6758
886
312
41
701
92
1087
142
1470
193
1851
243
2228
292
2602
341
2974
390
3341
438
3705
486
4065
533
4421
580
4773
626
5121
671
5465
716
5804
761
6138
805
6467
848
6791
890
351
46
739
97
1125
147
1508
198
1888
248
2266
297
2640
346
3010
395
3378
443
3741
490
4101
538
4456
584
4808
630
5156
676
5499
721
5837
765
6171
809
6500
852
6823
894
ENGINE ANTI ICE ON

FUEL = + 2.5 %
TOTAL ANTI ICE ON

FUEL = + 4.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 4
I REV 27
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
42
84
0
6
11
420
461
503
56
61
67
836
877
919
111
116
122
1249
1290
1331
165
171
176
1658
1699
1739
219
225
230
2064
2104
2144
273
278
284
2465
2505
2545
326
331
337
2862
2901
2941
379
384
389
3254
3293
3332
430
436
441
3642
3681
3719
482
487
492
4025
4063
4101
532
537
542
4404
4441
4478
582
587
592
4776
4813
4850
632
637
641
5144
5180
5216
680
685
690
5505
5541
5577
728
733
738
5861
5896
5931
775
780
784
6210
6244
6278
821
826
830
6552
6585
6619
867
871
875
6887
6919
6952
911
915
919
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = - 0.6 %
CCM ALL
ISA
CG=33.0%
TAS= 454KT
DISTANCE
(NM)
TIME (MIN)
M.78
FLJJO
.6
.8
1.0
1.2
1.4
1.6
1.8
126
17
545
72
960
127
1372
181
1780
235
2184
289
2584
342
2980
394
3371
446
3758
497
4139
547
4516
597
4887
646
5253
695
5613
742
5966
789
6313
835
6653
880
6985
924
168
22
587
78
1002
132
1413
187
1821
241
2225
294
2624
347
3019
399
3410
451
3796
502
4177
552
4553
602
4924
651
5289
700
5648
747
6001
794
6347
839
6686
884
7018
928
210
28
628
83
1043
138
1454
192
1861
246
2265
300
2664
352
3059
405
3449
456
3835
507
4215
557
4591
607
4961
656
5325
704
5684
752
6036
798
6381
844
6720
889
7051
933
252
33
670
89
1084
143
1495
198
1902
252
2305
305
2704
358
3098
410
3488
461
3873
512
4253
562
4628
612
4997
661
5361
709
5719
756
6071
803
6416
849
6753
893
7084
937
294
39
711
94
1125
149
1536
203
1942
257
2345
310
2743
363
3137
415
3526
466
3911
517
4290
567
4665
617
5034
666
5397
714
5755
761
6105
807
6450
853
6787
898
7116
941
336
44
753
100
1166
154
1576
208
1983
262
2385
315
2783
368
3176
420
3565
471
3949
522
4328
572
4702
622
5071
671
5433
719
5790
766
6140
812
6484
858
6820
902
7149
945
378
50
794
105
1208
160
1617
214
2023
268
2425
321
2822
373
3215
425
3604
477
3987
527
4366
577
4739
627
5107
675
5469
723
5826
770
6175
817
6518
862
6853
906
7181
950
ENGINE ANTI ICE ON

FUEL = + 2.5 %
TOTAL ANTI ICE ON

FUEL = + 4.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 5
I REV 27
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
45
90
0
6
12
450
495
539
60
66
72
896
940
984
120
125
131
1337
1380
1424
178
184
190
1773
1816
1859
237
242
248
2203
2246
2289
294
300
305
2629
2671
2713
351
356
362
3049
3090
3132
407
412
418
3463
3504
3545
462
468
473
3871
3911
3951
517
522
527
4272
4312
4351
570
575
581
4667
4706
4744
623
628
633
5054
5092
5130
674
679
685
5433
5470
5507
725
730
735
5804
5840
5877
775
779
784
6166
6201
6237
823
828
832
6518
6553
6587
870
874
879
6861
6895
6929
916
920
925
7195
7228
7261
960
965
969
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = - 0.6 %
CCM ALL
ISA
CG=33.0%
TAS= 450KT
DISTANCE
(NM)
TIME (MIN)
M.78
FL350
.6
.8
1.0
1.2
1.4
1.6
1.8
135
18
584
78
1028
137
1468
196
1902
254
2331
311
2755
368
3174
424
3586
479
3992
533
4391
586
4783
638
5168
690
5545
740
5913
789
6272
837
6622
884
6962
929
7293
973
180
24
629
84
1072
143
1512
202
1946
260
2374
317
2798
373
3215
429
3627
484
4032
538
4431
591
4822
644
5206
695
5582
745
5950
794
6308
842
6656
888
6996
934
7326
978
225
30
673
90
1117
149
1555
208
1989
265
2417
323
2840
379
3257
435
3668
489
4072
543
4470
597
4861
649
5244
700
5619
750
5986
799
6343
846
6691
893
7029
938
7359
982
270
36
718
96
1161
155
1599
213
2032
271
2459
328
2881
385
3298
440
3708
495
4112
549
4510
602
4900
654
5282
705
5656
755
6022
804
6378
851
6725
897
7063
943
7391
986
315
42
762
102
1205
161
1642
219
2075
277
2502
334
2923
390
3339
446
3749
500
4152
554
4549
607
4938
659
5320
710
5693
760
6058
808
6413
856
6759
902
7096
947
7423
991
360
48
807
108
1249
167
1686
225
2118
283
2544
340
2965
396
3380
451
3789
506
4192
559
4588
612
4977
664
5357
715
5730
765
6094
813
6448
861
6793
907
7129
951
7456
995
405
54
851
114
1293
172
1729
231
2161
288
2587
345
3007
401
3422
457
3830
511
4232
565
4627
618
5015
669
5395
720
5767
770
6130
818
6483
865
6827
911
7162
956
7488
999
ENGINE ANTI ICE ON

FUEL = + 2.5 %
TOTAL ANTI ICE ON

FUEL = + 4.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 6
I REV 27
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
48
96
0
6
13
481
528
576
64
71
77
956
1003
1050
128
134
141
1424
1470
1517
191
197
203
1886
1932
1977
253
259
265
2341
2386
2431
314
320
326
2789
2834
2878
374
380
386
3230
3273
3317
433
439
445
3662
3705
3747
491
497
503
4086
4128
4169
548
554
559
4500
4541
4582
604
609
614
4905
4944
4984
658
663
668
5298
5336
5375
711
716
721
5680
5717
5755
762
767
772
6051
6087
6124
812
816
821
6411
6446
6482
860
865
869
6760
6795
907
911
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = - 0.6 %
CCM ALL
ISA
CG=33.0%
TAS= 447KT
DISTANCE
(NM)
TIME (MIN)
M.78
FL370
.6
.8
1.0
1.2
1.4
1.6
1.8
145
19
624
84
1096
147
1563
210
2023
271
2476
332
2922
392
3360
451
3790
508
4211
565
4622
620
5024
674
5413
726
5792
777
6160
826
6517
874
193
26
671
90
1143
153
1609
216
2069
277
2521
338
2966
398
3404
456
3833
514
4253
570
4663
625
5063
679
5452
731
5830
782
6196
831
6552
879
241
32
719
96
1190
160
1656
222
2115
284
2566
344
3011
404
3447
462
3875
520
4294
576
4704
631
5103
684
5490
736
5867
787
6232
836
6587
883
289
39
766
103
1237
166
1702
228
2160
290
2611
350
3054
410
3490
468
3917
525
4335
581
4744
636
5142
690
5528
741
5904
792
6268
841
6622
888
337
45
814
109
1284
172
1748
234
2205
296
2655
356
3098
416
3533
474
3960
531
4377
587
4784
642
5181
695
5566
747
5941
797
6304
845
6656
893
385
52
861
115
1331
178
1794
241
2251
302
2700
362
3142
421
3576
480
4002
537
4418
592
4824
647
5220
700
5604
752
5977
802
6340
850
6691
897
433
58
908
122
1377
185
1840
247
2296
308
2745
368
3186
427
3619
485
4044
542
4459
598
4864
652
5259
705
5642
757
6014
807
6375
855
6726
902
ENGINE ANTI ICE ON

FUEL = + 2.5 %
TOTAL ANTI ICE ON

FUEL = + 4.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 7
I REV 27
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
51
102
0
7
14
510
561
611
68
75
82
1013
1063
1113
136
143
149
1508
1556
1605
202
209
215
1993
2041
2089
267
274
280
2470
2517
2564
331
338
344
2936
2982
3028
394
400
406
3392
3437
3481
455
461
467
3836
3879
3923
514
520
526
4266
4309
4351
572
578
583
4684
4724
4765
628
634
639
5088
5127
5166
682
688
693
5477
5516
5554
735
740
745
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = - 0.6 %
CCM ALL
ISA
CG=33.0%
TAS= 447KT
DISTANCE
(NM)
TIME (MIN)
M.78
FL390
.6
.8
1.0
1.2
1.4
1.6
1.8
154
21
662
89
1162
156
1654
222
2137
287
2611
350
3074
412
3526
473
3966
532
4393
589
4806
645
5206
698
5593
750
205
27
712
96
1212
163
1703
228
2185
293
2658
356
3120
418
3571
479
4009
538
4435
595
4847
650
5245
703
256
34
763
102
1261
169
1752
235
2233
299
2704
363
3166
425
3615
485
4053
544
4477
600
4887
655
5285
709
307
41
813
109
1311
176
1800
241
2280
306
2751
369
3211
431
3660
491
4096
549
4518
606
4927
661
5323
714
358
48
863
116
1360
182
1848
248
2328
312
2797
375
3256
437
3704
497
4138
555
4559
611
4967
666
5362
719
409
55
913
122
1409
189
1897
254
2375
319
2844
381
3301
443
3748
503
4181
561
4601
617
5007
672
5400
724
460
62
963
129
1458
196
1945
261
2423
325
2890
388
3347
449
3792
509
4224
566
4642
623
5047
677
5439
729
ENGINE ANTI ICE ON

FUEL = + 2.5 %
TOTAL ANTI ICE ON

FUEL = + 4.5 %
~--
c~~~~
p 8
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL100
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
28
56
0
7
13
278
306
333
65
72
78
551
577
604
128
134
141
817
843
870
189
195
201
1078
1104
1130
247
253
259
1334
1359
1384
303
309
314
1585
1609
1634
355
360
365
1830
1855
1879
403
407
412
2072
2096
2120
448
453
457
2312
2335
2359
492
496
501
2548
2572
2595
535
539
544
2782
2806
2829
577
581
585
3014
3037
3060
618
622
626
3243
3266
3289
658
662
666
3470
3493
3515
697
701
705
3695
3717
3739
736
740
744
3917
3939
3962
774
778
781
4138
4160
4181
811
815
818
4356
4378
4399
848
851
855
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
84
20
360
84
631
147
896
207
1155
264
1410
319
1659
370
1903
417
2144
461
2383
505
2619
548
2852
589
3083
630
3311
670
3538
709
3762
747
3984
785
4203
822
4421
859
112
26
388
91
658
153
922
213
1181
270
1435
325
1683
375
1927
421
2168
466
2407
509
2642
552
2875
593
3106
634
3334
674
3560
713
3784
751
4006
789
4225
826
4443
862
140
33
415
97
685
159
948
219
1207
276
1460
330
1708
380
1952
426
2192
470
2430
514
2666
556
2898
598
3129
638
3357
678
3583
717
3806
755
4028
793
4247
830
4464
866
168
39
442
103
711
165
974
224
1232
281
1485
335
1732
384
1976
430
2216
475
2454
518
2689
560
2922
602
3152
642
3380
682
3605
195
46
469
109
738
171
1000
230
1258
287
1510
340
1757
389
2000
435
2240
479
2477
522
2712
564
2945
606
3175
646
3402
686
3628
724
3851
762
4072
800
4291
837
4507
873
223
52
496
116
764
177
1026
236
1283
292
1535
345
1781
394
2024
439
2264
483
2501
527
2736
569
2968
610
3197
650
3425
689
3650
728
3873
766
4094
804
4312
840
4529
876
251
59
523
122
791
183
1052
242
1309
298
1560
350
1806
398
2048
444
2288
488
2525
531
2759
573
2991
614
3220
654
3447
693
3672
732
3895
770
4116
807
4334
844
4551
880
ENGINE ANTI ICE ON

