PERFORMANCE

PERFORMANCE
PRELIMINARY PAGES
A350
FLIGHT CREW TABLE OF CONTENTS
OPERATING MANUAL

PER-PN1 Pitch-N1 Tables

PER-OPS Operating Speeds

PER-TOF Takeoff

PER-IFT In-Flight

PER-LDG Landing

PER-PSD Supplementary Performance Information

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 PERFORMANCE
PRELIMINARY PAGES
A350
FLIGHT CREW LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS
OPERATING MANUAL

M Localization DU Title DU identification DU date

No Temporary Documentary Unit

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PERFORMANCE

PITCH-N1 TABLES
 PERFORMANCE
PITCH-N1 TABLES
A350
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL

INTRODUCTION......................................................................................................................................................A
CLIMB IN CLEAN CONF........................................................................................................................................ B
LEVEL FLIGHT IN CLEAN CONF.......................................................................................................................... C
DESCENT IN CLEAN CONF.................................................................................................................................. D
LEVEL FLIGHT WITH CONF.................................................................................................................................. E
APPROACH ON A SLOPE OF MINUS 3 DEGREES.............................................................................................F

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 PERFORMANCE
PITCH-N1 TABLES
A350
FLIGHT CREW
OPERATING MANUAL

INTRODUCTION
Ident.: PER-PN1-00024296.0002001 / 06 FEB 18
Applicable to: ALL

The main goal of the Pitch/N1 tables is to reinforce flight crew awareness about the pitch/N1 thrust
value. This is in order to safely fly in the complete domain of flight in normal and abnormal situations.
All tables are computed for a CG of 30 %.
For extreme CG values, expect maximum variations in terms of both of the following:
‐ For forward CG: +3 % N1 and +5 kt.
‐ For aft CG: -3 % N1 and -5 kt.

CLIMB IN CLEAN CONF

Ident.: PER-PN1-00023760.0002001 / 06 FEB 18
Applicable to: ALL

The resultant speed is between VLS+10 and VMAX.

180 t (397 klb) 250 t (551 klb) 320 t (705 klb)
FL THRUST LEVERS PITCH
Above FL 300 5° 4° 4°
FL 300
7° 6° 5°
FL 200 CLB position
FL 100
10 ° 8° 7°
FL 050

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 PERFORMANCE
PITCH-N1 TABLES
A350
FLIGHT CREW
OPERATING MANUAL

LEVEL FLIGHT IN CLEAN CONF

Ident.: PER-PN1-00023761.0002001 / 06 FEB 18
Applicable to: ALL

CLEAN CONF - GEAR UP

180 t (397 klb) 250 t (551 klb) 320 t (705 klb)
FL PITCH N1 % (Resultant speed)
FL 400 82 % (235 kt) MCL MCL
3°
FL 350 76 % (240 kt) 84 % (276 kt) MCL
FL 300 70 % (218 kt) 79 % (260 kt) 86 % (290 kt)
FL 250 4° 67 % (217 kt) 75 % (259 kt) 82 % (296 kt)
FL 200 64 % (218 kt) 71 % (259 kt) 77 % (297 kt)
FL 150 58 % (203 kt) 67 % (239 kt) 73 % (272 kt)
5°
FL 100 54 % (203 kt) 63 % (240 kt) 69 % (272 kt)

Note: A deviation of 0.5 ° pitch may result in a speed variation of 13 kt.

DESCENT IN CLEAN CONF

Ident.: PER-PN1-00023768.0002001 / 06 FEB 18
Applicable to: ALL

The resultant speed is below VMAX.

180 t (397 klb) 250 t (551 klb) 320 t (705 klb)
THRUST LEVERS PITCH
Idle position 0° 1° 2°

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 PERFORMANCE
PITCH-N1 TABLES
A350
FLIGHT CREW
OPERATING MANUAL

LEVEL FLIGHT WITH CONF

Applicable to: ALL
Ident.: PER-PN1-002-00023763.0002001 / 06 FEB 18

CONF 1 - GEAR UP
180 t (397 klb) 250 t (551 klb) 320 t (705 klb)
PITCH 9° 9° 10 °
FL N1 % (Resultant speed)
FL 150 58 % (162 kt) 67 % (191 kt) 74 % (206 kt)
FL 125 56 % (161 kt) 65 % (191 kt) 72 % (206 kt)
FL 100 54 % (161 kt) 63 % (192 kt) 70 % (207 kt)
FL 075 52 % (161 kt) 61 % (191 kt) 68 % (207 kt)
FL 050 51 % (161 kt) 59 % (191 kt) 66 % (207 kt)
FL 025 49 % (161 kt) 57 % (191 kt) 64 % (207 kt)

Note: For landing gear down (average correction), apply both of the following:
‐ N1: Add 9 %
‐ Speed: Subtract 6 kt
Ident.: PER-PN1-002-00023764.0002001 / 06 FEB 18

CONF 1+F - GEAR UP

180 t (397 klb) 250 t (551 klb) 310 t (683 klb)
FL PITCH N1 % (Resultant speed)
FL 150 59 % (156 kt) 68 % (185 kt) 74 % (209 kt)
FL 125 57 % (156 kt) 66 % (185 kt) 72 % (210 kt)
FL 100 55 % (155 kt) 63 % (185 kt) 70 % (210 kt)
5°
FL 075 53 % (155 kt) 61 % (185 kt) 68 % (210 kt)
FL 050 51 % (155 kt) 60 % (185 kt) 66 % (211 kt)
FL 025 50 % (155 kt) 58 % (185 kt) 64 % (211 kt)

Note: For landing gear down (average correction), apply both of the following:
‐ N1: Add 9 %
‐ Speed: Subtract 1 kt

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 PERFORMANCE
PITCH-N1 TABLES
A350
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-PN1-002-00023765.0002001 / 06 FEB 18

CONF 2 - GEAR UP
180 t (397 klb) 250 t (551 klb) 320 t (705 klb)
PITCH 4° 4° 5°
FL N1 % (Resultant speed)
FL 150 60 % (150 kt) 69 % (178 kt) 76 % (193 kt)
FL 125 58 % (150 kt) 67 % (178 kt) 74 % (193 kt)
FL 100 56 % (150 kt) 65 % (178 kt) 72 % (194 kt)
FL 075 54 % (150 kt) 63 % (178 kt) 70 % (194 kt)
FL 050 52 % (150 kt) 61 % (178 kt) 68 % (194 kt)
FL 025 50 % (150 kt) 59 % (178 kt) 66 % (194 kt)

Note: For landing gear down (average correction), apply both of the following:
‐ N1: Add 7 %
‐ Speed: Add 1 kt
Ident.: PER-PN1-002-00024297.0002001 / 06 FEB 18

CONF 3- GEAR UP
180 t (397 klb) 250 t (551 klb) 320 t (705 klb)
PITCH 4° 4° 5°
FL N1 % (Resultant speed)
FL 150 63 % (143 kt) 72 % (169 kt) 80 % (185 kt)
FL 125 61 % (143 kt) 70 % (169 kt) 78 % (185 kt)
FL 100 59 % (143 kt) 68 % (169 kt) 75 % (185 kt)
FL 075 57 % (143 kt) 66 % (169 kt) 73 % (185 kt)
FL 050 55 % (143 kt) 64 % (169 kt) 71 % (185 kt)
FL 025 53 % (143 kt) 62 % (169 kt) 69 % (185 kt)

Note: For landing gear down (average correction), apply both of the following:
‐ N1: Add 6 %
‐ Speed: Add 2 kt

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FCOM ←E 03 FEB 20
 PERFORMANCE
PITCH-N1 TABLES
A350
FLIGHT CREW
OPERATING MANUAL

APPROACH ON A SLOPE OF MINUS 3 DEGREES

Applicable to: ALL
Ident.: PER-PN1-003-00023769.0002001 / 06 FEB 18

CONF 3 - GEAR DOWN

160 t 180 t 200 t 220 t 236 t
(353 klb) (397 klb) (441 klb) (485 klb) (520 klb)
ALTITUDE PITCH N1 % (Resultant speed)
9 000 ft 43 % (131 kt) 45 % (139 kt) 48 % (147 kt) 50 % (155 kt) 51 % (160 kt)
6 000 ft 42 % (131 kt) 44 % (139 kt) 46 % (147 kt) 48 % (154 kt) 50 % (160 kt)
2°
3 000 ft 40 % (131 kt) 43 % (139 kt) 45 % (147 kt) 47 % (154 kt) 48 % (160 kt)
1 000 ft 40 % (131 kt) 45 % (139 kt) 44 % (147 kt) 46 % (154 kt) 47 % (160 kt)

Ident.: PER-PN1-003-00023770.0002001 / 06 FEB 18

CONF FULL - GEAR DOWN

160 t (353 klb) 180 t (397 klb) 200 t (441 klb) 220 t (485 klb) 236 t (520 klb)
PITCH 0° 2°
ALTITUDE N1 % (Resultant speed)
9 000 ft 49 % (131 kt) 51 % (131 kt) 53 % (138 kt) 56 % (145 kt) 57 % (150 kt)
6 000 ft 47 % (131 kt) 49 % (131 kt) 51 % (138 kt) 54 % (145 kt) 55 % (150 kt)
3 000 ft 45 % (131 kt) 47 % (131 kt) 50 % (138 kt) 52 % (145 kt) 53 % (150 kt)
1 000 ft 45 % (131 kt) 47 % (131 kt) 49 % (138 kt) 51 % (145 kt) 52 % (150 kt)

