Min climb GRAD A320
no you aare right. FCOM 2 will only give you the approach climb gradient of 2.5%. If you ask you performance engineer you shoudl be able to work out some usable figures.
15% all engine op
5% on engine op
Both of these are good ball park figures.
15% all engine op
5% on engine op
Both of these are good ball park figures.
Join Date: Jul 2008
Location: Gone to my "Happy Place".
Posts: 157
Likes: 0
Received 0 Likes
on
0 Posts
Constraints on aircraft climb performance are specified in JAR, FAR, and other authorities regulations. These include a minimum landing climb gradient with all engines running, and minimum climb gradients with one engine inoperative during three take-off segments, an approach segment, and an enroute case.
These regulations are discussed in the section of JAR/FAR Part 25. They are summarized below:
Required Climb Gradient
Number of Engines: 4 - 3- 2
Flight Condition:
First Take-Off Segment: 0.5% - 0.3% - 0.0%
Second Take-Off Segment: 3.0% - 2.7% - 2.4%
Final Take-Off Segment:1.7% - 1.5% - 1.2%
Enroute Climb: 1.6% - 1.4% - 1.1%
Approach Segment: 2.7% - 2.4% - 2.1%
Landing Segment: 3.2% - 3.2% - 3.2%
The flight conditions are as follows:
First Take-Off Segment is with the critical engine inoperative, take-off thrust, landing gear extended, flaps in take-off position, V = Vlo, and weight that exists at the time gear retraction is started (essentially the take-off weight).
Second Take-Off Segment is similar to first segment climb except that gear is up, V = 1.2 Vs, and the altitude is 400 feet above the ground.
Final Take-Off Segment also has one engine inoperative, but the others are operating at maximum continuous thrust rather than at take-off thrust. The altitude is that achieved when transition to enroute configuration is accomplished (flaps, slats, gear up) or 1500 feet (whichever is higher). Speed is 1.25 Vs at the weight at the end of the take-off segment.
Enroute Climb also requires one engine out, although there are requirements for two engine-out performance of 3 and 4 engine aircraft. One may choose a favorable speed, and an altitude that is sufficiently high to clear obstacles.
Approach Segment is again with one engine out and take-off thrust. Gear is up. Flaps are retracted a bit to increase stall speed by 10% above the stall speed with landing flap deflection. With this flap setting the airplane is flown at V = 1.5 Vs at the landing weight.
Landing Segment is the only case with all engines operating. Gear is extended, flaps in landing position, V = 1.3 Vs and thrust that is available 8 secs. after the throttle is moved from idle to take-off thrust position.
The second segment climb and, for two engine aircraft, the enroute climb are often the critical design requirements affecting the required engine thrust and wing aspect ratio.
I hope this helped.
These regulations are discussed in the section of JAR/FAR Part 25. They are summarized below:
Required Climb Gradient
Number of Engines: 4 - 3- 2
Flight Condition:
First Take-Off Segment: 0.5% - 0.3% - 0.0%
Second Take-Off Segment: 3.0% - 2.7% - 2.4%
Final Take-Off Segment:1.7% - 1.5% - 1.2%
Enroute Climb: 1.6% - 1.4% - 1.1%
Approach Segment: 2.7% - 2.4% - 2.1%
Landing Segment: 3.2% - 3.2% - 3.2%
The flight conditions are as follows:
First Take-Off Segment is with the critical engine inoperative, take-off thrust, landing gear extended, flaps in take-off position, V = Vlo, and weight that exists at the time gear retraction is started (essentially the take-off weight).
Second Take-Off Segment is similar to first segment climb except that gear is up, V = 1.2 Vs, and the altitude is 400 feet above the ground.
Final Take-Off Segment also has one engine inoperative, but the others are operating at maximum continuous thrust rather than at take-off thrust. The altitude is that achieved when transition to enroute configuration is accomplished (flaps, slats, gear up) or 1500 feet (whichever is higher). Speed is 1.25 Vs at the weight at the end of the take-off segment.
Enroute Climb also requires one engine out, although there are requirements for two engine-out performance of 3 and 4 engine aircraft. One may choose a favorable speed, and an altitude that is sufficiently high to clear obstacles.
Approach Segment is again with one engine out and take-off thrust. Gear is up. Flaps are retracted a bit to increase stall speed by 10% above the stall speed with landing flap deflection. With this flap setting the airplane is flown at V = 1.5 Vs at the landing weight.
Landing Segment is the only case with all engines operating. Gear is extended, flaps in landing position, V = 1.3 Vs and thrust that is available 8 secs. after the throttle is moved from idle to take-off thrust position.
The second segment climb and, for two engine aircraft, the enroute climb are often the critical design requirements affecting the required engine thrust and wing aspect ratio.
I hope this helped.
Airbus doesn't produce Gradient climb tables..........
Like Jimmy said you have some cert requirements, which well and truely means nothing in a day to day operation. it would be nice to have a chart but there isn't one.
5 x your ground speed, and hope your performance department has done the figures correctly.
Like Jimmy said you have some cert requirements, which well and truely means nothing in a day to day operation. it would be nice to have a chart but there isn't one.
5 x your ground speed, and hope your performance department has done the figures correctly.