FUEL = +2.5%
721
3829
759
4050
796
4269
833
4486
869
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
255
257
261
265
271
280
302
318
324
329
333
338
341
345
348
351
353
356
360
~--
c~~~~
p 9
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL120
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
29
58
0
7
14
289
318
346
67
73
80
572
599
627
131
137
143
848
875
902
192
198
204
1118
1145
1171
249
254
259
1383
1409
1435
305
310
300
1643
1669
1695
350
355
359
1900
1926
1951
402
407
398
2154
2179
2205
444
449
453
2405
2430
2455
490
494
499
2653
2678
2702
534
538
543
2898
2923
2947
577
581
586
3141
3165
3189
619
623
628
3381
3404
3428
661
665
669
3618
3641
3665
701
705
709
3853
3876
3899
741
745
749
4085
4108
4131
779
783
787
4315
4338
4361
817
821
825
4543
4565
4588
854
857
861
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
87
20
374
86
655
149
929
209
1198
264
1461
315
1720
364
1977
412
2230
458
2480
503
2727
547
2971
590
3213
632
3452
673
3689
713
3923
752
4154
791
4384
828
4611
865
116
27
403
93
683
156
957
215
1224
270
1487
320
1746
369
2002
416
2255
463
2505
507
2752
551
2996
594
3237
636
3476
677
3712
717
3946
756
4177
795
4406
832
4633
868
145
34
431
99
711
162
984
221
1251
275
1513
325
1772
374
2028
421
2280
467
2530
512
2776
556
3020
598
3261
640
3500
681
3736
721
3969
760
4200
798
4429
836
4656
872
174
40
459
106
738
168
1011
227
1277
280
1539
330
1798
379
2053
426
2305
472
2554
516
2801
560
3044
602
3285
644
3523
685
3759
725
3992
764
4223
802
4452
839
4678
875
203
47
487
112
766
174
1037
232
1304
285
1565
335
1823
383
2078
430
2330
476
2579
521
2825
564
3068
607
3309
648
3547
689
3782
729
4016
768
4246
806
4475
843
4701
879
232
54
515
118
793
180
1064
238
1330
290
1591
340
1849
388
2104
435
2355
481
2604
525
2849
569
3092
611
3333
652
3571
693
3806
733
4039
772
4269
810
4497
847
4723
883
260
60
544
125
820
186
1091
243
1356
295
1617
345
1875
393
2129
440
2380
485
2628
530
2874
573
3117
615
3357
656
3594
697
3829
737
4062
776
4292
813
4520
850
4746
886
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
257
262
268
277
299
314
319
324
329
334
339
343
347
350
353
357
363
369
375
~--
c~~~~
p 10
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL150
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
31
61
0
7
14
305
335
365
66
72
79
603
632
661
126
132
137
895
924
953
182
188
194
1183
1212
1240
237
243
248
1467
1496
1524
291
296
301
1748
1775
1803
342
347
352
2024
2051
2078
402
393
397
2296
2323
2350
441
446
451
2565
2592
2618
488
493
498
2830
2857
2883
534
539
543
3093
3119
3145
579
584
588
3352
3377
3403
623
627
631
3608
3633
3659
665
669
673
3861
3886
3911
706
710
714
4112
4137
4162
746
750
754
4360
4385
4410
785
789
793
4606
4631
4655
823
826
830
4850
4874
4898
860
863
867
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
92
20
395
85
691
143
982
199
1269
253
1552
306
1831
358
2106
407
2377
455
2645
502
2909
548
3171
592
3429
636
3684
677
3937
718
4187
758
4434
796
4680
834
4923
871
123
27
425
91
720
149
1011
205
1297
259
1580
311
1858
363
2133
412
2404
460
2672
507
2936
552
3197
597
3455
640
3710
682
3962
722
4212
762
4459
800
4704
838
4947
874
154
34
455
97
749
154
1040
210
1326
264
1608
317
1886
368
2160
417
2431
465
2698
512
2962
557
3223
601
3480
644
3735
686
3987
726
4236
766
4484
804
4729
841
4971
878
184
40
484
103
779
160
1068
216
1354
270
1636
322
1914
373
2188
422
2458
470
2725
516
2988
561
3248
605
3506
648
3760
690
4012
730
4261
770
4508
808
4753
845
4995
882
214
47
514
109
808
166
1097
221
1383
275
1664
327
1941
378
2215
427
2485
474
2751
521
3014
566
3274
610
3531
652
3785
694
4037
734
4286
773
4533
811
4777
849
5019
885
244
53
544
114
837
171
1126
226
1411
280
1692
332
1969
383
2242
432
2511
479
2778
525
3040
570
3300
614
3557
657
3811
698
4062
738
4311
777
4557
815
4801
852
5043
889
275
60
573
120
866
177
1155
232
1439
285
1720
337
1996
388
2269
436
2538
484
2804
530
3066
575
3326
618
3582
661
3836
702
4087
742
4336
781
4582
819
4826
856
5067
892
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
269
288
308
313
317
323
327
333
339
344
348
354
360
367
373
380
387
393
397
~--
c~~~~
p 11
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL170
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
32
64
0
6
13
317
348
379
62
68
74
629
660
691
122
128
134
936
967
997
180
186
192
1239
1269
1299
237
243
248
1537
1566
1596
292
297
303
1830
1859
1888
350
356
345
2119
2148
2176
396
401
407
2404
2432
2460
446
451
456
2685
2713
2741
494
499
503
2962
2990
3017
541
545
550
3236
3264
3291
586
590
594
3508
3534
3561
629
634
638
3776
3802
3829
672
676
680
4041
4068
4094
713
717
721
4304
4330
4356
753
757
761
4564
4590
4616
793
797
800
4822
4847
4873
831
835
839
5077
5102
5127
869
873
877
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
95
19
411
80
127
25
442
86
752
146
1058
203
1358
259
1655
313
1946
366
2234
417
2517
465
2796
513
3072
559
3345
603
3615
647
3882
688
4147
729
4408
769
4667
808
4924
847
5178
884
159
31
473
92
783
151
1088
209
1388
265
1684
319
1975
371
2262
422
2545
470
2824
518
3100
563
3372
608
3642
651
3909
693
4173
733
4434
773
4693
812
4949
850
5203
888
191
37
504
98
814
157
1118
215
1418
270
1713
324
2004
376
2291
426
2573
475
2852
522
3127
568
3399
612
3669
655
3935
697
4199
737
4460
777
4719
816
4975
854
5229
892
222
44
536
104
844
163
1148
220
1448
276
1742
329
2033
381
2319
431
2601
480
2879
527
3155
572
3426
616
3696
659
3962
701
4225
741
4486
781
4745
820
5000
858
5254
895
254
50
567
110
875
169
1179
226
1477
281
1772
335
2062
386
2347
436
2629
485
2907
531
3182
577
3453
621
3722
663
3988
705
4252
745
4512
785
4770
824
5026
862
5279
899
285
56
598
116
906
175
1209
231
1507
287
1801
340
2090
391
2376
441
2657
489
2935
536
3209
581
3480
625
3749
668
4015
709
4278
749
4538
789
4796
827
5051
866
5304
903
721
140
1027
198
1329
254
1625
308
1917
361
2205
412
2489
461
2768
508
3045
554
3318
599
3588
642
3856
684
4120
725
4382
765
4642
804
4898
843
5153
881
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
302
310
313
318
323
328
334
341
348
355
362
369
375
384
390
394
398
402
405
~--
c~~~~
p 12
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL190
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
33
67
0
6
13
334
367
400
64
71
77
662
694
727
127
133
139
984
1016
1048
187
193
199
1301
1333
1364
245
251
257
1613
1644
1675
302
307
312
1920
1950
1981
361
366
356
2222
2252
2282
407
412
417
2520
2549
2579
457
462
467
2814
2843
2872
505
510
515
3104
3133
3162
552
557
561
3392
3420
3449
597
602
606
3676
3704
3732
641
646
650
3957
3985
4013
684
689
693
4235
4263
4290
726
731
735
4511
4538
4565
768
772
776
4783
4810
4837
808
812
816
5053
5079
5106
848
852
856
5320
5346
5373
887
891
895
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
100
19
433
83
759
145
1080
205
1395
262
1706
318
2011
371
2311
422
2608
472
2901
519
3191
566
3477
611
3760
654
4041
697
4318
739
4593
780
4864
820
5133
860
5399
898
134
26
466
89
791
151
1112
210
1427
268
1736
323
2041
376
2341
427
2638
477
2930
524
3220
570
3506
615
3789
659
4069
701
4346
743
4620
784
4891
824
5160
864
5426
902
167
32
499
96
824
157
1144
216
1458
274
1767
329
2071
382
2371
432
2667
481
2959
529
3248
575
3534
619
3817
663
4096
705
4373
747
4647
788
4918
828
5187
867
5452
906
201
39
531
102
856
163
1175
222
1489
279
1798
334
2102
387
2401
437
2696
486
2988
534
3277
579
3562
624
3845
667
4124
710
4401
751
4674
792
4945
832
5213
871
5479
910
234
45
564
108
888
169
1207
228
1520
285
1828
340
2132
392
2431
442
2726
491
3017
538
3306
584
3591
628
3873
671
4152
714
4428
755
4702
796
4972
836
5240
875
5505
914
267
52
597
114
920
175
1238
234
1551
290
1859
345
2162
397
2460
447
2755
496
3046
543
3334
588
3619
633
3901
676
4180
718
4456
760
4729
800
4999
840
5266
879
5531
917
300
58
629
120
952
181
1270
239
1582
296
1889
350
2192
402
2490
452
2784
501
3075
547
3363
593
3648
637
3929
680
4207
722
4483
764
4756
804
5026
844
5293
883
5558
921
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
310
313
319
324
328
336
345
355
363
369
378
385
390
394
398
402
406
410
413
~--
c~~~~
p 13
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL210
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
35
71
0
7
13
351
386
420
67
73
80
695
729
763
131
138
144
1033
1066
1099
193
200
206
1364
1397
1430
253
259
264
1690
1722
1754
315
320
309
2010
2042
2074
363
368
373
2327
2358
2389
415
420
425
2639
2670
2701
465
470
475
2948
2978
3009
513
518
523
3253
3283
3313
561
565
570
3554
3584
3614
607
612
616
3852
3882
3911
652
657
661
4147
4176
4206
696
701
705
4439
4468
4496
740
744
748
4727
4756
4784
782
786
790
5012
5041
5069
824
828
832
5295
5323
5351
864
868
872
5574
5602
5630
905
909
913
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
106
20
455
86
797
150
1133
212
1463
270
1786
325
2105
379
2421
430
2732
480
3039
528
3343
575
3644
621
3941
665
4235
709
4525
752
4813
794
5097
836
5379
877
5657
917
141
27
489
93
831
156
1166
218
1495
276
1819
331
2137
384
2452
435
2763
484
3070
533
3374
579
3674
625
3971
670
4264
714
4554
757
4841
799
5126
840
5407
881
5685
921
176
34
524
99
865
163
1199
224
1528
281
1851
336
2169
389
2483
440
2794
489
3101
537
3404
584
3704
630
4000
674
4293
718
4583
761
4870
803
5154
844
5435
885
5713
925
211
40
558
106
898
169
1232
229
1560
287
1883
342
2200
394
2514
445
2825
494
3131
542
3434
589
3733
634
4030
679
4322
722
4612
765
4898
807
5182
848
5463
889
5740
929
246
47
592
112
932
175
1265
235
1593
293
1915
347
2232
399
2546
450
2855
499
3161
547
3464
593
3763
639
4059
683
4351
727
4641
769
4927
811
5210
852
5490
893
5768
933
281
54
627
118
966
181
1298
241
1625
298
1946
352
2263
405
2577
455
2886
504
3192
551
3494
598
3793
643
4088
688
4380
731
4669
774
4955
815
5238
856
5518
897
5796
937
316
60
661
125
999
187
1331
247
1658
304
1978
358
2295
410
2608
460
2917
509
3222
556
3524
602
3823
648
4118
692
4410
735
4698
778
4984
819
5266
860
5546
901
5823
941
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
312
318
323
329
340
354
362
369
379
384
389
394
398
403
406
410
413
415
416
~--
c~~~~
p 14
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL230
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
37
74
0
7
14
368
404
440
69
76
82
728
763
799
135
142
148
1080
1115
1150
197
203
209
1426
1460
1495
256
261
267
1767
1801
1835
312
317
323
2104
2137
2171
371
377
366
2436
2469
2502
418
424
429
2764
2797
2829
469
474
479
3088
3120
3153
519
524
529
3409
3440
3472
568
573
577
3725
3756
3787
615
620
625
4037
4068
4099
662
666
671
4346
4377
4407
707
711
716
4652
4682
4712
752
756
760
4954
4984
5014
796
800
804
5253
5282
5312
839
843
848
5548
5577
5606
882
886
890
5839
5868
5897
924
928
932
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
111
21
476
89
834
154
1184
215
1529
273
1869
328
2204
382
2535
434
2862
484
3185
534
3504
582
3819
629
4130
675
4438
720
4743
765
5044
809
5341
852
5635
894
5925
936
148
28
512
96
869
161
1219
221
1563
279
1902
334
2237
387
2568
439
2894
489
3217
539
3535
587
3850
634
4161
680
4469
725
4773
769
5074
813
5371
856
5665
899
5954
940
185
35
548
102
905
167
1254
227
1597
284
1936
339
2271
392
2601
444
2927
494
3249
544
3567
592
3881
639
4192
684
4499
729
4803
774
5104
817
5401
861
5694
903
5983
944
221
42
584
109
940
173
1288
233
1631
290
1970
345
2304
398
2633
449
2959
499
3281
548
3599
596
3913
643
4223
689
4530
734
4833
778
5133
822
5430
865
5723
907
6012
948
258
48
620
116
975
179
1323
239
1665
295
2003
350
2337
403
2666
454
2991
504
3313
553
3630
601
3944
648
4254
693
4560
738
4863
782
5163
826
5460
869
5752
911
6040
952
294
55
656
122
1010
185
1357
244
1699
301
2037
355
2370
408
2699
459
3024
509
3345
558
3662
606
3975
652
4285
698
4591
743
4893
787
5193
830
5489
873
5781
915
6069
956
331
62
692
129
1045
191
1392
250
1733
306
2070
361
2403
413
2732
464
3056
514
3377
563
3693
611
4006
657
4315
702
4621
747
4924
791
5223
835
5518
878
5810
920
6097
961
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
318
322
331
349
360
370
377
383
388
393
398
403
406
410
412
412
413
415
419
~--
c~~~~
p 15
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL250
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
39
77
0
7
14
384
422
460
70
77
83
759
796
833
135
141
147
1128
1165
1201
196
202
208
1492
1528
1564
255
260
266
1851
1886
1922
312
317
323
2205
2240
2275
367
372
378
2554
2588
2623
421
426
431
2898
2932
2967
473
478
483
3238
3272
3306
524
529
534
3574
3607
3641
574
579
584
3906
3939
3972
623
628
632
4234
4266
4299
671
676
681
4558
4590
4622
719
723
728
4877
4909
4940
765
770
775
5192
5223
5254
811
815
820
5502
5533
5563
855
860
864
5807
5837
5868
899
903
907
6108
6138
6167
941
945
949
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
116
21
497
90
870
153
1238
214
1600
272
1957
328
2310
383
2658
436
3001
488
3339
539
3674
589
4005
637
4331
685
4654
733
4972
779
5285
824
5594
869
5898
911
6197
953
155
29
535
97
907
159
1274
220
1636
278
1993
334
2345
388
2692
442
3035
493
3373
544
3707
594
4037
642
4364
690
4686
737
5004
784
5316
829
5625
873
5928
916
6227
957
193
36
573
103
945
166
1311
226
1672
283
2028
339
2380
394
2727
447
3069
499
3407
549
3741
598
4070
647
4396
695
4718
742
5035
788
5348
833
5655
877
5958
920
6257
961
231
43
610
109
981
172
1347
231
1708
289
2064
345
2415
399
2761
452
3103
504
3440
554
3774
603
4103
652
4428
700
4750
747
5067
793
5378
838
5686
882
5988
924
6286
965
269
50
647
116
1018
178
1383
237
1744
295
2099
350
2449
405
2795
457
3137
509
3474
559
3807
608
4136
657
4461
704
4782
751
5098
797
5409
842
5716
886
6018
928
6316
970
308
56
685
122
1055
184
1420
243
1779
300
2134
356
2484
410
2830
463
3171
514
3507
564
3840
613
4168
661
4493
709
4813
756
5129
802
5440
847
5746
890
6048
932
6345
974
346
63
722
128
1092
190
1456
249
1815
306
2169
361
2519
415
2864
468
3205
519
3541
569
3873
618
4201
666
4525
714
4845
761
5161
806
5471
851
5777
894
6078
937
6375
978
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
321
340
357
367
376
382
387
392
398
402
406
408
408
409
412
416
421
426
432
~--
c~~~~
p 16
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL270
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
40
80
0
7
14
401
440
480
67
74
80
795
834
873
132
138
144
1183
1222
1260
194
200
206
1566
1604
1642
254
260
266
1943
1981
2018
324
312
318
2315
2352
2389
369
375
380
2682
2718
2754
424
430
435
3043
3079
3115
483
489
478
3400
3436
3471
531
536
542
3753
3788
3823
583
589
594
4100
4135
4169
635
640
645
4442
4476
4510
685
690
695
4778
4811
4845
733
738
743
5109
5141
5174
781
785
790
5434
5466
5498
826
831
835
5754
5786
5817
871
875
880
6069
6100
6132
914
919
923
6379
6410
6441
957
961
965
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
121
20
519
87
912
150
1299
212
1680
271
2055
329
2426
386
2791
440
3151
494
3506
547
3857
599
4203
650
4543
699
4878
748
5207
794
5530
840
5849
884
6163
927
6471
969
161
27
559
93
951
157
1337
218
1718
277
2093
335
2462
391
2827
446
3187
499
3542
552
3892
604
4238
655
4577
704
4911
752
5239
799
5563
844
5881
888
6194
931
6502
973
201
34
599
100
990
163
1375
224
1755
283
2130
341
2499
397
2863
451
3223
505
3577
557
3927
609
4272
660
4611
709
4944
757
5272
804
5595
849
5912
893
6225
936
6533
977
241
41
638
106
1029
169
1414
230
1793
289
2167
346
2536
402
2899
457
3258
510
3612
563
3962
614
4306
665
4644
714
4977
762
5305
808
5627
853
5944
897
6256
940
6563
982
281
47
677
112
1067
175
1452
236
1831
295
2204
352
2572
408
2935
462
3294
515
3647
568
3996
619
4340
670
4678
719
5010
767
5337
813
5659
858
5975
901
6287
944
6594
986
321
54
716
119
1106
181
1490
242
1868
301
2241
358
2609
413
2971
467
3329
521
3683
573
4031
625
4374
675
4711
724
5043
361
61
756
125
1145
187
1528
248
1906
306
2278
363
2645
419
3007
473
3365
526
3718
578
4066
630
4408
680
4745
729
5076
776
5402
822
5722
867
6038
910
6349
952
6654
994
ENGINE ANTI ICE ON