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PERFORMANCE

OPERATING SPEEDS
 PERFORMANCE
OPERATING SPEEDS
A350
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL

OPERATING SPEEDS DURING APPROACH....................................................................................................... A

VLS DURING APPROACH..................................................................................................................................... B
GREEN DOT SPEEDS........................................................................................................................................... C
VLS CONF 0........................................................................................................................................................... D

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 PERFORMANCE
OPERATING SPEEDS
A350
FLIGHT CREW
OPERATING MANUAL

OPERATING SPEEDS DURING APPROACH

Ident.: PER-OPS-00018568.0003001 / 06 SEP 17
Applicable to: ALL

OPERATING SPEEDS DURING APPROACH (KT)

Weight (1 000 kg) S (CONF 1) F (CONF 2) F (CONF 3)
140 146 138 133
160 157 142 133
180 166 151 141
200 175 159 149
220 184 167 156
240 192 175 163
260 200 182 170
280 208 189 176
300 214 195 182
320 214 201 187

VLS DURING APPROACH

Ident.: PER-OPS-00021584.0003001 / 06 SEP 17
Applicable to: ALL

VLS DURING APPROACH (KT)

Weight (1 000 kg) CONF 1 CONF 1+F CONF 2 CONF 3 CONF FULL
140 131 125 123 123 123
160 140 134 131 124 123
180 148 142 139 132 128
200 157 149 147 139 135
220 164 157 154 145 142
240 172 164 161 152 148
260 179 170 167 158 154
280 185 177 174 164 160
300 192 184 180 170 166
320 199 190 186 176 171

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FCOM A to B 03 FEB 20
 PERFORMANCE
OPERATING SPEEDS
A350
FLIGHT CREW
OPERATING MANUAL

GREEN DOT SPEEDS

Ident.: PER-OPS-00021585.0003001 / 06 SEP 17
Applicable to: ALL

GREEN DOT - ALL ENGINES OPERATIVE

GREEN DOT (KT) ALL ENGINES OPERATIVE
Weight (1 000 kg) At or below FL 100 FL 200 FL 300 FL 400
140 167 168 176 195
160 177 181 191 222
180 186 192 206 243
200 196 203 227 246
220 206 216 249 246
240 216 226 269 246
260 225 238 277
280 234 251 287
300 244 262 294
320 253 273 302

GREEN DOT - ONE ENGINE INOPERATIVE

GREEN DOT (KT) ONE ENGINE INOPERATIVE
Weight (1 000 kg) FL 100 FL 200 FL 300 FL 400
140 163 171 182 197
160 178 189 198 217
180 189 202 216 236
200 201 210 229 241
220 212 218 243 245
240 222 223 259 246
260 232 233 271
280 244 249 283
300 255 265 290
320 256 273 294

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FCOM C 03 FEB 20
 PERFORMANCE
OPERATING SPEEDS
A350
FLIGHT CREW
OPERATING MANUAL

VLS CONF 0
Ident.: PER-OPS-00021588.0003001 / 03 OCT 17
Applicable to: ALL

VLS CONF 0 (KT)

Weight (1 000 kg) FL 0 FL 100 FL 200 FL 300 FL 400
140 149 149 150 158 174
160 159 159 163 172 191
180 169 169 175 188 206
200 178 179 186 203 224
220 187 189 198 216 232
240 195 199 209 230 240
260 203 209 221 243
280 211 218 234 255
300 219 227 246 266
320 227 237 257 281

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FCOM D 03 FEB 20
PERFORMANCE

TAKEOFF
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL

PER-TOF-10 Takeoff Performance Optimization

General.....................................................................................................................................................................A
Takeoff Parameters................................................................................................................................................. B

PER-TOF-20 Thrust Options

PER-TOF-20-10 Takeoff at Maximum Thrust
TOGA Thrust............................................................................................................................................................A

PER-TOF-20-20 Flexible Takeoff

PER-TOF-20-20-10 General
General.....................................................................................................................................................................A

PER-TOF-20-20-20 Flexible Takeoff

Flexible Takeoff Definition....................................................................................................................................... A
Flexible Takeoff Principle........................................................................................................................................ B
Flexible Takeoff Limitations.....................................................................................................................................C

PER-TOF-30 Runway Conditions

PER-TOF-30-10 Takeoff on Dry Runway
Description............................................................................................................................................................... A
Performance Calculation..........................................................................................................................................B

PER-TOF-30-20 Takeoff on Damp and Wet Runways

Descriptions..............................................................................................................................................................A
Performance Calculation..........................................................................................................................................B

PER-TOF-30-30 Takeoff on Contaminated Runway

Descriptions..............................................................................................................................................................A
Performance Calculation..........................................................................................................................................B
Restrictions.............................................................................................................................................................. C

PER-TOF-40 Takeoff with MEL or CDL Item

Takeoff with MEL or CDL Item............................................................................................................................... A

PER-TOF-50 Takeoff Recommendations

Takeoff Recommendations...................................................................................................................................... A

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FCOM 03 FEB 20
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW TAKEOFF PERFORMANCE OPTIMIZATION
OPERATING MANUAL

GENERAL
Ident.: PER-TOF-10-00017742.0001001 / 06 AUG 14
Applicable to: ALL

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

‐ The maximum performance limited takeoff weight (MTOW (perf))
‐ The optimum takeoff thrust for a given weight.
The takeoff performance is optimized for a given runway, the associated obstacles, the flaps setting,
the prevailing outside conditions (temperature, wind, and QNH) and the aircraft status.
The takeoff performance optimization process:
‐ Takes into account the parameters that affect takeoff performance
‐ Optimizes the parameters for which there is a possible range of values or settings
L2 The takeoff performance optimization process is made with the takeoff performance (T.O PERF)
application.
For more information on the T.O PERF application, Refer to DSC-46-OIS-20-80-90 T.O PERF.

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FCOM A 03 FEB 20
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW TAKEOFF PERFORMANCE OPTIMIZATION
OPERATING MANUAL

TAKEOFF PARAMETERS
Ident.: PER-TOF-10-00021524.0001001 / 01 JUL 19
Applicable to: ALL

The takeoff performance parameters are:

‐ The characteristics of the runway
L2 • Declared lengths (TORA, TODA, ASDA)
• Elevation
• Slope
• Obstacles.
L1 ‐ The regulatory requirements
‐ The line up distances as applicable
‐ The outside conditions
L2 • Outside Air Temperature (OAT)
• Wind
L3 Maximum tailwind is limited to a certified value. There is no maximum certified value for
headwind, however a headwind higher than 40 kt brings no additional performance credit.
As per regulation, the computation is based on 150 % of the entered tailwind, and 50 % of the
entered headwind.
A maximum crosswind component is associated with each runway condition.
For more information on crosswind limitations, Refer to LIM-AG-OPS Maximum Crosswind for
Takeoff and Landing.
In addition, the flight crew applies a different thrust setting technique during the takeoff
procedure when the crosswind component exceeds a threshold value, which affects the
calculation of the takeoff distance.
For more information on the takeoff procedure, Refer to PRO-NOR-SOP-120 Takeoff - Thrust
Setting.
L2 • QNH
• Runway condition.
L1 ‐ The aircraft configuration
L2 • Aerodynamic configuration
• Air conditioning setting
• Anti-ice selection
• Thrust setting.
L1 ‐ The aircraft status
L2 • MEL items
• CDL items.

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 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW TAKEOFF PERFORMANCE OPTIMIZATION
OPERATING MANUAL

L1 ‐ The takeoff speeds.

L2 • V1
• VR
• V2.

L1 The following parameters can be optimized:

‐ Aerodynamics configuration
‐ Air conditioning
‐ Thrust setting
L2 • TOGA
• FLEX
L1 ‐ Takeoff speeds.
L2 Among the takeoff performance parameters that can be optimized, the takeoff speeds optimization
has the largest potential for gain of takeoff weight. The range for optimization varies from 0.84 to
1.0 for V1/VR ratio and from 1.13 to 1.4 for V2/VS1G ratio.

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FCOM ←B 03 FEB 20
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW THRUST OPTIONS - TAKEOFF AT MAXIMUM THRUST
OPERATING MANUAL

TOGA THRUST
Ident.: PER-TOF-20-10-00017759.0001001 / 29 JAN 19
Applicable to: ALL

TOGA is the maximum thrust certified for takeoff.

When all engines are operative, the TOGA thrust rating must not be used more than 5 min.
In the case of one engine out, the TOGA thrust rating may be used for a maximum of 10 min.
The flight crew must use TOGA thrust for takeoff if at least one of the following conditions applies:
‐ Maximum power is required
‐ Performance reasons
‐ Flexible takeoff are not permitted.

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FCOM A 03 FEB 20
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL

General

GENERAL
Ident.: PER-TOF-20-20-10-00017760.0001001 / 29 JAN 19
Applicable to: ALL

The actual takeoff weight of the aircraft is often lower than the maximum regulatory takeoff weight. In
this case, it may be possible to takeoff at a thrust less than the maximum takeoff thrust. This allows
to increase the engine life, improve the engine reliability and reduce the maintenance costs.
Two categories of takeoff at reduced thrust exist:
‐ The use of flexible temperature concept referred to as flexible takeoff
‐ The use of a fixed derated thrust level referred to as derated takeoff. NB this is not used in
Virgin Atlantic operations.

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 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL

Flexible Takeoff

FLEXIBLE TAKEOFF DEFINITION

Ident.: PER-TOF-20-20-20-00017761.0001001 / 06 AUG 14
Applicable to: ALL

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

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 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL

FLEXIBLE TAKEOFF PRINCIPLE

Ident.: PER-TOF-20-20-20-00021543.0001001 / 06 AUG 14
Applicable to: ALL

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

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FCOM B 03 FEB 20
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL

FLEXIBLE TAKEOFF LIMITATIONS

Ident.: PER-TOF-20-20-20-00017762.0002001 / 06 SEP 17
Applicable to: ALL

Takeoff at reduced thrust, so-called as FLEX takeoff, is allowed only if the airplane meets all
performance requirements at the takeoff weight, with the operating engines at the thrust available for
the flexible temperature (TFLEX).
TFLEX cannot be:
‐ Higher than TMAXFLEX, equal to ISA + 60. TMAXFLEX corresponds to a reduction of 40 % from
the full rated takeoff thrust.
‐ Lower than the flat rating temperature (TREF), equal to ISA + 15.
‐ Lower than the actual OAT.

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 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW THRUST OPTIONS - FLEXIBLE TAKEOFF
OPERATING MANUAL

TFLEX Limitations

FLEX takeoff is not permitted on contaminated runways.

Some items listed in the MEL and CDL do not permit a flexible takeoff.
L2 The operator should check the maximum thrust (TOGA) by:
‐ Performing full-rated takeoffs at regular intervals, in order to detect a reduced EGT margin, or
‐ Maintaining an adequate engine monitoring program, in order to follow-up on the engine
parameters.

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 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW RUNWAY CONDITIONS - TAKEOFF ON DRY RUNWAY
OPERATING MANUAL

DESCRIPTION
Ident.: PER-TOF-30-10-00021528.0001001 / 06 AUG 14
Applicable to: ALL

A runway is dry when its surface is not:

‐ Damp
‐ Wet
‐ Contaminated.

PERFORMANCE CALCULATION
Ident.: PER-TOF-30-10-00015893.0001001 / 29 JAN 19
Applicable to: ALL

Takeoff performance is calculated without the benefit of thrust reversers, as per regulation.
Flexible takeoff is allowed for a takeoff from a dry runway.

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 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW RUNWAY CONDITIONS - TAKEOFF ON DAMP AND WET RUNWAYS
OPERATING MANUAL

DESCRIPTIONS
Ident.: PER-TOF-30-20-00011356.0001001 / 06 AUG 14
Applicable to: ALL

DAMP RUNWAY
A runway is considered as damp, when the surface of the runway is not dry, but the water on the
surface does not cause a shiny appearance.
Note: In line with the recommendations from the FAA Takeoff And Landing Performance
Assessment Aviation Rulemaking Group, the applicable performance for this runway
condition is WET and not DRY. This is not communicated via the definitions but via the
RCAM.
WET RUNWAY
A runway is considered as wet, when the surface of the runway has a shiny appearance due to
a thin film of water. When this film does not exceed 3 mm (1/8"), there is no significant danger of
hydroplaning.

PERFORMANCE CALCULATION
Ident.: PER-TOF-30-20-00014338.0001001 / 29 JAN 19
Applicable to: ALL

Takeoff performance on a damp or wet runway can be calculated with the benefit of thrust reversers.
However, it is not allowed to take off at a weight higher than the weight on dry runway.
Flexible takeoff is allowed for a takeoff from a damp or wet runway.
L2 For information on contaminants equivalent to wet runway, Refer to PER-TOF-30-30 Performance

Calculation.

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 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW RUNWAY CONDITIONS - TAKEOFF ON CONTAMINATED RUNWAY
OPERATING MANUAL

DESCRIPTIONS
Ident.: PER-TOF-30-30-00014339.0001001 / 07 NOV 16
Applicable to: ALL

A runway is contaminated when more than 25 % of its surface is covered with:

‐ A layer of fluid contaminant not considered as thin
‐ A hard contaminant.
FLUID CONTAMINANT
In terms of performance, a contaminated runway is a runway covered by a fluid contaminant with a
depth of more than 3 mm (1/8"). The fluid contaminant can be either:
‐ Dry snow
‐ Wet snow
‐ Standing water
‐ Slush.
Fluid Contaminants reduce friction forces, and cause:
‐ Precipitation drag
‐ Hydroplaning.
L2 Fluid contaminants descriptions:
‐ Dry snow is snow that, if compacted by hand, does not stay compressed when released. The
wind can blow dry snow. The density of dry snow is approximately 0.2 kg/l (1.7 lb/US Gal).
‐ Wet snow is snow that, if compacted by hand, stays compressed when released, and with which
snowballs can be created. The density of wet snow is approximately 0.4 kg/l (3.35 lb/US Gal).
‐ Standing water occurs due to heavy rain and/or not sufficient runway drainage. Standing water
has a depth of more than 3 mm.
‐ Slush is snow soaked with water, which spatters when stepped on firmly. Slush occurs
at temperatures of approximately 5 °C, and has a density of approximately 0.85 kg/l
(7.1 lb/US Gal).
L1 HARD CONTAMINANT
In terms of performance, a contaminated runway is a runway covered by a hard contaminant that
can be either:
‐ Compacted snow,
‐ Ice (Cold and Dry)
‐ Wet ice.
Hard contaminants only reduce friction forces.
L2 Hard contaminants descriptions:
‐ Compacted snow: the maintenance personnel use a snow groomer to compress the snow on a
runway in order to obtain a hard surface

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TAKEOFF
A350
FLIGHT CREW RUNWAY CONDITIONS - TAKEOFF ON CONTAMINATED RUNWAY
OPERATING MANUAL

‐ Ice (Cold and Dry): situation in which ice occurs on the runway in cold and dry conditions
‐ Wet ice: when the ice on a runway melts, or there are loose/fluid contaminants on top of the ice,
the ice is referred to as "wet ice". When there is wet ice on a runway, braking and directional
control are difficult or not possible, because the runway surface is very slippery.

PERFORMANCE CALCULATION
Ident.: PER-TOF-30-30-00015894.0001001 / 03 FEB 20
Applicable to: ALL

Takeoff performance on contaminated runways can be calculated with the benefit of thrust reversers.
However, it is not allowed to take off at a weight higher than the weight on a dry runway.
For fluid contaminants, takeoff performance data are provided up to the following depths:
‐ Dry snow: 100 mm (4")
‐ Wet snow: 20 mm (4/5")
‐ Standing water: 15 mm (3/5")
‐ Slush: 15 mm (3/5").
L2 The following assumptions are considered for the calculation:
‐ The contaminant covers the entire length of the runway in a layer that has a uniform depth and
density.
‐ The friction coefficient is based on studies, and verified by tests
‐ The screen height at the end of the takeoff segment is 15 ft, instead of 35 ft.
L1 EQUIVALENCES
In terms of performance:
‐ A fluid contamination is equivalent to wet, up to a maximum depth of 3 mm (1/8") of:
• dry snow
• wet snow
• standing water
• slush.
‐ "Frost" is equivalent to wet, unless a lower runway performance code is reported.

RESTRICTIONS
Ident.: PER-TOF-30-30-00021544.0001001 / 20 FEB 19
Applicable to: ALL

TOGA thrust must be used in all cases. FLEX takeoff is not permitted on contaminated runways.
Dispatch from and to a runway covered with wet ice is not permitted, unless an effective friction
coefficient at or higher than 0.07 is demonstrated.

VIR A350 FLEET PER-TOF-30-30 P 2/2

FCOM ← A to C 03 FEB 20
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW TAKEOFF WITH MEL OR CDL ITEM
OPERATING MANUAL

TAKEOFF WITH MEL OR CDL ITEM

Ident.: PER-TOF-40-00014680.0001001 / 06 MAR 15
Applicable to: ALL

The aircraft can be dispatched with deferred MEL or CDL items.

MEL or CDL items that affect takeoff performance are:
‐ MEL items that reduce braking capabilities (brakes, spoilers, thrust reversers)
‐ MEL items that have an effect on thrust available (engine anti-ice valve stuck open)
‐ MEL items that may lead to a reduced systems efficiency (rudder actuator, DFS, EDP)
‐ CDL items that increase aircraft drag (seals, fairings).
L2 CDL items are divided in two categories: negligible and non-negligible items.
If the number of negligible CDL items is less or equal to three, no penalty applies.
If the number of negligible CDL items is more than three, a drag increase for each item is applied.