FUEL = +2.5%
771
5369
817
5690
862
6006
906
6318
948
6624
990
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
350
364
372
379
384
390
396
401
403
404
404
408
413
418
423
429
433
438
442
~--
c~~~~
p 17
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL290
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
42
85
0
7
14
422
464
505
68
75
81
837
878
919
134
140
147
1246
1287
1327
198
204
210
1648
1688
1728
259
265
271
2045
2084
2123
319
325
331
2436
2474
2513
378
384
390
2821
2859
2897
436
442
447
3201
3238
3276
493
498
504
3574
3611
3647
548
553
559
3940
3976
4012
602
607
612
4300
4335
4371
654
659
664
4653
4688
4723
704
709
714
5001
5035
5069
753
757
762
5342
5376
5410
800
805
809
5678
5711
5744
846
851
855
6008
6041
6073
891
895
900
6333
6365
6397
935
939
943
6652
6684
6715
977
981
985
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
127
21
547
88
960
153
1367
216
1768
278
2163
337
2552
396
2935
453
3313
509
3684
564
4048
617
4406
669
4758
719
5104
767
5443
814
5777
860
6106
904
6429
947
6747
990
169
27
589
95
1001
160
1408
223
1808
284
2202
343
2590
401
2973
459
3351
515
3721
570
4085
623
4442
674
4793
723
5138
772
5477
818
5811
864
6139
909
6461
952
6778
994
212
34
630
101
1043
166
1448
229
1847
290
2241
349
2629
407
3011
464
3388
521
3758
575
4121
628
4477
679
4828
728
5172
776
5511
823
5844
869
6171
913
6493
956
6810
998
254
41
672
108
1083
172
1488
235
1887
296
2280
355
2667
413
3049
470
3425
526
3794
580
4157
633
4513
684
4862
733
5206
781
5544
828
5877
873
6203
917
6525
960
6841
1002
296
48
713
114
1124
179
1528
241
1926
302
2319
361
2706
419
3087
476
3462
532
3831
586
4192
638
4548
689
4897
738
5240
786
5578
832
5910
878
6236
922
6557
964
6872
1006
338
55
755
121
1165
185
1568
247
1966
308
2358
366
2744
424
3125
481
3499
537
3867
591
4228
643
4583
694
4932
743
5274
790
5611
837
5942
882
6268
926
6589
969
6903
1010
380
61
796
127
1205
191
1608
253
2005
313
2397
372
2782
430
3163
487
3537
543
3904
596
4264
648
4618
699
4966
748
5308
795
5645
841
5975
886
6301
930
6620
973
6935
1014
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
369
375
381
388
394
398
400
400
402
408
413
419
425
430
435
439
444
448
454
~--
c~~~~
p 18
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL310
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
45
89
0
7
14
445
489
532
70
77
84
882
925
968
138
144
151
1312
1354
1397
203
209
216
1735
1777
1819
267
274
280
2152
2193
2234
330
336
343
2561
2602
2642
392
398
404
2963
3003
3042
452
457
463
3357
3396
3435
509
515
520
3743
3781
3820
565
570
576
4122
4160
4197
619
624
629
4494
4531
4568
671
676
681
4860
4896
4932
721
726
731
5218
5253
5289
771
775
780
5570
5605
5640
818
823
828
5916
5950
5984
865
869
874
6255
6288
6322
909
914
918
6588
6621
6654
953
957
962
6915
6947
6980
996
1000
1004
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
134
21
576
90
1011
157
1439
222
1860
286
2275
349
2683
410
3082
469
3473
526
3858
581
4235
635
4605
686
4968
736
5324
785
5674
832
6018
878
6355
923
6687
966
7012
1008
179
28
620
97
1054
164
1482
229
1902
293
2316
355
2723
416
3121
475
3512
532
3896
587
4272
640
4641
691
5004
741
5360
790
5709
837
6052
883
6389
927
6719
970
7044
1013
223
35
664
104
1097
170
1524
235
1944
299
2358
361
2763
422
3161
481
3551
537
3934
592
4309
645
4678
696
5040
746
5395
795
5744
842
6086
887
6422
931
6752
974
7076
1017
268
42
708
111
1140
177
1566
242
1986
305
2398
367
2803
428
3200
486
3590
543
3972
597
4346
650
4714
701
5075
751
5430
799
5778
846
6120
892
6455
936
6785
979
7108
1021
312
49
751
117
1183
183
1608
248
2027
311
2439
374
2843
434
3239
492
3628
548
4009
603
4383
655
4751
706
5111
756
5465
804
5813
851
6154
896
6488
940
6817
983
7140
1025
356
56
795
124
1226
190
1651
254
2069
318
2480
380
2883
440
3279
498
3666
554
4047
608
4420
661
4787
711
5147
761
5500
809
5847
855
6187
900
6522
944
6850
987
7172
1029
400
63
838
131
1269
197
1693
261
2110
324
2521
386
2923
446
3318
504
3705
559
4085
613
4457
666
4823
716
5182
766
5535
814
5881
860
6221
905
6555
949
6882
991
7204
1033
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
377
385
392
395
396
397
401
407
413
419
426
430
436
440
445
452
456
459
460
~--
c~~~~
p 19
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL 330
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
47
94
0
7
14
468
514
560
72
79
86
928
974
1019
142
149
156
1381
1425
1470
212
218
225
1824
1868
1912
279
285
292
2258
2301
2344
343
350
356
2683
2725
2767
406
412
418
3099
3140
3181
465
471
477
3507
3547
3587
523
529
535
3906
3945
3985
579
585
590
4297
4336
4375
634
639
644
4681
4719
4757
686
691
696
5057
5094
5132
737
742
747
5426
5462
5499
786
791
796
5787
5823
5859
834
838
843
6142
6176
6211
880
885
890
6489
6523
6557
926
930
935
6829
6862
6895
971
975
979
7161
7194
7226
1014
1018
1023
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
141
22
607
93
1065
163
1515
232
1955
298
2386
362
2808
424
3222
483
3627
540
4024
596
4413
649
4795
701
5169
752
5535
800
5894
848
6246
894
6591
939
6929
984
7259
1027
188
29
653
100
1110
170
1559
239
1999
305
2429
368
2850
430
3263
489
3667
546
4063
601
4452
655
4833
707
5206
757
5571
805
5930
852
6281
899
6625
944
6962
988
7292
1031
235
36
699
107
1156
177
1604
246
2042
311
2472
375
2892
436
3304
495
3707
552
4103
607
4490
660
4870
712
5243
762
5608
810
5965
857
6316
903
6660
948
6996
992
7324
1036
282
43
745
114
1201
184
1648
252
2086
318
2514
381
2933
442
3344
500
3747
557
4142
612
4528
665
4908
717
5279
766
5643
815
6001
862
6351
908
6693
953
7029
997
7357
1040
328
51
791
121
1246
191
1692
259
2129
324
2556
387
2975
448
3385
506
3787
563
4181
617
4567
670
4945
722
5316
375
58
837
128
1291
198
1736
265
2172
331
2598
393
3016
454
3425
512
3826
568
4220
623
4605
676
4983
727
5353
776
5715
824
6071
871
6420
917
6761
962
7095
1005
7421
1048
421
65
882
135
1336
205
1780
272
2215
337
2641
399
3058
460
3466
518
3866
574
4258
628
4643
681
5020
732
5389
781
5751
829
6106
876
6454
921
6795
966
7128
1010
7453
1053
ENGINE ANTI ICE ON