VIR A350 FLEET PER-TOF-40 P 1/2

FCOM A 01 JUL 19
 PERFORMANCE
TAKEOFF
A350
FLIGHT CREW TAKEOFF RECOMMENDATIONS
OPERATING MANUAL

TAKEOFF RECOMMENDATIONS
Ident.: PER-TOF-50-00017758.0001001 / 06 AUG 14
Applicable to: ALL

TAKEOFF CONFIGURATION
As a general rule, CONF 1+F gives better performance on long runways (better climb gradient),
whereas CONF 3 gives better performance on short runways (shorter takeoff distances).
Sometimes, other parameters, such as obstacles can interfere. In this case, a compromise
between climb and runway performance is requested, making CONF 2 the optimum configuration
for takeoff.
Environmental takeoff conditions may also impact the choice of the takeoff configuration.
The following takeoff configuration is then recommended:
OUTSIDE CONDITIONS FLAPS SETTINGS OBJECTIVE
Dry or wet, well-paved runway Use the flaps setting that provides the To extend engine life and save
optimum performance. maintenance costs
If takeoff weight is not limited by
performance, consider using the higher
flaps setting.
Note: Corresponds to OPT CONF
selection in T.O PERF
High altitude takeoff Use CONF 2 or CONF 3 To improve comfort
Badly-paved runway, or accelerate stop Use CONF 2 or CONF 3 To improve comfort and stopping
distance limited runway distance

FLEXIBLE TAKEOFF
Flexible takeoff is the recommended method for takeoff at reduced thrust on dry and wet runways.
The highest flexible temperature (TFLEX) extends engine life and saves maintenance costs.
However, if a high TFLEX is reduced by a few degrees only, the engines are not significantly
affected.
The highest TFLEX will usually be obtained at the lowest flap setting. However, a higher flaps
setting provides a lower decision speed (V1) and more comfort.
To extend engine life and to save maintenance costs, the use of flaps setting that provides the
highest TFLEX is recommended. However, when the difference (in terms of TFLEX) between two
configurations is low, the highest of both takeoff configurations is preferable.

VIR A350 FLEET PER-TOF-50 P 1/2

FCOM A 01 JUL 19
PERFORMANCE

IN-FLIGHT
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL

PER-IFT-10 In-Flight Performance Calculation

In-Flight Performance Calculation........................................................................................................................... A

PER-IFT-20 All Engines Operative Operations

PER-IFT-20-10 Climb
PER-IFT-20-10-10 General
General.....................................................................................................................................................................A

PER-IFT-20-10-20 Climb Thrusts

Auto-Derated Climb Thrust......................................................................................................................................A
Maximum Climb Thrust............................................................................................................................................B

PER-IFT-20-20 Cruise
PER-IFT-20-20-10 Speeds
Economic Mach Number (ECON Mach)................................................................................................................. A
Long Range Cruise Speed (LRC)........................................................................................................................... B
Fixed Speed.............................................................................................................................................................C
Turbulence Speed................................................................................................................................................... D
Maximum Speed...................................................................................................................................................... E

PER-IFT-20-20-20 Altitude/Ceilings
Definitions.................................................................................................................................................................A
Altitude Optimization................................................................................................................................................ B

PER-IFT-20-30 Descent
General.....................................................................................................................................................................A

PER-IFT-20-40 Holding
General.....................................................................................................................................................................A

PER-IFT-30 One Engine Inoperative Operations

One Engine Inoperative Strategies......................................................................................................................... A
Long Range Cruise Speed......................................................................................................................................B
EO MAX Altitude..................................................................................................................................................... C
Holding..................................................................................................................................................................... D
Severe Icing............................................................................................................................................................. E

PER-IFT-FP Fuel Penalty Tables - Fuel Consumption Increased

Fuel Penalty Tables - Fuel Consumption Increased...............................................................................................A

VIR A350 FLEET PER-IFT-PLP-TOC P 1/2

FCOM 03 FEB 20
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW IN-FLIGHT PERFORMANCE CALCULATION
OPERATING MANUAL

IN-FLIGHT PERFORMANCE CALCULATION

Ident.: PER-IFT-10-00020638.0001001 / 03 SEP 14
Applicable to: ALL

Performance data are split by flight phases: climb, cruise, descent, and holding.
In-flight performance calculation is made with the in-flight performance application (IN-FLT PERF).
For more information on IN-FLT PERF application, Refer to DSC-46-OIS-20-80-100 IN-FLT PERF.

VIR A350 FLEET PER-IFT-10 P 1/2

FCOM A 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ALL ENGINES OPERATIVE OPERATIONS - CLIMB
OPERATING MANUAL

General

GENERAL
Ident.: PER-IFT-20-10-10-00020641.0001001 / 03 SEP 14
Applicable to: ALL

The climb phase starts at the end of takeoff and ends at the initial cruise level.
The available thrust options are:
‐ AUTO-DERATE: the FMS automatically computes the appropriate reduced level of climb thrust,
‐ CLB: maximum climb thrust.

VIR A350 FLEET PER-IFT-20-10-10 P 1/2

FCOM A 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ALL ENGINES OPERATIVE OPERATIONS - CLIMB
OPERATING MANUAL

Climb Thrusts

AUTO-DERATED CLIMB THRUST

Ident.: PER-IFT-20-10-20-00020642.0001001 / 05 NOV 18
Applicable to: ALL

The AUTO-DERATE function automatically reduces the thrust during the climb phase. The reduced
thrust level is computed by the FMS to have similar performance level as a reference case,
corresponding to the climb to REC MAX ALT at MTOW with MCL thrust.
The function reduces as much as possible the thrust to give the same time to climb to the cruise
altitude as the reference case. It guarantees also a minimum climb capability and a limited impact on
the fuel consumption.
The level of thrust is optimized by the FMS as a function of the aircraft weight (TOW or GW), the
target cruise altitude (CRZ FL) and the ISA deviation at cruise altitude (CRZ TEMP).
The AUTO-DERATE function is selected by default in the FMS. It corresponds to the option
AUTO-DERATE in the CLB THR list of the FMS ACTIVE/PERF page. The auto-derated climb thrust
mode is engaged when it is selected in the FMS ACTIVE/PERF page and the thrust levers are set to
CL detent position.
If necessary, the flight crew can disengage the auto-derated climb thrust mode during PREFLIGHT,
T.O or CLB FMS flight phases by one of the following actions:
‐ To move the thrust levers from CL to MCT detent and back to CL, or
‐ To select CLB in the CLB THR list of the FMS ACTIVE/PERF page.
The AUTO-DERATE option does not affect the climb ceiling as the Maximum Climb thrust (MCL) is
automatically recovered before reaching the REC MAX ALT.
The AUTO-DERATE function allows to systematically reduce the thrust during the climb phase and
has the following economical advantages:
‐ Increased engine life
‐ Improved engine reliability
‐ Reduced direct maintenance costs.

MAXIMUM CLIMB THRUST

Ident.: PER-IFT-20-10-20-00021743.0001001 / 03 SEP 14
Applicable to: ALL

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

VIR A350 FLEET PER-IFT-20-10-20 P 1/2

FCOM A to B 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ALL ENGINES OPERATIVE OPERATIONS - CRUISE
OPERATING MANUAL

Speeds

ECONOMIC MACH NUMBER (ECON MACH)

Ident.: PER-IFT-20-20-10-00019551.0001001 / 01 OCT 15
Applicable to: ALL

COST INDEX
The Cost index (CI) is defined as the ratio between Cost of Time per time unit (CT) and Cost of
Fuel per mass unit (CF).
The CI value is expressed in kilograms per minute (kg/min), or hundreds of pounds per hour (100
lbs/hr).
The purpose of the CI concept is to reduce Direct Operating Costs (DOC).
ECON MACH
For a given CI, ECON Mach is defined as the Mach for which DOC are minimum.

LONG RANGE CRUISE SPEED (LRC)

Ident.: PER-IFT-20-20-10-00019552.0001001 / 03 SEP 14
Applicable to: ALL

The Long Range Cruise speed (LRC) is defined as the Mach number for which the specific range is
equal to 99 % of the maximum specific range.
L2 For more information, Refer to DSC-22-FMS-10-50-20 FMS Speed Mode (ECON/LRC).

FIXED SPEED
Ident.: PER-IFT-20-20-10-00019553.0001001 / 03 SEP 14
Applicable to: ALL

The fixed speed is either a Mach or a CAS.

TURBULENCE SPEED
Ident.: PER-IFT-20-20-10-00019555.0001001 / 03 SEP 14
Applicable to: ALL

Turbulence speeds are recommended when the aircraft flies in a turbulent atmosphere.
The recommended turbulence speed is between Green Dot and 300 kt/M 0.85.
The MAX TURB function indicated on the MFD PERF CRZ page displays the maximal speed/Mach
not to exceed according to this recommendation.

VIR A350 FLEET PER-IFT-20-20-10 P 1/2

FCOM A to D 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ALL ENGINES OPERATIVE OPERATIONS - CRUISE
OPERATING MANUAL

MAXIMUM SPEED
Ident.: PER-IFT-20-20-10-00019556.0001001 / 03 SEP 14
Applicable to: ALL

Maximum speed is either:

‐ The Maximum Operating Mach (MMO), or
‐ The Maximum Operating speed (VMO), or
‐ The speed limited by the available thrust.
L2 For more information on Maximum Speed, Refer to LIM-AG-SPD Maximum Operating Speed
VMO/MMO.

VIR A350 FLEET PER-IFT-20-20-10 P 2/2

FCOM E 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ALL ENGINES OPERATIVE OPERATIONS - CRUISE
OPERATING MANUAL

Altitude/Ceilings

DEFINITIONS
Ident.: PER-IFT-20-20-20-00019557.0001001 / 03 SEP 14
Applicable to: ALL

OPTIMUM ALTITUDE
The optimum altitude (OPT ALT) is the altitude at which the SR is maximum.
REC MAX
Maximum altitude is defined as the lower of:
‐ Maximum altitude at maximum cruise thrust in level flight
‐ Maximum altitude at maximum climb thrust with 300 ft/min vertical speed
‐ Maximum certified altitude
‐ 1.3 g buffet limited altitude.

ALTITUDE OPTIMIZATION
Ident.: PER-IFT-20-20-20-00019558.0001001 / 05 NOV 18
Applicable to: ALL

The optimum altitude definition depends on the cruise type.