FUEL = +2.5%
771
5679
819
6036
866
6385
912
6727
957
7062
1001
7389
1044
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
388
391
392
394
400
406
413
420
425
431
436
441
448
453
455
456
457
458
457
~--
c~~~~
p 20
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL 350
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
50
99
0
8
15
493
542
590
76
84
91
975
1023
1070
150
157
164
1446
1492
1539
220
227
234
1906
1951
1996
288
294
301
2356
2400
2444
353
359
365
2796
2839
2882
415
422
428
3226
3268
3310
476
482
488
3647
3688
3729
534
540
545
4058
4099
4139
590
596
601
4461
4501
4540
644
650
655
4855
4894
4933
697
702
707
5241
5279
5317
748
753
758
5618
5656
5693
798
803
808
5987
6023
6059
847
852
857
6346
6382
6417
895
899
904
6696
6731
6765
941
946
950
7037
7070
7104
986
990
995
7368
7400
7432
1030
1034
1038
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
149
23
639
98
1117
171
1585
241
2042
308
2488
372
2925
434
3353
493
3771
551
4180
607
4580
660
4972
712
5355
763
5730
813
6096
861
6452
909
6799
955
7137
999
7465
1043
198
31
687
106
1165
178
1631
248
2087
314
2533
378
2969
440
3395
499
3812
557
4220
612
4620
666
5011
718
5393
768
5767
818
6132
866
6487
913
6834
959
7170
1004
7497
1047
248
38
736
113
1212
185
1677
254
2132
321
2577
384
3012
446
3437
505
3854
562
4261
618
4659
671
5049
723
5431
773
5804
823
6168
871
6523
918
6868
964
7204
1008
7529
1051
297
46
784
121
1259
192
1723
261
2177
327
2621
391
3055
452
3479
511
3895
568
4301
623
4699
676
5088
728
5468
778
5840
828
6204
876
6557
923
6902
968
7237
1012
7561
1055
346
53
831
128
1306
199
1769
268
2222
334
2664
397
3097
458
3521
517
3935
573
4341
628
4738
681
5126
733
5506
783
5877
833
6239
880
6592
927
6935
973
7269
1017
7594
1060
395
61
879
135
1352
206
1815
275
2266
340
2708
403
3140
464
3563
522
3976
579
4381
634
4777
687
5164
738
5543
788
5914
837
6275
885
6627
932
6969
977
7302
1021
7626
1064
444
69
927
142
1399
213
1860
281
2311
346
2752
409
3183
470
3605
528
4017
585
4421
639
4816
692
5203
743
5581
793
5950
842
6311
890
6662
936
7003
982
7335
1025
7658
1068
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
388
390
397
404
412
419
424
431
436
443
449
451
452
453
453
453
453
453
454
~--
c~~~~
p 21
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL370
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
52
103
0
8
16
513
563
614
77
85
92
1013
1062
1112
151
158
165
1501
1549
1597
222
228
235
1978
2025
2071
289
296
303
2443
2488
2534
355
361
367
2897
2941
2986
417
423
429
3340
3383
3427
483
489
478
3772
3815
3857
536
541
547
4195
4236
4278
592
598
603
4607
4648
4688
647
652
658
5009
5048
5088
701
706
711
5400
5438
5476
753
758
763
5779
5816
5853
803
808
813
6147
6183
6219
852
857
861
6502
6538
6573
899
904
908
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
155
23
664
100
1161
172
1645
242
2118
309
2580
374
3030
436
3470
495
3900
553
4319
609
4729
663
5127
716
5514
768
5890
818
6255
866
6608
913
207
31
714
107
1210
179
1693
249
2165
316
2625
380
3075
442
3514
501
3942
558
4361
614
4769
669
5166
721
5552
773
5927
823
6291
871
6643
918
258
39
765
114
1259
187
1741
256
2212
322
2671
386
3120
448
3557
507
3985
564
4402
620
4809
674
5206
727
5591
778
5964
828
6327
876
309
47
814
122
1307
194
1788
263
2258
329
2716
392
3164
454
3600
513
4027
570
4443
625
4849
679
5245
732
5628
783
6001
833
6362
880
360
54
864
129
1356
201
1836
269
2304
335
2761
399
3208
460
3643
518
4069
575
4484
631
4889
685
5283
737
5666
788
6037
837
6397
885
411
62
914
136
1404
208
1883
276
2350
342
2806
405
3252
466
3686
524
4111
581
4525
636
4929
690
5322
742
5704
793
6074
842
6432
890
462
70
964
144
1453
215
1931
283
2396
348
2852
411
3296
472
3729
530
4153
587
4566
642
4969
695
5361
747
5741
798
6110
847
6467
894
ENGINE ANTI ICE ON

FUEL = +2.5%
TAS
(KT)
395
403
411
418
425
431
438
444
448
449
451
451
451
451
451
452
TOTAL ANTI ICE ON

FUEL = +4.5 %
~--
c~~~~
p 22
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
I REV 27
LR
FL390
R
INTEGRATED CRUISE
ANTI-ICING OFF
WEIGHT
.2
.4
0
(1000KG)
0
54
107
0
8
16
532
584
636
77
84
92
1050
1100
1151
151
158
165
1554
1603
1652
221
228
234
2045
2093
2141
288
295
301
2523
2570
2617
353
359
366
2989
3034
3080
421
428
415
3443
3487
3532
476
482
488
3884
3927
3970
535
540
546
4312
4353
4395
592
597
603
4726
4766
4807
647
652
658
5127
5166
5205
700
705
710
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76

FUEL = -0.6 %
CCM ALL
ISA
CG=33.0%
DISTANCE
(NM)
TIME (MIN)
.6
.8
1.0
1.2
1.4
1.6
1.8
161
23
688
99
1202
172
1702
241
2189
308
2663
372
3126
434
3576
494
4013
552
4437
608
4847
663
5243
716
214
31
740
107
1252
179
1751
248
2237
314
2710
378
3172
440
3620
500
4056
558
4479
614
4888
668
5282
721
268
39
793
114
1303
186
1801
255
2285
321
2757
384
3217
446
3665
506
4100
563
4521
619
4928
674
5321
726
321
47
844
121
1353
193
1849
262
2333
327
2804
391
3262
452
3709
511
4142
569
4562
625
4968
679
5360
731
373
54
895
129
1403
200
1898
268
2380
334
2850
397
3307
458
3752
517
4184
575
4603
630
5008
684
5399
736
426
62
947
136
1453
207
1947
275
2428
340
2896
403
3353
464
3796
523
4227
580
4644
636
5047
690
5437
741
479
69
998
143
1503
214
1996
282
2475
347
2942
409
3398
470
3840
529
4269
586
4685
641
5087
695
ENGINE ANTI ICE ON

FUEL = +2.5%
TOTAL ANTI ICE ON

FUEL = +4.5 %
TAS
(KT)
411
418
427
433
441
446
449
450
450
451
451
451
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 23
I REV 27
I CLIMB CORRECTION I
The planner must correct the values for the fuel and the time obtained from the integrated
cruise tables with the numbers given in the following tables. The tables which are
established for M.78 and lang range speed, take into account climbing from the brake
release point at 250kV300kVM.78.
M.78 and LONG RANGE SPEED
R
FL
390
370
350
330
310
290
270
250
200
150
100
50
0.8
0.8
0.8
0.7
0.7
0.7
0.6
0.6
0.5
0.4
0.3
54
0.9
0.8
0.8
0.8
0.7
0.7
0.6
0.6
0.5
0.4
0.3
CORRECTION ON FUEL CONSUMPTION (1000 KG)

WEIGHT AT BRAKE RELEASE (1000 KG)
58
62
66
70
74
0.9
1.0
0.9
0.9
1.0
1.0
0.9
0.9
1.0
1.0
1.0
0.8
0.9
0.9
1.0
1.0
0.8
0.8
0.9
0.9
1.0
0.7
0.8
0.8
0.9
0.9
0.7
0.7
0.8
0.8
0.9
0.6
0.7
0.7
0.8
0.8
0.5
0.6
0.6
0.6
0.7
0.4
0.5
0.5
0.5
0.6
0.3
0.4
0.4
0.4
0.4
78
-
1.1
1.1
1.0
1.0
0.9
0.9
0.7
0.6
0.5
Time
Correction
4 min
4 min
5 min
5 min
5 min
5 min
5 min
4 min
4 min
3 min
3 min
I STEP CLIMB CORRECTION I
When the flight includes one or more step climbs (2000 feet below FL290, 4000 feet
above), apply a correction of 70 kg per step climb to the fuel consumption.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.30
INTEGRATED CRUISE
SEO 220
p 24
I REV 27
I DESCENT CORRECTION I
Gorreet the fuel and time values determined in the integrated cruise tables as follows to
take into account the descentdown to 1500 feet followed by a 6 minute IFR approach and
landing.
R
FL
390
370
350
330
310
290
270
250
200
150
100
CCM ALL
46
0
0
0
0
0
0
0
0
0
0
0
CORRECTION ON FUEL CONSUMPTION (1000 KG )

WEIGHT OVERHEAD DESTINATION (1000 KG)
50
54
58
62
66
0.1
0.1
0.2
0.2
0.1
0.1
0.1
0.2
0.2
0.1
0.1
0.1
0.2
0.2
0.1
0.1
0.1
0.2
0.2
0.1
0.1
0.1
0.1
0.2
0.1
0.1
0.1
0.1
0.2
0.1
0.1
0.1
0.1
0.2
0.1
0.1
0.1
0.1
0.1
0
0.1
0.1
0.1
0.1
0
0
0
0.1
0.1
0
0
0
0
0
70
-
0.3
0.2
0.2
0.2
0.2
0.2
0.2
0.1
0.1
0
Time
Correction
10 min
10 min
10 min
10 min
10 min
10 min
10 min
10 min
9 min
8 min
8 min
~--
c~~~~
FLIGHT PLANNING
2.05.40
QUICK DETERMINATION OF F-PLN
SEO 235
p 1
I REV 27
IINTRODUCTION I
The following flight planning tables allow the planner to determine trip fuel consumption
and trip time required to cover a given air distance :
These tables are established for :
- Takeoff
- Climb profile 250kV300kVM.78
- Cruise Mach number M.78/LR
- Descent profile M.78/300kV250kt
- Approach and landing 11 0 kg - 6 minute IFR
-ISA
- CG = 33%
- Anti ice OFF
They are based upon a reference landing weight of 50 000 kg
Note: 1. ln the tab/es, the asterisk (*) means that a step climb of 4000 ft must be flown
-to reach the corresponding FL.
2. To obtain a flight plan at optimum cruise Ievel, the highest flight Ievel desired
within the flight has to be se/ected in the tab/e.
3. For each degree Ce/cius above ISA temperature apply tue/ correction 0.015
{kg/C/NM) X L"/SA (C) X Air Distance (NM).
I CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT I

The fuel consumption must be corrected when the actual landing weight is different from
the reference landing weight.
lf it is lower (or greater) than the reference landing weight, subtract (or add) the value given
in the correction part of the table per 1000 kg below (or above) the reference landing
weight.
I EXAMPLE I
The following is an example of a complete flight plan based on the assumptions :
- Zero fuel weight : 55 000 kg = landing weight at alternate airport
- Cruise M.78 at FL370
- Ground distance from departure to destination : 1800 NM
- Average wind during flight : - 40 kt (headwind)
- ISA conditions
- "En raute" reserve : 5 %
- Ground distance from destination to alternate : 200 NM, no wind at FL200
To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing
weight at alternate (the schematic on 2.05.1 0 p 4 gives an overview of the calculation to
be performed).
CCM ALL
~--
c~~~~
R
R
R
R
R
R
FLIGHT PLANNING
2.05.40
SEO 220
p 2
I REV 27
1. Alternate fuel and time

- From 2.05.50 p2 ;
Alternate time = 40 min
Alternate fuel: 1 519 + 10 x (55- 50) = 1 569 kg
2. Holding fuel and time
- A 30 min holding is assumed at 1500 ft. Read from 3.05.25 p2, holding fuel =
1 243 kg
3. At destination, the landing weight = 55 000 + 1 569 + 1 243 = 57 812 kg
4. Evaluation of the air distance between departure and destination.
- The "Ground distance/Air distance" conversion table from 2.05.60 p2 shows that the
corresponding air distance is : 1 975 NM.
5. Trip fuel and time
- Enter air distance and flight Ievei 370 (see table on 2.05.40 p5), read the
corresponding values of fuel consumption and time, for the reference landing weight
and without deviation from ISA.
Fuel = 9 840 kg
Time = 4 h 36 min
- Gorreetion for landing weight
t:" fuel consumption = 116 x (57.812 - 50) = 907 kg
- Trip reserves (5 %) = 0.05 x (9 840 + 907) = 538 kg
6. Taxi fuel = 120 kg (2.05.1 0 p 2)
7. Total tue I on board (Block tue I) :
9 840 + 907 + 538 + 1 243 + 1 569 + 120 = 14 217 kg
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 3
I REV 27
R
CLIMB : 250KT/300KT/M.78 - CRUISE : M.78 - DESCENT : M.78/300KT/250KT
IMC PROCEDURE : 110 KG !6MINl
REF. LANDING WEIGHT = 50000 KG
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
1559
1540
0.38
0.38
1703
1674
0.41
0.41
1847
1809
0.44
0.44
1990
1943
0.48
0.48
2134
2078
0.51
0.51
2278
2213
0.54
0.54
2422
2347
0.57
0.58
2566
2482
1.01
1.01
2710
2617
1.04
1.04
2854
2752
1.07
1.07
2999
2887
1.10
1.11
3143
3023
1.14
1.14
3287
3158
1.17
1.17
3432
3293
1.20
1.21
3576
3429
1.23
1.24
3721
3564
1.27
1.27
3865
3700
1.30
1.30
4010
3835
1.33
1.34
4155
3971
1.36
1.37
4300
4107
1.40
1.40
4445
4243
1.43
1.44
4590
4378
1.46
1.47
4735
4515
1.49
1.50
4880
4651
1.53
1.53
5025
4787
1.56
1.57
5171
4923
1.59
2.00
FUEL = - 0.5 %
200
225
250
275
300
325
350
375
400
425
450
475
500
525
550
575
600
625
650
675
700
725
750
775
800
825
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
1527
1520
0.38
0.38
1653
1639
0.41
0.41
1780
1758
0.45
0.45
1906
1878
0.48
0.48
2032
1997
0.51
0.51
2159
2116
0.54
0.55
2286
2236
0.58
0.58
2413
2356
1.01
1.01
2539
2475
1.04
1.05
2666
2595
1.08
1.08
2794
2715
1.11
1.11
2921
2835
1.14
1.15
3048
2956
1.18
1.18
3175
3076
1.21
1.21
3303
3196
1.24
1.25
3430
3316
1.28
1.28
3558
3437
1.31
1.31
3685
3558
1.34
1.35
3813
3678
1.38
1.38
3941
3799
1.41
1.41
4069
3920
1.44
1.45
4196
4041
1.48
1.48
4325
4162
1.51
1.52
4453
4283
1.54
1.55
4581
4404
1.57
1.58
4709
4525
2.01
2.02
ENGINE ANTI ICE ON
FUEL = + 3%
1518
0.38
1631
0.41
1745
0.45
1858
0.48
1971
0.51
2085
0.55
2198
0.58
2312
1.02
2426
1.05
2540
1.08
2654
1.12
2768
1.15
2883
1.18
2997
1.22
3112
1.25
3226
1.28
3341
1.32
3456
1.35
3571
1.38
3686
1.42
3801
1.45
3916
1.49
4031
1.52
4147
1.55
4262
1.59
4378
2.02
390
1632
0.41
1740
0.45
1849
0.48
1958
0.51
2067
0.55
2176
0.58
2286
1.02
2395
1.05
2505
1.08
2614
1.12
2724
1.15
2834
1.18
2945
1.22
3055
1.25
3165
1.28
3276
1.32
3386
1.35
3497
1.38
3608
1.42
3719
1.45
3830
1.49
3942
1.52
4053
1.55
4165
1.59
4276
2.02
FL290
FL310
FL330
FL350
FL370
FL390
11
14
15
12
15
16
12
15
18
13
16
19
13
17
20
14
17
21
15
18
22
15
19
23
16
20
24
16
20
26
17
21
27
17
22
28
18
23
29
18
24
30
19
24
31
19
25
33
20
26
34
21
27
35
21
27
36
22
28
37
22
29
39
23
30
40
23
31
41
24
31
42
25
32
44
25
33
45
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 4
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
5171
4923
1.59
2.00
5316
5060
2.03
2.03
5462
5196
2.06
2.07
5607
5333
2.09
2.10
5753
5469
2.12
2.13
5899
5606
2.16
2.16
6045
5743
2.19
2.20
6191
5880
2.22
2.23
6337
6017
2.25
2.26
6483
6154
2.29
2.30
6629
6292
2.32
2.33
6775
6429
2.35
2.36
6921
6566
2.38
2.39
7068
6704
2.42
2.43
7214
6841
2.45
2.46
7361
6979
2.48
2.49
7507
7116
2.51
2.53
7654
7254
2.55
2.56
7801
7392
2.58
2.59
7947
7530
3.01
3.02
8094
7668
3.04
3.06
8241
7806
3.08
3.09
8388
7944
3.11
3.12
8535
8083
3.14
3.16
8683
8221
3.17
3.19
8830
8360
3.21
3.22
FUEL = - 0.5 %
825
850
875
900
925
950
975
1000
1025
1050
1075
1100
1125
1150
1175
1200
1225
1250
1275
1300
1325
1350
1375
1400
1425
1450
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
4709
4525
2.01
2.02
4838
4647
2.04
2.05
4966
4768
2.07
2.08
5095
4890
2.11
2.12
5224
5011
2.14
2.15
5353
5133
2.17
2.18
5482
5256
2.21
2.22
5611
5378
2.24
2.25
5740
5500
2.27
2.28
5870
5623
2.31
2.32
5999
5745
2.34
2.35
6129
5868
2.37
2.38
6258
5991
2.41
2.42
6388
6113
2.44
2.45
6518
6236
2.47
2.48
6648
6360
2.50
2.52
6778
6483
2.54
2.55
6908
6606
2.57
2.58
7038
6729
3.00
3.02
7168
6853
3.04
3.05
7299
6976
3.07
3.08
7429
7100
3.10
3.12
7560
7224
3.14
3.15
7691
7348
3.17
3.18
7821
7472
3.20
3.22
7952
7596
3.24
3.25
ENGINE ANTI ICE ON
FUEL = + 3%
4378
2.02
4494
2.05
4610
2.09
4726
2.12
4842
2.15
4958
2.19
5075
2.22
5191
2.25
5308
2.29
5425
2.32
5542
2.36
5659
2.39
5777
2.42
5894
2.46
6012
2.49
6129
2.52
6247
2.56
6365
2.59
6483
3.02
6601
3.06
6719
3.09
6838
3.13
6956
3.16
7075
3.19
7194
3.23
7313
3.26
390
4276
2.02
4388
2.05
4500
2.09
4612
2.12
4725
2.15
4837
2.19
4950
2.22
5062
2.25
5175
2.29
5289
2.32
5402
2.36
5516
2.39
5630
2.42
5744
2.46
5858
2.49
5973
2.52
6087
2.56
6202
2.59
6317
3.02
6432
3.06
6547
3.09
6662
3.12
6778
3.16
6893
3.19
7009
3.23
7125
3.26
FL290
FL310
FL330
FL350
FL370
FL390
25
33
45
26
34
46
26
35
48
27
35
49
28
36
50
28
37
52
29
38
53
29
39
54
30
40
56
31
40
57
31
41
58
32
42
60
33
43
61
33
44
62
34
45
64
35
45
65
35
46
67
36
47
68
37
48
70
37
49
71
38
50
73
39
51
74
39
52
76
40
53
77
41
54
79
41
54
80
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 5
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
8830
8360
3.21
3.22
8977
8498
3.24
3.25
9125
8637
3.27
3.29
9272
8776
3.30
3.32
9420
8914
3.34
3.35
9568
9053
3.37
3.39
9715
9192
3.40
3.42
9863
9332
3.44
3.45
10011
9471
3.47
3.48
10159
9610
3.50
3.52
10307
9749
3.53
3.55
10455
9889
3.57
3.58
10603
10028
4.00
4.02
10752
10168
4.03
4.05
10900
10308
4.06
4.08
11049
10447
4.10
4.11
11197
10587
4.13
4.15
11346
10727
4.16
4.18
11495
10867
4.19
4.21
11644
11007
4.23
4.25
11793
11148
4.26
4.28
11943
11289
4.29
4.31
12092
11429
4.32
4.34
12241
11570
4.36
4.38
12391
11711
4.39
4.41
12540
11852
4.42
4.44
FUEL = - 0.5 %
1450
1475
1500
1525
1550
1575
1600
1625
1650
1675
1700
1725
1750
1775
1800
1825
1850
1875
1900
1925
1950
1975
2000
2025
2050
2075
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
7952
7596
7313
3.24
3.25
3.26
8083
7720
7432
3.27
3.28
3.29
8214
7845
7551
3.30
3.32
3.33
8346
7969
7670
3.34
3.35
3.36
8477
8094
7789
3.37
3.38
3.39
8609
8218
7909
3.40
3.42
3.43
8740
8343
8028
3.44
3.45
3.46
8872
8468
8148
3.47
3.49
3.49
9004
8593
8268
3.50
3.52
3.53
9135
8718
8388
3.53
3.55
3.56
9267
8844
8509
3.57
3.59
4.00
9399
8969
8629
4.00
4.02
4.03
9532
9095
8750
4.03
4.05
4.06
9664
9220
8870
4.07
4.09
4.10
9796
9346
8991
4.10
4.12
4.13
9929
9472
9112
4.13
4.15
4.16
10061
9598
9233
4.17
4.19
4.20
10194
9724
9354
4.20
4.22
4.23
10327
9850
9476
4.23
4.25
4.26
10459
9976
9597
4.27
4.29
4.30
10592
10103
9719
4.30
4.32
4.33
10725
10229
9840
4.33
4.35
4.36
10859
10356
9962
4.37
4.39
4.40
10992
10483
10084
4.40
4.42
4.43
11125
10610
10206
4.43
4.45
4.47
11259
10737
10329
4.46
4.49
4.50
ENGINE ANTI ICE ON
FUEL = + 3%
390
7125
3.26
7241
3.29
7357
3.33
7474
3.36
7591
3.39
7707
3.43
7824
3.46
7941
3.49
8059
3.53
8176
3.56
8294
4.00
8412
4.03
8530
4.06
8649
4.10
8767
4.13
8886
4.16
9005
4.20
9124
4.23
9243
4.26
9363
4.30
9482
4.33
9602
4.36
9722
4.40
9842
4.43
9963
4.47
10083
4.50
FL290
FL310
FL330
FL350
FL370
FL390
41
54
80
42
55
82
43
56
84
43
57
85
44
58
87
45
59
88
45
60
90
46
61
92
47
62
93
47
63
94
48
64
96
49
65
98
50
66
100
50
67
101
51
68
103
52
69
105
52
70
107
53
71
109
54
72
110
55
73
112
55
74
114
56
75
116
57
76
118
58
77
120
58
78
121
59
79
123
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 6
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
12540
11852
4.42
4.44
12690
11994
4.45
4.48
12840
12135
4.49
4.51
12989
12276
4.52
4.54
13139
12418
4.55
4.57
13289
12559
4.58
5.01
13439
12701
5.02
5.04
13589
12843
5.05
5.07
13740
12985
5.08
5.11
13890
13127
5.12
5.14
14040
13269
5.15
5.17
14191
13411
5.18
5.20
14341
13553
5.21
5.24
14492
13696
5.25
5.27
14643
13838
5.28
5.30
14794
13981
5.31
5.34
14945
14124
5.34
5.37
15096
14267
5.38
5.40
15247
14410
5.41
5.43
15399
14553
5.44
5.47
15550
14696
5.47
5.50
15701
14839
5.51
5.53
15853
14983
5.54
5.57
16005
15126
5.57
6.00
16156
15270
6.00
6.03
16308
15414
6.04
6.06
FUEL = - 0.5 %
2075
2100
2125
2150
2175
2200
2225
2250
2275
2300
2325
2350
2375
2400
2425
2450
2475
2500
2525
2550
2575
2600
2625
2650
2675
2700
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
11259
10737
10329
4.46
4.49
4.50
11392
10864
10451
4.50
4.52
4.53
11526
10991
10573
4.53
4.55
4.57
11660
11118
10696
4.56
4.59
5.00
11794
11246
10819
5.00
5.02
5.03
11928
11374
10942
5.03
5.05
5.07
12062
11502
11065
5.06
5.09
5.10
12196
11630
11188
5.10
5.12
5.13
12330
11758
11312
5.13
5.15
5.17
12464
11886
11436
5.16
5.19
5.20
12599
12015
11561
5.20
5.22
5.24
12734
12143
11685
5.23
5.25
5.27
12868
12272
11810
5.26
5.29
5.30
13003
12401
11935
5.30
5.32
5.34
13138
12530
12061
5.33
5.36
5.37
13273
12659
12186
5.36
5.39
5.40
13408
12788
12312
5.40
5.42
5.44
13543
12918
12437
5.43
5.46
5.47
13679
13047
12563
5.46
5.49
5.50
13814
13177
12689
5.49
5.52
5.54
13949
13306
12815
5.53
5.56
5.57
14085
13436
12942
5.56
5.59
6.00
14221
13566
13068
5.59
6.02
6.04
14357
13696
13195
6.03
6.06
6.07
14493
13827
13322
6.06
6.09
6.11
14629
13957
13449
6.09
6.12
6.14
ENGINE ANTI ICE ON
FUEL = + 3%
390
10083
4.50
10204
4.53
10325
4.57
10446
5.00
10567
5.03
10688
5.07
10810
5.10
10932
5.13
11054
5.17
11176
5.20
11299
5.24
11422
5.27
11546
5.30
11671
5.34
11796
5.37
11921
5.40
12046
5.44
12172
5.47
12298
5.50
12424
5.54
12550
5.57
12677
6.00
12804
6.04
12931
6.07
13058
6.11
13185
6.14
FL290
FL310
FL330
FL350
FL370
FL390
59
79
123
60
80
125
61
81
127
61
82
129
62
83
131
63
85
133
64
86
134
64
87
136
65
88
138
66
89
140
67
90
142
68
91
144
68
92
146
69
93
148
70
95
150
71
96
152
72
97
154
73
98
156
73
99
158
74
100
160
75
102
162
76
103
164
77
104
166
78
105
168
79
107
170
79
108
172
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 7
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
16308
15414
6.04
6.06
16460
15557
6.07
6.10
16612
15701
6.10
6.13
16764
15845
6.13
6.16
16916
15989
6.17
6.20
17068
16134
6.20
6.23
17221
16278
6.23
6.26
17374
16423
6.26
6.29
17527
16567
6.30
6.33
17680
16712
6.33
6.36
17833
16856
6.36
6.39
17987
17001
6.40
6.43
18140
17146
6.43
6.46
18294
17292
6.46
6.49
18447
17437
6.49
6.53
18601
17583
6.53
6.56
18755
17729
6.56
6.59
FUEL = - 0.5 %
2700
2725
2750
2775
2800
2825
2850
2875
2900
2925
2950
2975
3000
3025
3050
3075
3100
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
14629
13957
13449
6.09
6.12
6.14
14765
14087
13576
6.13
6.16
6.17
14902
14218
13703
6.16
6.19
6.21
15038
14349
13831
6.19
6.22
6.24
15175
14480
13959
6.23
6.26
6.27
15312
14611
14087
6.26
6.29
6.31
15448
14743
14215
6.29
6.32
6.34
15585
14874
14343
6.33
6.36
6.37
15722
15005
14472
6.36
6.39
6.41
15860
15137
14601
6.39
6.42
6.44
15997
15269
14730
6.43
6.46
6.48
16134
15401
14859
6.46
6.49
6.51
16272
15533
14989
6.49
6.52
6.54
16409
15665
15118
6.52
6.56
6.58
16547
15798
15248
6.56
6.59
7.01
16685
15930
15378
6.59
7.02
7.04
16823
16063
15508
7.02
7.06
7.08