The optimum altitude (OPT) displayed on the FMS-PERF page and the optimum altitude (OPTIMUM
ALT) determined by the OIS IN-FLT PERF Cruise computation for a given Cost Index (CI) are the
result of a minimum cost analysis. To determine these optimum altitudes, both the FMS and IN-FLT
PERF calculate the value of the Cost Function (CF) based on the CI at 500 ft increment altitudes.
The altitude that provides the lowest value for the CF is displayed as OPT on the FMS-PERF page
and as OPTIMUM ALT on the OIS IN-FLT PERF.
These optimum altitude computations take into account a large number of parameters. The FMS and
the OIS consider some of these parameters in a different manner. Therefore, OPT on the FMS and
OPTIMUM ALT on the OIS may differ.
L2 The main contributor to any difference between OPT on the FMS and OPTIMUM ALT on the OIS is

the wind.

VIR A350 FLEET PER-IFT-20-20-20 P 1/2

FCOM A to B 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ALL ENGINES OPERATIVE OPERATIONS - DESCENT
OPERATING MANUAL

GENERAL
Ident.: PER-IFT-20-30-00020649.0001001 / 03 SEP 14
Applicable to: ALL

The descent phase starts at the top of descent and ends at landing or level off.
In the case of an emergency descent, MMO/VMO is the best speed profile as it gives high rate of
descent, which can be increased by extending the speed brakes, if needed.

VIR A350 FLEET PER-IFT-20-30 P 1/2

FCOM A 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ALL ENGINES OPERATIVE OPERATIONS - HOLDING
OPERATING MANUAL

GENERAL
Ident.: PER-IFT-20-40-00020650.0001001 / 03 SEP 14
Applicable to: ALL

The holding phase, when required, starts before the landing phase above the destination or alternate
airport.
In CONF CLEAN, the standard holding speed is the green dot speed + 20 kt, as it is a good
approximation of the maximum endurance speed.

VIR A350 FLEET PER-IFT-20-40 P 1/2

FCOM A 01 JUL 19
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ONE ENGINE INOPERATIVE OPERATIONS
OPERATING MANUAL

ONE ENGINE INOPERATIVE STRATEGIES

Ident.: PER-IFT-30-00019545.0001001 / 03 SEP 14
Applicable to: ALL

For more information about One Engine Inoperative Strategies, Refer to FCTM/PR-AEP-ENG Engine
Failure During Cruise.

LONG RANGE CRUISE SPEED

Ident.: PER-IFT-30-00019546.0001001 / 03 SEP 14
Applicable to: ALL

If the EO mode of the FMS is active, the FMS takes the engine failure into account to compute the
EO-LRC speed/ Mach.

EO MAX ALTITUDE
Ident.: PER-IFT-30-00019547.0001001 / 04 MAY 16
Applicable to: ALL

The FMS Engine Out Maximum (EO MAX) altitude is a precomputed value, function of the aircraft
gross weight and DISA, displayed on all the PERF pages if one engine is inoperative.
L2 EO MAX altitude respects the following criteria:
‐ It can be flown with LRC speed
‐ It can be held in level flight with:
• The operating engine at "Maximum Continuous Thrust" rating
• The failed engine in windmilling
• Anti-ice OFF
‐ It can be reached before buffeting with a margin of 0.3 g
‐ It is less than the maximum certified altitude.

HOLDING
Ident.: PER-IFT-30-00020652.0001001 / 03 SEP 14
Applicable to: ALL

In CONF CLEAN, the standard EO holding speed is the green dot speed + 20 kt.

VIR A350 FLEET PER-IFT-30 P 1/2

FCOM A to D 03 FEB 20
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW ONE ENGINE INOPERATIVE OPERATIONS
OPERATING MANUAL

SEVERE ICING
Ident.: PER-IFT-30-00021742.0003001 / 06 SEP 17
Applicable to: ALL

If severe icing conditions are encountered, ice may build up on non heated structure. In these
conditions:
‐ The minimum speed is Green Dot in clean configuration
‐ The nominal gross OEI Level off is reduced by:
• 5 800 ft for weights less than 300 t (661 400 lb)
• 6 800 ft for weights more than 320 t (705 500 lb)
• linear interpolation between 5 800 ft and 6 800 ft for intermediate values of weights.
L2 The nominal gross Level off is calculated at Green Dot speed, engines at MCT, and Anti-ice Off.
The reduction in altitude takes into account the effect of activation of Engine and Wing Anti-ice, in
addition to ice accretion.

VIR A350 FLEET PER-IFT-30 P 2/2

FCOM E 03 FEB 20
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW FUEL PENALTY TABLES - FUEL CONSUMPTION INCREASED
OPERATING MANUAL

FUEL PENALTY TABLES - FUEL CONSUMPTION INCREASED

Applicable to: ALL
Ident.: PER-IFT-FP-FPF-00019614.0001001 / 27 FEB 17
Applicable to: ALL

USE OF THE FUEL PENALTY TABLES

L2
For more information, Refer to FCTM/PR-AEP-FUEL Fuel Penalty.
L1
 If an ECAM procedure displays FUEL CONSUMPT INCRSD :
ECAM STATUS PAGE...................................................................................................SELECT
INOP SYS........................................................................................................................ CHECK
FCOM FUEL PENALTY TABLE...................................................................................... CHECK
TOTAL FUEL PENALTY............................................................................................ COMPUTE
L2 Add together all the applicable fuel penalties determined with the fuel penalty table.
L1 FMS DATA/STATUS PAGE........................................................................................... SELECT
FMS FUEL PENALTY UPDATE............................................................................... CONSIDER
L2 If the fuel penalty value is determined from the FCOM FUEL PENALTY TABLE, this value
must be added to the existing value (if any) on the FMS DATA/STATUS page.
L1
FOR BETTER RANGE : REDUCE CRZ MACH/SPD
MIN CRZ SPD : GREEN DOT
FUEL CONSUMPTION................................................................................................MONITOR
L2 The flight crew must still monitor and assess the real fuel consumption.
Consider the FMS fuel penalty adjustment, if required.

VIR A350 FLEET PER-IFT-FP P 1/4

FCOM A→ 03 FEB 20
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW FUEL PENALTY TABLES - FUEL CONSUMPTION INCREASED
OPERATING MANUAL

Ident.: PER-IFT-FP-FPF-00023881.0002001 / 04 JUN 18

Applicable to: ALL

FUEL PENALTY TABLE

L2 The fuel penalty values of the FCOM table are conservative, and provided as a guideline for both
of the following:
‐ Increase flight crew awareness, particularly when the fuel penalty associated with the failure
may change during the flight
‐ Help the decision making.
L1 Fuel penalties less than 3 % are neither leading to the FUEL CONSUMPT INCRSD display on
the ECAM nor included in the table.
The list of INOP SYS appears in the same order of priority as it appears on the STATUS page on
the ECAM.
TOTAL FUEL PENALTY : ADD TOGETHER ALL APPLICABLE LINES
INOP SYS or ECAM Alert REASON FOR FUEL CONSUMPT INCRSD FUEL PENALTY
Up to 65 %
STABILIZER Stabilizer locked (Not Variable)
(3)

PRIM 1+2+3 Outer ailerons slightly extended 10 %

Up to 25 %
RUDDER Rudder jammed (Not Variable)
(3)

L(R) ELEVATOR Left or right elevator partly extended 3%

1 inner aileron partly extended 25 %
L(R) INR AILERON 1 inner aileron fully extended 40 %
2 inner ailerons partly extended 40 %
1 outer aileron partly extended 15 %
L(R) OUTR AILERON 1 outer aileron fully extended 35 %
2 outer ailerons partly extended 25 %
1 spoiler inoperative as per MEL item 27-64-01 to
27-64-06.
Refer to MEL
For more information, Refer to FCTM/FCTM/Fuel
Penalty
30 %
1 spoiler in runaway position (fully extended) (2)
PART SPLRs
Variable
1 spoiler or 1 pair of spoilers inoperative and
Max 8 %
suspected extended (1)

Variable
2 spoilers or 2 pairs of spoilers inoperative and
Max 20%
suspected extended (1)

Continued on the following page

VIR A350 FLEET PER-IFT-FP P 2/4

FCOM ←A→ 03 FEB 20
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW FUEL PENALTY TABLES - FUEL CONSUMPTION INCREASED
OPERATING MANUAL

FUEL PENALTY TABLE (Cont'd)

TOTAL FUEL PENALTY : ADD TOGETHER ALL APPLICABLE LINES
INOP SYS or ECAM Alert REASON FOR FUEL CONSUMPT INCRSD FUEL PENALTY
Variable
3 spoilers or 3 pairs of spoilers inoperative and
Max 25 %
suspected extended (1)

Variable
4 spoilers or 4 pairs of spoilers inoperative and
Max 25 %
suspected extended (1)

Variable
5 spoilers or 5 pairs of spoilers inoperative and
Max 25 %
suspected extended (1)
MOST SPLRs
Variable
6 spoilers or 6 pairs of spoilers inoperative and
Max 30 %
suspected extended (1)

Variable
7 spoilers or 7 pairs of spoilers inoperative and
Max 30 %
suspected extended (1)

Up to 6 %
Flaps slightly extended and locked after flap
DIFF FLAP SETTING (Not Variable)
deployment in cruise (3)