ENGINE ANTI ICE ON
FUEL = + 3%
390
13185
6.14
13313
6.17
13441
6.21
13570
6.24
13698
6.27
13820
6.31*
13951
6.34*
14082
6.38*
14213
6.41*
14345
6.44*
14477
6.48*
14609
6.51*
14741
6.54*
14873
6.58*
15006
7.01*
15138
7.04*
15271
7.08*
FL290
FL310
FL330
FL350
FL370
FL390
79
108
172
80
109
174
81
110
176
82
112
179
83
113
181
84
114
183
85
115
185
85
117
187
86
118
189
87
119
192
88
121
194
89
122
196
90
123
198
91
125
201
92
126
203
93
127
205
93
129
208
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 8
I REV 27
R
CLIMB : 250KT/300KT/M.78 - CRUISE : LONG RANGE - DESCENT : M.78/300KT/250KT
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
1521
1516
0.39
0.39
1650
1639
0.43
0.43
1780
1762
0.47
0.47
1909
1886
0.51
0.50
2039
2010
0.54
0.54
2169
2133
0.58
0.58
2298
2257
1.02
1.02
2428
2382
1.06
1.05
2559
2506
1.09
1.09
2689
2630
1.13
1.13
2819
2755
1.17
1.17
2950
2879
1.21
1.21
3080
3004
1.25
1.24
3211
3129
1.28
1.28
3342
3254
1.32
1.32
3473
3379
1.36
1.36
3604
3505
1.40
1.39
3735
3630
1.43
1.43
3867
3756
1.47
1.47
3998
3881
1.51
1.51
4130
4007
1.55
1.54
4261
4133
1.58
1.58
4393
4259
2.02
2.02
4525
4386
2.06
2.06
4657
4512
2.10
2.09
4790
4639
2.13
2.13
FUEL = - 0.4 %
200
225
250
275
300
325
350
375
400
425
450
475
500
525
550
575
600
625
650
675
700
725
750
775
800
825
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
1514
1515
0.39
0.38
1633
1630
0.42
0.42
1752
1745
0.46
0.45
1871
1860
0.50
0.49
1990
1975
0.53
0.53
2110
2090
0.57
0.56
2229
2205
1.01
1.00
2349
2321
1.04
1.03
2469
2437
1.08
1.07
2589
2553
1.12
1.11
2709
2669
1.15
1.14
2829
2785
1.19
1.18
2950
2902
1.23
1.21
3071
3018
1.26
1.25
3191
3135
1.30
1.28
3312
3252
1.34
1.32
3433
3369
1.37
1.35
3555
3486
1.41
1.39
3676
3603
1.45
1.43
3798
3721
1.48
1.46
3919
3838
1.52
1.50
4041
3956
1.56
1.53
4163
4074
1.59
1.57
4286
4192
2.03
2.00
4408
4310
2.06
2.04
4530
4429
2.10
2.07
ENGINE ANTI ICE ON
FUEL = + 3. %
1517
0.38
1629
0.42
1740
0.45
1852
0.48
1963
0.52
2075
0.55
2187
0.59
2299
1.02
2412
1.06
2524
1.09
2637
1.13
2750
1.16
2863
1.20
2976
1.23
3089
1.27
3203
1.30
3316
1.33
3430
1.37
3544
1.40
3658
1.44
3772
1.47
3886
1.51
4001
1.54
4116
1.57
4230
2.01
4345
2.04
390
1631
0.41
1740
0.45
1848
0.48
1957
0.51
2066
0.55
2175
0.58
2284
1.02
2394
1.05
2503
1.08
2613
1.12
2723
1.15
2833
1.18
2943
1.22
3053
1.25
3163
1.29
3274
1.32
3384
1.35
3495
1.39
3606
1.42
3717
1.45
3829
1.49
3940
1.52
4052
1.55
4164
1.59
4275
2.02
FL290
FL310
FL330
FL350
FL370
FL390
14
15
15
15
17
17
16
18
19
17
19
20
18
20
22
19
22
23
20
23
24
21
24
26
22
26
27
23
27
29
24
28
30
26
29
32
27
31
33
28
32
34
29
33
36
30
35
37
31
36
39
32
37
40
33
39
42
34
40
43
36
41
45
37
43
46
38
44
48
39
45
49
40
47
51
41
48
52
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 9
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
4790
4639
2.13
2.13
4922
4765
2.17
2.17
5054
4892
2.21
2.21
5187
5020
2.25
2.24
5320
5147
2.28
2.28
5453
5275
2.32
2.32
5586
5403
2.36
2.36
5719
5531
2.40
2.39
5852
5659
2.44
2.43
5985
5787
2.47
2.47
6119
5916
2.51
2.50
6252
6044
2.55
2.54
6386
6173
2.59
2.58
6520
6302
3.02
3.01
6654
6431
3.06
3.05
6788
6561
3.10
3.09
6922
6690
3.14
3.12
7057
6820
3.17
3.16
7191
6950
3.21
3.20
7326
7080
3.25
3.23
7461
7210
3.29
3.27
7596
7340
3.32
3.31
7731
7471
3.36
3.34
7866
7601
3.40
3.38
8001
7732
3.44
3.42
8136
7863
3.48
3.45
FUEL = - 0.4 %
825
850
875
900
925
950
975
1000
1025
1050
1075
1100
1125
1150
1175
1200
1225
1250
1275
1300
1325
1350
1375
1400
1425
1450
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
4530
4429
2.10
2.07
4653
4547
2.14
2.11
4776
4666
2.17
2.14
4899
4785
2.21
2.18
5022
4904
2.24
2.21
5145
5023
2.28
2.25
5269
5143
2.32
2.28
5392
5262
2.35
2.32
5516
5382
2.39
2.35
5640
5502
2.42
2.39
5764
5622
2.46
2.42
5888
5742
2.50
2.46
6012
5862
2.53
2.49
6136
5982
2.57
2.53
6261
6103
3.00
2.56
6386
6224
3.04
3.00
6510
6345
3.07
3.03
6635
6466
3.11
3.07
6761
6587
3.15
3.10
6886
6708
3.18
3.14
7011
6830
3.22
3.17
7137
6952
3.25
3.21
7263
7073
3.29
3.24
7389
7195
3.32
3.27
7515
7318
3.36
3.31
7641
7440
3.39
3.34
ENGINE ANTI ICE ON
FUEL = + 3%
4345
2.04
4461
2.08
4576
2.11
4691
2.14
4807
2.18
4923
2.21
5039
2.25
5155
2.28
5271
2.31
5388
2.35
5504
2.38
5621
2.41
5738
2.45
5855
2.48
5973
2.52
6090
2.55
6208
2.58
6325
3.02
6443
3.05
6561
3.08
6679
3.12
6798
3.15
6916
3.18
7035
3.22
7154
3.25
7273
3.29
390
4275
2.02
4388
2.05
4500
2.09
4612
2.12
4725
2.15
4837
2.19
4950
2.22
5063
2.25
5177
2.29
5290
2.32
5404
2.35
5518
2.39
5633
2.42
5747
2.46
5862
2.49
5976
2.52
6091
2.56
6207
2.59
6322
3.02
6437
3.06
6553
3.09
6669
3.12
6785
3.16
6901
3.19
7017
3.22
7134
3.26
FL290
FL310
FL330
FL350
FL370
FL390
41
48
52
42
49
54
44
51
56
45
52
57
46
53
59
47
55
60
48
56
62
49
58
63
51
59
65
52
60
66
53
62
68
54
63
70
55
64
71
57
66
73
58
67
74
59
69
76
60
70
78
62
71
79
63
73
81
64
74
82
65
76
84
67
77
86
68
78
87
69
80
89
70
81
91
72
83
92
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 10
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
8136
7863
3.48
3.45
8272
7994
3.51
3.49
8408
8126
3.55
3.52
8543
8257
3.59
3.56
8679
8389
4.03
4.00
8816
8521
4.06
4.03
8952
8653
4.10
4.07
9088
8786
4.14
4.11
9225
8918
4.18
4.14
9361
9051
4.21
4.18
9498
9184
4.25
4.21
9635
9317
4.29
4.25
9772
9450
4.33
4.28
9909
9584
4.36
4.32
10047
9717
4.40
4.36
10184
9851
4.44
4.39
10322
9985
4.48
4.43
10459
10119
4.51
4.46
10597
10253
4.55
4.50
10735
10388
4.59
4.54
10873
10523
5.03
4.57
11012
10658
5.06
5.01
11151
10793
5.10
5.04
11291
10928
5.14
5.08
11431
11063
5.17
5.11
11571
11198
5.21
5.15
FUEL = - 0.4 %
1450
1475
1500
1525
1550
1575
1600
1625
1650
1675
1700
1725
1750
1775
1800
1825
1850
1875
1900
1925
1950
1975
2000
2025
2050
2075
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
7641
7440
7273
3.39
3.34
3.29
7768
7562
7392
3.43
3.38
3.32
7894
7685
7512
3.46
3.41
3.35
8021
7808
7631
3.50
3.45
3.39
8148
7931
7751
3.53
3.48
3.42
8275
8054
7871
3.57
3.52
3.45
8402
8177
7991
4.01
3.55
3.49
8530
8301
8111
4.04
3.58
3.52
8657
8425
8232
4.08
4.02
3.55
8785
8549
8352
4.11
4.05
3.59
8913
8673
8473
4.15
4.09
4.02
9041
8797
8594
4.18
4.12
4.05
9169
8921
8716
4.22
4.15
4.08
9298
9046
8837
4.25
4.19
4.12
9426
9171
8959
4.28
4.22
4.15
9555
9296
9080
4.32
4.26
4.18
9684
9421
9202
4.35
4.29
4.22
9813
9546
9324
4.39
4.32
4.25
9943
9672
9447
4.42
4.36
4.28
10072
9797
9569
4.46
4.39
4.32
10202
9923
9692
4.49
4.43
4.35
10331
10049
9815
4.53
4.46
4.38
10461
10175
9938
4.56
4.49
4.41
10592
10302
10061
5.00
4.53
4.45
10722
10428
10184
5.03
4.56
4.48
10852
10555
10308
5.07
4.59
4.51
ENGINE ANTI ICE ON
FUEL = + 3. %
390
7134
3.26
7251
3.29
7368
3.32
7485
3.36
7602
3.39
7720
3.42
7837
3.46
7955
3.49
8073
3.52
8192
3.56
8310
3.59
8429
4.02
8548
4.06
8668
4.09
8787
4.12
8907
4.16
9027
4.19
9147
4.22
9267
4.26
9387
4.29
9508
4.32
9629
4.36
9750
4.39
9871
4.42
9993
4.46
10114
4.49
FL290
FL310
FL330
FL350
FL370
FL390
72
83
92
73
84
94
74
85
96
76
87
98
77
88
99
78
90
101
80
91
103
81
92
105
82
94
106
84
95
108
85
97
110
86
98
112
88
100
113
89
101
115
90
103
117
92
104
119
93
105
121
95
107
123
96
108
125
97
110
127
99
111
128
100
113
130
101
114
132
103
116
134
104
117
136
106
119
138
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 11
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
11571
11198
5.21
5.15
11711
11334
5.25
5.18
11851
11469
5.28
5.22
11992
11605
5.32
5.25
12132
11741
5.36
5.29
12273
11877
5.39
5.32
12414
12013
5.43
5.36
12555
12149
5.47
5.40
12697
12286
5.50
5.43
12838
12423
5.54
5.47
12980
12560
5.58
5.50
13122
12697
6.01
5.54
13264
12834
6.05
5.57
13406
12971
6.09
6.01
13549
13109
6.12
6.04
13691
13247
6.16
6.07
13834
13385
6.19
6.11
13977
13523
6.23
6.14
14120
13662
6.27
6.18
14264
13800
6.30
6.21
14407
13939
6.34
6.25
14551
14078
6.38
6.28
14695
14217
6.41
6.32
14839
14356
6.45
6.35
14983
14496
6.48
6.39
15128
14636
6.52
6.42
FUEL = - 0.4 %
2075
2100
2125
2150
2175
2200
2225
2250
2275
2300
2325
2350
2375
2400
2425
2450
2475
2500
2525
2550
2575
2600
2625
2650
2675
2700
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
10852
10555
10308
5.07
4.59
4.51
10983
10682
10432
5.10
5.03
4.55
11114
10809
10556
5.14
5.06
4.58
11245
10936
10680
5.17
5.10
5.01
11376
11063
10804
5.20
5.13
5.04
11508
11191
10929
5.24
5.16
5.08
11640
11319
11053
5.27
5.20
5.11
11772
11447
11178
5.31
5.23
5.14
11904
11575
11303
5.34
5.26
5.17
12036
11703
11428
5.38
5.30
5.21
12168
11832
11553
5.41
5.33
5.24
12301
11960
11678
5.44
5.36
5.27
12434
12089
11804
5.48
5.40
5.31
12567
12218
11929
5.51
5.43
5.34
12700
12347
12055
5.55
5.46
5.38
12833
12476
12180
5.58
5.50
5.41
12967
12606
12306
6.02
5.53
5.44
13101
12736
12432
6.05
5.56
5.48
13235
12866
12559
6.08
6.00
5.51
13369
12996
12685
6.12
6.03
5.54
13503
13126
12812
6.15
6.06
5.58
13638
13257
12939
6.19
6.09
6.01
13772
13387
13066
6.22
6.13
6.04
13907
13518
13193
6.25
6.16
6.08
14042
13649
13320
6.29
6.19
6.11
14178
13780
13448
6.32
6.23
6.14
ENGINE ANTI ICE ON
FUEL = + 3%
390
10114
4.49
10236
4.52
10358
4.56
10481
4.59
10603
5.02
10726
5.05
10849
5.09
10972
5.12
11095
5.15
11219
5.19
11343
5.22
11468
5.25
11593
5.29
11718
5.32
11843
5.35
11969
5.39
12095
5.42
12221
5.45
12348
5.49
12474
5.52
12601
5.56
12729
5.59
12856
6.02
12984
6.06
13111
6.09
13240
6.12
FL290
FL310
FL330
FL350
FL370
FL390
106
119
138
107
120
140
109
122
142
110
123
144
112
125
146
113
126
148
114
128
150
116
129
152
117
131
154
119
132
156
120
134
158
122
135
160
123
137
162
125
138
164
126
140
166
128
141
168
129
143
170
131
144
172
132
146
174
134
148
176
135
149
178
137
151
180
138
152
182
140
154
184
141
155
186
143
157
189
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.40
SEO 220
p 12
I REV 27
R
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
290
310
15128
14636
6.52
6.42
15273
14776
6.56
6.46
15418
14916
6.59
6.49
15563
15057
7.03
6.52
15708
15197
7.06
6.56
15854
15338
7.10
6.59
15999
15479
7.14
7.03
16145
15620
7.17
7.06
16291
15761
7.21
7.10
16437
15903
7.24
7.13
16584
16045
7.28
7.16
16730
16187
7.31
7.20
16877
16329
7.35
7.23
17024
16471
7.39
7.27
17172
16614
7.42
7.30
17319
16757
7.46
7.33
17468
16900
7.49
7.37
FUEL = - 0.4 %
2700
2725
2750
2775
2800
2825
2850
2875
2900
2925
2950
2975
3000
3025
3050
3075
3100
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
330
350
370
14178
13780
13448
6.32
6.23
6.14
14313
13912
13576
6.35
6.26
6.18
14449
14044
13704
6.39
6.29
6.21
14585
14175
13832
6.42
6.32
6.24
14722
14308
13960
6.46
6.36
6.28
14858
14440
14088
6.49
6.39
6.31
14995
14573
14217
6.52
6.42
6.34
15131
14705
14346
6.56
6.45
6.38
15268
14838
14476
6.59
6.49
6.41
15406
14972
14605
7.02
6.52
6.44
15543
15105
14735
7.06
6.55
6.48
15681
15239
14865
7.09
6.58
6.51
15818
15372
14995
7.12
7.02
6.54
15956
15506
15125
7.16
7.05
6.58
16095
15641
15255
7.19
7.08
7.01
16233
15775
15386
7.22
7.11
7.04
16372
15910
15517
7.26
7.15
7.08
ENGINE ANTI ICE ON
FUEL = + 3%
390
13240
6.12
13368
6.16
13497
6.19
13626
6.22
13755
6.26
13886
6.29*
14017
6.32*
14148
6.36*
14280
6.39*
14412
6.42*
14544
6.46*
14676
6.49*
14808
6.52*
14941
6.56*
15074
6.59*
15207
7.02*
15340
7.06*
FL290
FL310
FL330
FL350
FL370
FL390
143
157
189
144
158
191
146
160
193
147
161
195
149
163
197
151
165
199
152
166
201
154
168
204
155
169
206
157
171
208
159
172
210
160
174
213
162
176
215
163
177
217
165
179
220
166
181
222
168
182
224
TOTAL ANTI ICE ON