All L/G extended 130 %

L/G RETRACTION One main L/G extended 60 %
Nose L/G extended 30 %
All L/G doors open 25 %
L/G DOORS One main L/G door open 9%
Nose L/G door open 3%
F/CTL surfaces partly extended to compensate the Above 4 t (8.8 klb),
FUEL WINGS NOT BALANCED
lateral imbalance Refer to Graph.
F/CTL RUDDER PEDAL JAMMED
If the AP is not available: See RUDDER
F/CTL RUDDER TRIM RUNAWAY
CONF 1 15 %
CONF 1+F 40 %
CONF 2 50 %
Abnormal Configuration CONF 3 (Takeoff) 60 %
CONF 3 (Landing) 105 %
CONF FULL 175 %
RAT Extended 4%
(1) In the case of spoiler(s) failure, the affected spoiler(s) may gradually extend during the flight up to
the balanced position. The fuel penalty may therefore increase during the flight.
(2) A visual inspection from the cabin, if time permits, can confirm the extension of the spoiler.
Continued on the following page

VIR A350 FLEET PER-IFT-FP P 3/4

FCOM ←A→ 03 FEB 20
 PERFORMANCE
IN-FLIGHT
A350
FLIGHT CREW FUEL PENALTY TABLES - FUEL CONSUMPTION INCREASED
OPERATING MANUAL

FUEL PENALTY TABLE (Cont'd)

(3) Depending of the flight control surface position at the time of the failure, the flight crew must
determine the fuel penalty within the specified range.
Ident.: PER-IFT-FP-FPF-00022530.0002001 / 24 JUL 17
Applicable to: ALL

FUEL PENALTY - IMBALANCE

The following graph provides the fuel penalty factor that depends on both the fuel imbalance, and
the fuel quantity in the heaviest wing tank.
When the fuel imbalance is below 4 000 kg (8.8 klb), the associated fuel penalty is below 3 %.

VIR A350 FLEET PER-IFT-FP P 4/4

FCOM ←A 03 FEB 20
PERFORMANCE

LANDING
 PERFORMANCE
LANDING
A350
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL

PER-LDG-10 Landing Performance Calculation

General.....................................................................................................................................................................A
Landing Parameters.................................................................................................................................................B

PER-LDG-20 Landing Speeds and Distances Definitions

Landing Speeds....................................................................................................................................................... A
Landing Distances Definitions................................................................................................................................. B

PER-LDG-30 Runway Conditions

Dry Runway............................................................................................................................................................. A
Damp and Wet Runway.......................................................................................................................................... B
Contaminated Runway............................................................................................................................................ C
Runway Condition Assessment Matrix for Landing................................................................................................ D

PER-LDG-40 Dispatch Requirements

General.....................................................................................................................................................................A
Dispatch on Dry Runway.........................................................................................................................................B
Dispatch on Wet Runway........................................................................................................................................C
Dispatch on Contaminated Runway........................................................................................................................D
Dispatch with MEL or CDL Item............................................................................................................................. E
In-Flight Landing Distance Crosscheck................................................................................................................... F
ROW Landing Distance Crosscheck.......................................................................................................................G

PER-LDG-50 In-Flight Performance Assessment

General.....................................................................................................................................................................A
Landing Performance without In-Flight Failure....................................................................................................... B
Landing Performance following In-Flight Failure.....................................................................................................C
ROW Landing Distance Crosscheck.......................................................................................................................D

VIR A350 FLEET PER-LDG-PLP-TOC P 1/2

FCOM 15 MAR 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW PRELIMINARY PAGES - SUMMARY OF HIGHLIGHTS
OPERATING MANUAL

Localization Toc ID Reason

Title Index
PER-LDG-30 D 1 Update of the landing maximum crosswind limit from 35kt up to
Runway Condition Assessment 40kt for dry and damp conditions.
Matrix for Landing

VIR A350 FLEET PER-LDG-PLP-SOH P 1/2

FCOM 15 MAR 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW LANDING PERFORMANCE CALCULATION
OPERATING MANUAL

GENERAL
Ident.: PER-LDG-10-00021541.0001001 / 03 SEP 14
Applicable to: ALL

The landing performance calculation enables:

‐ At dispatch, to check that the aircraft can land at destination for the predicted conditions, in
compliance with the regulatory requirements
‐ During flight, to check that the aircraft can land at destination for the actual conditions.
L2 The calculation is made in compliance with the recommendations coming from the FAA Takeoff
And Landing Performance Assessment Aviation Rulemaking Group (called TALPA ARC).
The landing performance calculation is made with the landing performance (LDG PERF) application.
For more information on the LDG PERF application, Refer to DSC-46-OIS-20-80-110 LDG PERF.

VIR A350 FLEET PER-LDG-10 P 1/4

FCOM A 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW LANDING PERFORMANCE CALCULATION
OPERATING MANUAL

LANDING PARAMETERS
Ident.: PER-LDG-10-00016750.0001001 / 05 NOV 18
Applicable to: ALL

The landing performance parameters are:

‐ The characteristics of the runway
L2 • Landing Distance Available (LDA)
• Elevation
• Slope
• Missed approach gradient.
L1 ‐ The regulatory requirements
‐ The outside conditions
L2 • Wind
L3 As per regulation, the computation is based on 150 % of the entered tailwind, and 50 % of the
entered headwind.
The crosswind component does not affect the calculation of the landing distance. However, a
maximum crosswind component is associated with each runway condition.
For more information about crosswind limitation, Refer to LIM-AG-OPS Maximum Crosswind for
Takeoff and Landing.
L2 • Outside Air Temperature (OAT)
• Sea level atmospheric pressure (QNH)
• Icing conditions (anti-ice selection)
• Runway condition, or landing performance level.
L1 ‐ The aircraft configuration
L2 • Landing Weight (LW)
• Aerodynamic configuration
• Air conditioning setting
• Aircraft CG position
• Approach speed and go-around speed.
L1 ‐ The aircraft status.
L2 • MEL items
• CDL items
• Abnormal and emergency configuration (ABN EMER) for in-flight computation only.

L1 The following parameters can be optimized:

‐ Aerodynamics configuration
‐ Go-around speed.

VIR A350 FLEET PER-LDG-10 P 2/4

FCOM B→ 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW LANDING PERFORMANCE CALCULATION
OPERATING MANUAL

L2 For more information about the go-around speed, Refer to PER-LDG-20 Landing Speeds.

VIR A350 FLEET PER-LDG-10 P 3/4

FCOM ←B 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW LANDING SPEEDS AND DISTANCES DEFINITIONS
OPERATING MANUAL

LANDING SPEEDS
Ident.: PER-LDG-20-00016524.0001001 / 03 SEP 14
Applicable to: ALL

LOWEST SELECTABLE SPEED (VLS)

VLS is the lowest selectable speed. VLS is used to determine the Final Approach Speed (VAPP)
in normal conditions.
For more information about VLS, Refer to DSC-22-27-10-20 VLS.
REFERENCE SPEED (VREF)
VREF is equal to the VLS of CONF FULL. VREF is used to determine the Final Approach Speed
(VAPP) when a system failure affects the landing performance.
For more information about VREF, Refer to DSC-22-27-10-10 VREF.
FINAL APPROACH SPEED (VAPP)
VAPP is the speed of the aircraft when crossing the runway threshold. The flaps/slats are in the
landing configuration, and the landing gears are extended.
For more information about VAPP, Refer to DSC-22-27-10-20 VAPP.
GO-AROUND SPEED
In the case of a missed approach, the go-around climb gradient is calculated at the go-around
speed.
The standard go-around speed is 1.23 VS1G of the go-around configuration. For approaches with
a decision height at or above 200 ft, where approach climb performance is found restrictive, the
go-around speed can be increased up to 1.3 VS1G of the go-around configuration.

VIR A350 FLEET PER-LDG-20 P 1/4

FCOM A 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW LANDING SPEEDS AND DISTANCES DEFINITIONS
OPERATING MANUAL

LANDING DISTANCES DEFINITIONS

Ident.: PER-LDG-20-00021576.0001001 / 03 APR 17
Applicable to: ALL

REQUIRED LANDING DISTANCE (RLD)

The RLD is the regulatory reference to be used for dispatch landing performance computation.
The RLD is the factored certified landing distance based on:
‐ Maximum manual braking initiated immediately after main gear touchdown
‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when
credit is used)
‐ Antiskid system and all ground spoilers operative
‐ The regulatory dispatch factor.
Note: The Required Landing Distance calculation considers the effect of the MEL/CDL items
that affects the landing performance.
IN-FLIGHT LANDING DISTANCE (LD)
The In-Flight Landing Distance reflects the performance achievable in a typical operational landing
without margin.
The In-Flight Landing Distance calculation assumes:
‐ An airborne phase of 7 s from threshold to touchdown
‐ In the case of manual braking: maximum manual braking initiated immediately after main gear
touchdown
‐ In the case of autobrake: normal system delays in braking activation
‐ Antiskid system and all ground spoilers operative
‐ Prompt selection of max reverse thrust, maintained to 70 kt, and idle thrust to full stop (when
credit is used).
Note: The In-Flight Landing Distance calculation considers the effect of the inoperative
system(s) following:
‐ An MEL/CDL dispatch that affects the landing performance
‐ An in-flight failure (ECAM alert) that affects the landing performance.

FACTORED IN-FLIGHT LANDING DISTANCE (FLD)

The definition of the In-Flight Landing Distance does not include any margin. The In-Flight Landing
Distance is a realistic distance achievable in nominal conditions, i.e. the actual conditions during
the landing are those used for the computation.

VIR A350 FLEET PER-LDG-20 P 2/4

FCOM B→ 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW LANDING SPEEDS AND DISTANCES DEFINITIONS
OPERATING MANUAL

it is recommended to apply an appropriate margin to the In-Flight Landing Distance (either

determined with or without failure) in order to cover:
‐ The variability in flying techniques (e.g. flare execution, delay in application of the deceleration
means)
‐ Unexpected conditions at landing (e.g. real runway friction vs. reporting, turbulence, crosswind).
L2 The Factored In-Flight Landing Distance is defined as:
‐ The In-Flight Landing Distance multiplied by a Factor, or
‐ The In-Flight Landing Distance plus an Increment.
L1 It is the Airlines responsibility to define the margins (and their applicability) to apply on top of the
In-Flight Landing Distance.
The recommended margin is a Factor of 1.15 on the In-Flight Landing Distance. Under exceptional
circumstances, the flight crew may decide to disregard this margin.
ROW LANDING DISTANCE
The ROW landing distance is calculated by the PRIMs and displayed on the ANF.
For more information about the ROW system, Refer to DSC-34-32-20-10 ROW.

VIR A350 FLEET PER-LDG-20 P 3/4

FCOM ←B 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

DRY RUNWAY
Ident.: PER-LDG-30-00021599.0001001 / 03 SEP 14
Applicable to: ALL

A runway is dry when its surface is not:

‐ Damp
‐ Wet
‐ Contaminated.

DAMP AND WET RUNWAY

Ident.: PER-LDG-30-00021600.0001001 / 03 SEP 14
Applicable to: ALL

DAMP RUNWAY
A runway is considered as damp, when the surface of the runway is not dry, but the water on the
surface does not cause a shiny appearance.
Note: In line with the recommendations from the FAA Takeoff And Landing Performance
Assessment Aviation Rulemaking Group, the applicable performance for this runway
condition is GOOD and not DRY. This is not communicated via the definitions but via the
RCAM.
WET RUNWAY
A runway is considered as wet, when the surface of the runway has a shiny appearance due to
a thin film of water. When this film does not exceed 3 mm (1/8"), there is no significant danger of
hydroplaning.

VIR A350 FLEET PER-LDG-30 P 1/6

FCOM A to B 15 MAR 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

CONTAMINATED RUNWAY
Ident.: PER-LDG-30-00021602.0001001 / 08 JUL 19
Applicable to: ALL

A runway is contaminated when more than 25 % of its surface is covered with:

‐ A layer of fluid contaminant not considered as thin
‐ A hard contaminant.
DESCRIPTION OF FLUID CONTAMINANTS
In terms of performance, a contaminated runway is a runway covered by a fluid contaminant with a
depth of more than 3 mm (1/8"). The fluid contaminant can be either:
‐ Dry snow
‐ Wet snow
‐ Standing water
‐ Slush.
Fluid Contaminants reduce friction forces, and cause:
‐ Precipitation drag
‐ Hydroplaning.
L2 Fluid contaminants descriptions:
‐ Dry snow is snow that, if compacted by hand, does not stay compressed when released. The
wind can blow dry snow. The density of dry snow is approximately 0.2 kg/l (1.7 lb/US Gal).
‐ Wet snow is snow that, if compacted by hand, stays compressed when released, and with which
snowballs can be created. The density of wet snow is approximately 0.4 kg/l (3.35 lb/US Gal).
‐ Standing water occurs due to heavy rain and/or not sufficient runway drainage. Standing water
has a depth of more than 3 mm.
‐ Slush is snow soaked with water, which spatters when stepped on firmly. Slush occurs
at temperatures of approximately 5 °C, and has a density of approximately 0.85 kg/l
(7.1 lb/US Gal).
L1 DESCRIPTION OF HARD CONTAMINANTS
In terms of performance, a contaminated runway is a runway covered by a hard contaminant that
can be either:
‐ Compacted snow,
‐ Ice (Cold and Dry)
‐ Wet ice.
Hard contaminants only reduce friction forces.
L2 Hard contaminants descriptions:
‐ Compacted snow: the maintenance personnel use a snow groomer to compress the snow on a
runway in order to obtain a hard surface

VIR A350 FLEET PER-LDG-30 P 2/6

FCOM C→ 15 MAR 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

‐ Ice (Cold and Dry): situation in which ice occurs on the runway in cold and dry conditions
‐ Wet ice: when the ice on a runway melts, or there are loose/fluid contaminants on top of the ice,
the ice is referred to as "wet ice". When there is wet ice on a runway, braking and directional
control are difficult or not possible, because the runway surface is very slippery.
L1 LANDING PERFORMANCE CALCULATION
L2 COMPUTATION ASSUMPTIONS
The following assumptions are considered for the calculation:
‐ The contaminant covers the entire length of the runway
‐ For fluid contaminants, the landing distance calculation does not take credit of the
precipitation drag.
L1 EQUIVALENCES
In terms of performance:
‐ A fluid contamination is equivalent to wet, up to a maximum depth of 3 mm (1/8") of:
• dry snow
• wet snow
• standing water
• slush.
‐ "Frost" is equivalent to wet, unless a lower runway performance code is reported
‐ "Slippery Wet" is equivalent to 10 mm (2/5") of dry snow.
RESTRICTIONS
For maximum depth of fluid contaminants, Refer to PER-LDG-30 Runway Condition Assessment
Matrix for Landing.
Dispatch from and to a runway covered with wet ice is not permitted, unless an effective friction
coefficient at or higher than 0.07 is demonstrated.

VIR A350 FLEET PER-LDG-30 P 3/6

FCOM ←C 15 MAR 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING

Ident.: PER-LDG-30-00018439.0002001 / 06 NOV 19
Applicable to: ALL

1
Related
Observations Maximum
RUNWAY SURFACE CONDITIONS Landing
on Deceleration Crosswind
Performance
and Directional (Gust
Runway State or / and ESF(1) or
PiRep(2) Control Code Level included)
Runway Contaminant
Dry - - 6 DRY 40 kt

Damp
Wet:
Up to 3 mm (1/8”) of water
Braking deceleration
Slush: (3)
is normal for the
Up to 3 mm (1/8”)
Good wheel braking effort 5 GOOD 40 kt
Dry Snow: (3)
applied. Directional
Up to 3 mm (1/8”)
control is normal.
Wet Snow: (3)
Up to 3 mm (1/8”)
Frost
Braking deceleration
Good GOOD
Compacted Snow: and controllability 27 kt
to 4 TO
OAT at or below -15 °C is between Good (4)
Medium MEDIUM
and Medium.
Dry Snow:
(3)

More than 3 mm (1/8”), up to 100 mm (4”) Braking deceleration

Wet Snow: (3) is noticeably reduced
More than 3 mm (1/8”), up to 30 mm (6/5”) for the wheel braking 20 kt
Medium 3 MEDIUM
Dry Snow over Compacted Snow(3) effort applied. (4)

Wet Snow over Compacted Snow(3) Directional control

Compacted Snow: may be reduced.
OAT above -15 °C
Slippery Wet
Braking deceleration
Water: and controllability
Medium MEDIUM
More than 3 mm (1/8”), up to 15 mm (3/5”) is between 20 kt
to 2 TO
Slush: (3) Medium and (4)
Poor POOR
More than 3 mm (1/8”), up to 15 mm (3/5”) Poor. Potential for
Hydroplaning exists.
Continued on the following page

VIR A350 FLEET PER-LDG-30 P 4/6

FCOM D→ 15 MAR 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW RUNWAY CONDITIONS
OPERATING MANUAL

Continued from the previous page

Braking deceleration
is significantly
reduced for the
15 kt
Ice (cold and dry) Poor wheel braking effort 1 POOR (4)
applied. Directional
control may be
significantly reduced.
Braking deceleration
is minimal to
Wet Ice non-existent for
Less
Water on top of Compacted Snow the wheel braking - - -
than Poor
Dry Snow(3) or Wet Snow(3) over Ice effort applied.
Directional control
may be uncertain.
(1) ESF: Estimated Surface Friction
(2) PiRep: Pilot Report of Braking Action
(3) For loose contaminants (Dry Snow, Wet Snow or Slush), the friction measurements are unreliable
and should not be considered for the landing performance assessment.
(4) Maximum recommended value based on computations

VIR A350 FLEET PER-LDG-30 P 5/6

FCOM ←D 15 MAR 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW DISPATCH REQUIREMENTS
OPERATING MANUAL

GENERAL
Ident.: PER-LDG-40-00018372.0001001 / 13 JAN 15
Applicable to: ALL

LANDING PERFORMANCE CALCULATION

The landing performance calculation is made with the landing performance (LDG PERF)
application, with the computation type set to DISPATCH.
L2 For more information on the LDG PERF application, Refer to DSC-46-OIS-20-80-110 LDG PERF.
L1 REQUIREMENT ON THE LANDING DISTANCE
The Landing Distance Available (LDA) at destination must be at least equal to the Required
Landing Distance (RLD) for the planned landing weight.
REQUIREMENT ON THE GO-AROUND PERFORMANCE
The go-around climb gradient must be at least equal to:
‐ 2.1 %
‐ The gradient published in the airport approach chart.
Note: EU-OPS requires a minimum go-around climb gradient of 2.5 % for instrument
approaches with decision heights below 200 ft.