FUEL = + 5.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.50
ALTERNATE
SEO 235
p 1
I REV 27
I GENERAL I
The alternate planning tables allow the flight crew to determine the fuel consumption and
time required to cover a given air distance from go-around at destination airport to landing
at alternate airport.
These tables are established for :
- Go-around : 80 kg or 180 lb
- Climb profile : 250kV300kVM.78
- Lang Range Speed
- Descent profile : M.78/300kV250kt
- Approach and landing at alternate airport : 60 kg or 140 lb (4 minutes)
-ISA
- CG = 33%
- Anti ice OFF
Note: 1. ln the tab/es, the asterisk (*) means that a step climb of 4000 feet must be flown
-to reach the corresponding flight Ievel.
2. The flight Ievel shown on the top of each column is the final flight Ievel.
3. For each degree Celsius above ISA temperature apply a tue/ correction of
0.015 (kWOC!NM) X L"/SA (C) X Air Distance (NM)
or 0.033 {lb/C/NM) xl'1/SA (C) X Air Distance (NM)
I CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT I

The alternate planning tables are based on a reference landing weight at alternate.
The fuel consumption must be corrected when the actual weight is different from the
reference weight.
lf it is lower (or greater) than the reference weight, subtract (or add) the value given in the
correction part of the table per 1000 kg or 1000 lb below (or above) the reference weight.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.50
ALTERNATE
SEO 220
p 2
I REV 27
R
ALTERNATE PLANNING FROM DESTINATION TO ALTERNATE AIRPORT
GO-AROUND : 80 KG - CLIMB : 250KT/300KT/M.78 - CRUISE : LONG RANGE
DESCENT: M.78/300KT/250KT- VMC PROCEDURE : 60 KG (4MINl
REF. LOG WT AT ALTERNATE = 50000 KG
ISA
FUEL CONSUMED (KG)
CG = 33.0%
TIME (H.MIN)
ANTI-ICING OFF
AIR
OIST.
INMl
20
40
60
80
100
120
140
160
180
200
220
240
260
280
300
320
340
360
380
400
420
440
460
480
500
FLIGHT LEVEL
100
120
483
0.12
642
615
0.16
0.16
801
768
0.20
0.20
961
921
0.25
0.24
1120
1075
0.29
0.28
1280
1228
0.33
0.32
1441
1382
0.37
0.35
1601
1536
0.41
0.39
1762
1690
0.45
0.43
1923
1845
0.49
0.47
2084
1999
0.53
0.51
2246
2154
0.57
0.54
2407
2309
1.01
0.58
2569
2464
1.05
1.02
2732
2619
1.09
1.06
2894
2774
1.13
1.10
3057
2930
1.17
1.13
3220
3086
1.21
1.17
3384
3242
1.25
1.21
3548
3398
1.28
1.25
3712
3554
1.32
1.28
3876
3710
1.36
1.32
4040
3867
1.40
1.36
4205
4024
1.44
1.39
FUEL = - 0.5 %
CCM ALL
140
160
180
200
CORRECTION ON
FUEL CONSUMPTION
KG/lOOOKG
FL100
FL140
FL180
FL120
FL160
FL200
2
611
612
0.16
0.16
757
751
0.20
0.19
903
891
0.23
0.23
1050
1030
0.27
0.27
1196
1170
0.31
0.30
1343
1310
0.35
0.34
1490
1450
0.38
0.38
1637
1590
0.42
0.41
1784
1731
0.46
0.45
1931
1871
0.50
0.49
2078
2012
0.53
0.52
2226
2153
0.57
0.56
2374
2293
1.01
1.00
2522
2435
1.04
1.03
2670
2576
1.08
1.07
2818
2717
1.12
1.11
2966
2859
1.16
1.14
3115
3001
1.19
1.18
3263
3142
1.23
1.22
3412
3284
1.27
1.25
3561
3426
1.30
1.29
3710
3569
1.34
1.33
3859
3711
1.38
1.36
ENGINE ANTI ICE ON
FUEL = + 3.5 %
749
0.19
883
0.23
1016
0.26
1149
0.30
1283
0.34
1417
0.37
1551
0.41
1685
0.44
1819
0.48
1953
0.52
2088
0.55
2223
0.59
2357
1.02
2492
1.06
2627
1.09
2762
1.13
2898
1.17
3033
1.20
3169
1.24
3305
1.27
3440
1.31
3576
1.34
751
0.19
879
0.22
1006
0.26
1134
0.29
1262
0.33
1390
0.36
1519
0.40
1647
0.43
1776
0.47
1904
0.50
2033
0.53
2162
0.57
2291
1.00
2420
1.04
2550
1.07
2679
1.11
2809
1.14
2939
1.17
3069
1.21
3199
1.24
3329
1.27
3460
1.31
10
11
13
10
10
14
11
11
15
12
12
17
13
13
18
14
14
19
15
15
20
16
16
22
17
17
23
18
18
24
19
19
25
20
20
27
21
21
28
22
22
29
23
23
30
24
24
31
25
25
TOTAL ANTI ICE ON

FUEL = + 6.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.50
ALTERNATE
SEO 220
p 3
I REV 27
R
ALTERNATE PLANNING FROM DESTINATION TO ALTERNATE AIRPORT
GO-AROUND : 80 KG - CLIMB : 250KT/300KT/M.78 - CRUISE : LONG RANGE
DESCENT : M.78/300KT/250KT - VMC PROCEDURE : 60 KG !4MINl
REF. LOG WT AT ALTERNATE=50000KG
ISA
FUEL CONSUMED (KG)
CG = 33.0%
ANTI-ICING OFF
TIME tH.MINl
AIR
OIST.
INM)
FLIGHT LEVEL
230
270
880
0.22
999
1005
0.25
0.24
1119
1113
0.28
0.28
1238
1221
0.32
0.31
1358
1330
0.35
0.34
1477
1438
0.38
0.37
1597
1546
0.41
0.40
1717
1655
0.44
0.43
1836
1763
0.48
0.46
1956
1872
0.51
0.49
2076
1980
0.54
0.52
2197
2089
0.57
0.55
2317
2198
1.01
0.58
2437
2307
1.04
1.01
2558
2416
1.07
1.04
2678
2525
1.10
1.07
2799
2635
1.13
1.10
2920
2744
1.16
1.14
3041
2853
1.20
1.17
3162
2963
1.23
1.20
3283
3073
1.26
1.23
FUEL = - 0.5 %
100
120
140
160
180
200
220
240
260
280
300
320
340
360
380
400
420
440
460
480
500
CCM ALL
CORRECTION ON
FUEL CONSUMPTION
IKG/lOOOKG
310
350
390
FL230
FL270
FL310
FL350
FL390
6
7
8
1226
0.30
1324
1332
0.33
0.32
1422
1423
0.36
0.35
1521
1515
0.39
0.38
1619
1606
0.42
0.41
1718
1698
0.45
0.44
1817
1790
0.48
0.47
1915
1882
0.51
0.50
2014
1974
0.54
0.52
2113
2066
0.57
0.55
2212
2158
1.00
0.58
2311
2251
1.03
1.01
2410
2343
1.06
1.04
2510
2436
1.09
1.07
2609
2528
1.12
1.10
2708
2621
1.15
1.12
2808
2714
1.18
1.15
2908
2807
1.21
1.18
ENGINE ANTI ICE ON
FUEL = + 3.5 %
1608
0.40
1695
0.43
1782
0.46
1869
0.48
1955
0.51
2042
0.54
2130
0.57
2217
0.59
2304
1.02
2392
1.05
2479
1.07
2567
1.10
2654
1.13
2742
1.15
10
11
10
12
11
13
12
14
14
12
15
16
13
16
17
14
17
18
15
18
19
16
19
20
16
20
22
17
21
23
18
22
24
19
23
25
20
24
26
20
25
28
21
26
29
27
30
22
TOTAL ANTI ICE ON