DISPATCH ON DRY RUNWAY

Ident.: PER-LDG-40-00016506.0001001 / 03 SEP 14
Applicable to: ALL

Landing performance is calculated without the benefit of thrust reversers, as per regulation.
L2 For information, the AFM publishes the autoland landing distance increments on dry runways.

DISPATCH ON WET RUNWAY

Ident.: PER-LDG-40-00016509.0001001 / 03 SEP 14
Applicable to: ALL

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

VIR A350 FLEET PER-LDG-40 P 1/4

FCOM A to C 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW DISPATCH REQUIREMENTS
OPERATING MANUAL

DISPATCH ON CONTAMINATED RUNWAY

Ident.: PER-LDG-40-00016511.0001001 / 03 SEP 14
Applicable to: ALL

Landing performance can be calculated with the benefit of the thrust reversers.
For operators complying with EU-OPS regulation, the landing weight on a contaminated runway
cannot exceed the landing weight on a wet runway.

DISPATCH WITH MEL OR CDL ITEM

Ident.: PER-LDG-40-00016512.0001001 / 06 MAR 15
Applicable to: ALL

The aircraft can be dispatched with deferred MEL or CDL items. In this case, the LDA must be at
least equal to the RLD calculated with the applicable MEL or CDL item selected.
MEL or CDL items that affect landing performance are:
‐ MEL items that reduce braking capabilities (brakes, spoilers, thrust reversers if applicable)
‐ MEL items that have an impact on thrust available for go-around (engine anti-ice valve stuck open)
‐ CDL items that increase aircraft drag (seals, fairings).
L2 CDL items are divided in two categories: negligible and non-negligible items.
If the number of negligible CDL items is less or equal to three, no penalty applies.
If the number of negligible CDL items is more than three, a drag increase for each item is applied.

IN-FLIGHT LANDING DISTANCE CROSSCHECK

Ident.: PER-LDG-40-00019134.0001001 / 03 SEP 14
Applicable to: ALL

The Factored In-Flight Landing Distance may, in some cases, and in particular on contaminated
runway, exceed the RLD considered at dispatch.
The requirements for dispatch remain unchanged and are based on the RLD. However, when arrival
conditions are expected to be marginal it is recommended to make a preliminary calculation of
In-Flight Landing Distance or Factored In-Flight Landing Distance at dispatch in order to nominate
suitable destination alternates.
The landing performance calculation may also check that the aircraft can land at destination in
compliance with In-Flight Landing Distance.
In this case, the landing distance considered for dispatch is the maximum of the RLD and the
Factored In-Flight Landing Distance.

VIR A350 FLEET PER-LDG-40 P 2/4

FCOM D to F 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW DISPATCH REQUIREMENTS
OPERATING MANUAL

ROW LANDING DISTANCE CROSSCHECK

Ident.: PER-LDG-40-00021304.0001001 / 04 DEC 14
Applicable to: ALL

The ROW landing distance may, in some cases, exceed the RLD considered at dispatch.
The requirements for dispatch remains unchanged and are based on the RLD. However, if the
conditions remain unchanged, the flight crew will not be authorized to initiate an approach (unless a
specific authorization is obtained from the appropriate authority to deactivate the ROW/ROP).
As a consequence, the dispatch conditions should be adapted in order to prevent a ROW alert to be
triggered.

VIR A350 FLEET PER-LDG-40 P 3/4

FCOM G 01 JUL 19
 PERFORMANCE
LANDING
A350
FLIGHT CREW IN-FLIGHT PERFORMANCE ASSESSMENT
OPERATING MANUAL

GENERAL
Ident.: PER-LDG-50-00018097.0001001 / 28 JAN 19
Applicable to: ALL

During flight, the flight crew must perform a landing performance computation in all cases.
The landing performance calculation is made with the landing performance (LDG PERF) application,
with the computation type set to IN-FLIGHT.
L2 For more information on the LDG PERF application, Refer to DSC-46-OIS-20-80-110 LDG PERF.
L1 The landing distance used for this computation is the Factored In-Flight Landing Distance (FLD). The

flight crew uses the RCAM to determine the runway landing performance and code.
If the aircraft has been dispatched with deferred MEL or CDL items, the In-Flight Landing Distance
and Factored In-Flight Landing Distance must be calculated with the applicable MEL or CDL items
selected.
Under exceptional circumstances, the flight crew may decide to disregard the Factored In-Flight
Landing Distance. In this case the flight crew must check that the In-Flight Landing Distance is
shorter than the LDA at the destination or diversion airport.
L2 For more information on In-Flight Landing Distances, Refer to PER-LDG-20 Landing Distances

Definitions.

LANDING PERFORMANCE WITHOUT IN-FLIGHT FAILURE

Ident.: PER-LDG-50-00019790.0001001 / 13 JAN 15
Applicable to: ALL

LANDING PERFORMANCE CALCULATION

The flight crew enters the expected landing conditions and calculates the landing performance.
L2 For more information on the LDG PERF application, Refer to DSC-46-OIS-20-80-110 LDG PERF.
L1 FLAPS LEVER POSITION
The FLAPS lever position for landing is at flight crew's discretion.
VAPP DETERMINATION
VAPP is calculated by the FMS and is displayed on the APPR panel of the FMS PERF page.
L2 The VAPP is calculated by the FMS as the maximum of:
‐ VMCL + 5 kt
‐ 1.23*VS1G + (5 ≤ headwind/3 ≤ 15)

VIR A350 FLEET PER-LDG-50 P 1/4

FCOM A to B 03 FEB 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW IN-FLIGHT PERFORMANCE ASSESSMENT
OPERATING MANUAL

LANDING PERFORMANCE FOLLOWING IN-FLIGHT FAILURE

Ident.: PER-LDG-50-00018101.0001001 / 13 JAN 15
Applicable to: ALL

LANDING PERFORMANCE ECAM INDICATIONS

After an aircraft system failure that occurs in flight, the flight crew follows the associated ECAM
procedure.
When required, the ECAM displays landing performance indications in the applicable procedure.
The ECAM alert items are displayed on the ECAM STATUS page. The ECAM displays LDG DIST
AFFECTED or LDG PERF AFFECTED if an ECAM alert item affects landing performance.
L2 LDG DIST AFFECTED means that only the landing distance is affected.
LDG PERF AFFECTED means that both approach speed and landing distance are affected.
L1 LANDING PERFORMANCE CALCULATION
The ECAM alert items that affect landing performance are automatically sent to the LDG PERF
application. The LDG PERF application displays these items in the ACFT STATUS panel.
The flight crew enters the expected landing conditions and calculates the landing performance.
L2 For more information on the LDG PERF application, Refer to DSC-46-OIS-20-80-110 LDG PERF.
L1 FLAPS LEVER POSITION
The flight crew selects the FLAPS lever position requested by the ECAM.
Note: If there are no ECAM instructions, the FLAPS lever position for landing is at flight crew's
discretion.
VAPP DETERMINATION
 If the ECAM displays LDG DIST AFFECTED:
The flight crew uses the VAPP calculated by the FMS.
 If the ECAM displays LDG PERF AFFECTED:
The flight crew enters into the FMS - PERF - APPR page the VAPP value computed by the
LDG PERF application.

VIR A350 FLEET PER-LDG-50 P 2/4

FCOM C 03 FEB 20
 PERFORMANCE
LANDING
A350
FLIGHT CREW IN-FLIGHT PERFORMANCE ASSESSMENT
OPERATING MANUAL

ROW LANDING DISTANCE CROSSCHECK

Ident.: PER-LDG-50-00021305.0001001 / 04 DEC 14
Applicable to: ALL

The ROW landing distance may, in some cases, exceed the factored in-flight landing distance (FLD).
The flight crew will not be authorized to initiate an approach if a ROW alert is expected (unless a
specific authorization is obtained from the appropriate authority to deactivate the ROW/ROP).
If a ROW alert is expected, and the flight crew is not authorized to deactivate the ROW/ROP, the
flight crew should request to change the runway, or initiate a diversion.

VIR A350 FLEET PER-LDG-50 P 3/4

FCOM D 03 FEB 20
 PERFORMANCE

SUPPLEMENTARY PERFORMANCE
INFORMATION
 PERFORMANCE
SUPPLEMENTARY PERFORMANCE INFORMATION
A350
FLIGHT CREW PRELIMINARY PAGES - TABLE OF CONTENTS
OPERATING MANUAL

Supplementary Performance Information................................................................................................................ A

VIR A350 FLEET PER-PSD-PLP-TOC P 1/2

FCOM 03 FEB 20
 PERFORMANCE
SUPPLEMENTARY PERFORMANCE INFORMATION
A350
FLIGHT CREW
OPERATING MANUAL

SUPPLEMENTARY PERFORMANCE INFORMATION

Ident.: PER-PSD-21400074.9001002 / 03 FEB 20
Applicable to: ALL

EQUIVALENCES
Refer to PER-TOF-30-30 Performance Calculation
MAXIMUM RECOMMENDED CROSSWIND ON DRY, WET AND CONTAMINATED RUNWAYS
Refer to LIM-AG-OPS Maximum Crosswind for Takeoff and Landing.
REVISED TAKE-OFF PERFORMANCE CALCULATIONS WHILST TAXI-OUT
Refer to OM(B) 2.3, FMS FlySmart Data Insertion During Taxi-Out.
SECONDARY FLYSMART & EFB PROCEDURES
Refer to OM(B) Ch 2.3, FlySmart Alternative Procedures.

VIR A350 FLEET PER-PSD P 1/2

FCOM A 03 FEB 20