FUEL = + 6.5 %
~--
c~~~~
FLIGHT PLANNING
2.05.60
GROUND DISTANGE/AIR DISTANGE
SEO 001
p 1
I REV 21
I GENERAL I
R
The ground distance/air distance conversion tables show the air distance for a given
ground distance due to the influence of the wind.
The tables are given for:
- M.78
- Lang range speed.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.60
SEO 001
p 2
I REV 23
M.78
R
GROUND
DIST.
(NM)
10
20
30
40
50
100
200
300
400
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
AIR DISTANCE (NM)
TAIL WIND
+ 150 + 100
7
8
15
16
22
25
30
33
37
41
75
82
150
164
225
245
300
327
375
409
750
818
1125
1227
1500
1636
1875
2045
2250
2454
2624
2863
2999
3272
3374
3681
3749
4090
WIND GOMPONENTS (KT)

-50
+50
0
9
10
11
18
20
23
27
30
34
36
40
45
45
50
56
90
100
113
180
200
225
270
300
338
360
400
450
450
500
563
900
1000
1125
1350
1500
1688
1800
2000
2248
2250
2500
2813
2700
3000
3375
3150
3500
3938
3600
4000
4500
4050
4500
5063
4500
5000
5626
HEAD WIND
- 100
- 150
13
15
26
30
39
45
51
60
64
75
129
150
257
300
386
450
514
600
643
750
1286
1501
1929
2251
2572
3001
3215
3752
3858
4502
4501
5252
5144
6003
5787
6753
6430
7503
FLIP23 A320211 M565A I PIP 3410 03301.000011 0250300 .7800 .00000 0 0300350 0 0 77 64 43 61 18590 FCOM-N0-03-50-()02-001
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.60
SEO 150
p 3
I REV 21
LONG RANGE SPEED UP TO FL270

GROUND
DIST.
(NM)
10
20
30
40
50
100
200
300
400
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
AIR DISTANCE (NM)
TAIL WIND
+ 150 + 100
7
8
14
16
21
24
28
31
36
39
71
79
142
157
213
236
284
314
355
393
710
786
1065
1179
1420
1572
1775
1965
2130
2358
2485
2751
2840
3144
3195
3537
3550
3930

-50
+50
0
9
10
12
18
20
23
26
30
35
35
40
46
44
50
58
88
100
116
176
200
232
264
300
347
352
400
463
440
500
579
880
1000
1158
1320
1500
1736
1760
2000
2315
2201
2500
2894
2641
3000
3473
3081
3500
4051
3521
4000
4630
3961
4500
5209
4401
5000
5788
HEAD WIND
- 100
- 150
14
17
27
34
41
51
55
68
69
84
137
169
275
338
412
507
550
676
687
845
1374
1690
2061
2535
2748
3380
3435
4225
4122
5070
4809
5915
5496
6760
6183
7605
6870
8450
FLIP23 A319-114 CFM56-5A5 3410 03301.000011 0250300.7801 .00000 0 0300350 0 0 70 61 40 5718590 FCOM-N0-03-50-()03-210
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.60
SEO 150
p 4
I REV 21
LONG RANGE SPEED ABOVE FL270

GROUND
DIST.
(NM)
10
20
30
40
50
100
200
300
400
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
AIR DISTANCE (NM)
TAIL WIND
+ 150 + 100
7
8
15
16
22
25
30
33
37
41
75
82
150
164
225
245
300
327
375
409
750
818
1125
1227
1500
1636
1875
2045
2250
2454
2625
2863
3000
3272
3375
3681
3749
4090

-50
+50
0
9
10
11
18
20
23
27
30
34
36
40
45
45
50
56
90
100
113
180
200
225
270
300
338
360
400
450
450
500
563
900
1000
1125
1350
1500
1688
1800
2000
2250
2250
2500
2813
2700
3000
3375
3150
3500
3938
3600
4000
4500
4050
4500
5063
4500
5000
5625
HEAD WIND
- 100
- 150
13
15
26
30
39
45
51
60
64
75
129
150
257
300
386
450
514
600
643
750
1286
1500
1929
2251
2572
3001
3215
3751
3858
4501
4501
5252
5144
6002
5787
6752
6430
7502
FLIP23 A319-114 CFM56-5A5 3410 03301.000011 0250300.7801 .00000 0 0300350 0 0 70 61 40 5718590 FCOM-N0-03-50-()04-210
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 1
I REV 33
I FUEL TANKERING I
GENERAL
Fuel tankering graphs allow to determine the optimum fuel quantity to be tankered as a
function of the fuel price ratio between departure and destination airports. The following
pages present for one flight Ievei per page the optimum aircraft takeoft weight depending
on the fuel price ratio (departure fuel price divided by destination fuel price) and on the air
distance to fly.
The computed optimum takeoft weight is based on the additional fuel consumption needed
for the transport of the extra (tankered) fuel and it is the weight at which the maximum
profit can be achieved. The quantity of extra fuel that can be loaded is calculated as the
difterence between the optimum takeoft weight (including extra fuel) and the planned
takeoft weight (without fuel tankering).
The graphs are established for :
- FL290, 310, 330, 350, 370, 390
- Air distances from 250 to 2500 NM
- Flight profile :
Climb
250KT/300KT/M.78
Cruise
M.78
Descent
M.78/300KT/250KT
Note : 1. lf necessary, step climbs are performed to reach the indicated flight Ievels.
- - 2. The crew/operator has to verify that the found aircraft weight camplies with
basic aircraft limitations (e.g. max tue/ capacity) as weil as with mission
dependent restrictions (e.g. MLW at destination).
EXAMPLES
1. Fuel price ratio = 0.944
Cruising Altitude = FL31 0
Planned TOW
= 68 000 kg (mission weight without fuel tankering)
Air Distance
= 1750 NM
Enter graph on page 2.05.70 P.4.
For the given air distance, the optimum fuel tankering weight is 65 000 kg, which is
lower than the planned takeoft weight ~ no fuel tankering recommended.
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 2
I REV 33

Cruising Altitude = FL350
Planned TOW
Air Distance
= 1250 NM
Enter graph on page 2.05.70 P6.
9500 kg higher than the planned takeoft weight ~ optimum quantity of extra fuel is
9500 kg.
Check :
a) new TOW less than or equal to MTOW from departure airport ;
b) total fuel to be loaded less than or equal to maximum fuel capacity ;
c) MLW at destination
Cruising Altitude = FL390
Planned TOW
Air Distance
= 1375 NM
Enter graph on page 2.05.70 P8.
Interpolale for the air distance of 1375 NM between 1250 NM and 1 500 NM.
3500 kg higher than the planned takeoft weight ~ optimum quantity of extra fuel is
3500 kg.
Check :
a) new TOW less than or equal to MTOW from departure airport ;
b) total fuel to be loaded less than or equal to maximum fuel capacity ;
c) MLW at destination
CCM ALL
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 3
I REV 33
FL290
FUEL PRICE RATIO

0.99
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0.98
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170
( 1000LB)
50
60
70
OPTIMUM AIRCRAFT WEIGHT
( 100(](G)
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 4
I REV 33
FL310
FUEL PRICE RATIO
AIR DISTANCE
0.99
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f---
170
(1000LB)
'-'
CCM ALL
50
60
70
(1001l<G)
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 5
I REV 33
FL330
FUEL PRICE RATIO
AIR DISTANCE
0.99
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0.98
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50
r---- 140 _
60
_ 150 _ _
70
160
170 (1000LB)
( 100Cl<G)
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 6
I REV 33
FL350
FUEL PRICE RATIO
0.99
AIR DISTANCE
250 NM
0.98
0.97
0.96
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r-----120140= =150=::! ~160= f--r-- II ' - ~,130 f--- 1~0 (1000LB)

(1001l<G)
60
70
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 7
I REV 33
FL370
FUEL PRICE RATIO
AIR DISTANCE
0.99
250 NM
0.98
0.97
500 NM
0.96
0.95
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0.94
0.93
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CCM ALL
50
~ 130 ~ ~140== ~150= ~ 160=+===+ 170

60
70
(1000LB)
(1001l<G)
~--
c~~~~
FLIGHT PLANNING
2.05.70
FUEL TANKERING
SEO 135
p 8
I REV 33
FL390
FUEL PRICE RATIO
AIR DISTANCE
0.99
2so NM
0.98
0.97
sao NM
0.96
0.95
?so
NM
0.94
0.93
960 NM
0.92
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( 1000LB)
60
70
( 100(](G)
130

A320 FCOM Part 2 - Flight Preparation

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A320 FCOM Part 2 - Flight Preparation

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A319/A320/A321

FLIGHT CREW OPERATING MANUAL

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LIST OF NORMAL REVISIONS

RECORD OF TEMPORARY REVISIONS

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CROSS REFERENCE TABLE

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FLIGHT CREW OPERATING MANUAL

ORGANIZATION OF THE MANUAL

FOR PRINTING AND

FLIGHT CREW OPERATING MANUAL

ORGANIZATION OF THE MANUAL

As a comprehensive set of references, the FCOM :

WARNINGS, CAUTIONS AND NOTES

an operating procedure, technique, etc, which may result in personel

FOR INFO I the

FLIGHT CREW OPERATING MANUAL

ORGANIZATION OF THE MANUAL

ORGANIZATION OF THE MANUAL

M SN 0004 0008 0010 - 0014

An R in front of a line indicates that the line has been revised.

FLIGHT CREW OPERATING MANUAL

ORGANIZATION OF THE MANUAL

INCORPORATION OF SERVICE BULLETINS IN THE MANUAL

OPERATIONS ENGINEERING BULLETINS

FLIGHT CREW OPERATING MANUAL

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I BEST WAY TO GET UPDATED DOCUMENTATION I

FLIGHT CREW OPERATING MANUAL

FLIGHT CREW OPERATING MANUAL

Mod : (21103+24981 +25905+28569) = (21103+22013+24981 +25905+28569 ) =

FLIGHT CREW OPERATING MANUAL

FLIGHT CREW OPERATING MANUAL

FLIGHT CREW OPERATING MANUAL

LIST OF NORMAL REVISIONS

FLIGHT CREW OPERATING MANUAL

LIST OF NORMAL REVISIONS

FLIGHT CREW OPERATING MANUAL

RECORD OF TEMPORARY REVISIONS

318/319/320/321 FCOM VOL.2 REV033

CROSS REFERENCE TABLE

V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------------------------REASONS OF CHANGE-------------------------------------------------------------------------------------------------------2 01 00

- INCORPORATION OF MOD 20024

- INCORPORATION OF MOD 20024

- INCORPORATION OF MOD 27773

INCORPORATION OF MOD 25530

INCORPORATION OF MOD 25530

INCORPORATION OF MOD 25530

INCORPORATION OF MOD 25530

INCORPORATION OF MOD 25530

- INCORPORATION OF MOD 25530

V CH SEC ---PAGE-- SEQ --REV-- ----VALIDATION CRITERIA---------------------------REASONS OF CHANGE-------------------------------------------------------------------------------------------------------2 05 70

- VERSION AND/OR ENGINE INCORPORATION, DELETION OR CHANGE

INCORPORATION OF MOD 25530

INCORPORATION OF MOD 25530

ORGANIZATION OF THE MANUAL

ORGANIZATION OF THE MANUAL

ORGANIZATION OF THE MANUAL

LIST OF NORMAL REVISIONS

RECORD OF TEMPORARY REVISION

LIST OF EFFECTIVE TEMPO.REVI

CROSS REFERENCE TABLE

LIST OF EFFECTIVE PAGES

M:20268 CFM 56-5-B6

M:20268 CFM 56-5-B6

MOD 20268 CFM 56-5-B6

MOD 20268 CFM 56-5-B6

MOD 20268 CFM 56-5-B6

MOD:20268 CFM 56-5-B6

20268 CFM 56-5-B6

MOD:20268 CFM 56-5-B6

MOD:20268 CFM 56-5-B6

MOD:20268 CFM 56-5-B6