A320/321 Go Around Gradient

[Aikon]

To all those A320/A321 operators out there, could anyone point out to me where I can find the go around climb gradient besides the 2.1% & 2.5% found in FCOM 3?

This will be useful especially operating into places where the Go Around climb gradient requirement is higher than the standard requirement such as in Hong Kong.

[9Ws]

The books won't provide anything more than what's required by Certification minimums... which is the 2.1% and the Cat II 2.5% , so that's all that is provided in the books (FCOM3.05.35). And that too, it's providing you with just the 'limiting weights' for those gradients.

Perhaps your company's Performance Engineering department can get you the more specific information that you're after?

[Aikon]

Thanks 9ws.

To those who operate in & out of Hong Kong, how do you guys do it? With Go Around climb gradient of 7%, how sure are you that you will have the climb gradient if you have an eng fail on approach near your decision height?

[backtobasics]

Guys,

The correct term for this issue is Approach-Climb Gradient, which is calculated by an operator using the manufacturers PEP or SCAP product.

The performance limitation for any approach-climb gradient can be calculated in this way, which is effectively a regulated landing weight, but you won't find the figures published in paper manuals. If your company uses Airbus LPC for example, the performance module may include an approach-climb gradient entry field.

:O

[0-8]

My company publishes tables of missed approach climb gradients in our performance manual. Each manual is specific to a type/engine combination, i.e. A320/V2500 or A321/CFM. It includes data for both the 'all engines' and 'one engine inop' scenarios.

The 'all engines' case assumes that you are in config full or config 3 and have the gear down.

The 'one engine inop' case assumes that you are in config 3 or config 2 and have the gear up.

For example:

'All engines'
An A320/CFM at 77000kg, temp of 45C, in config full with the gear down will still be able to achieve a gradient of over 12%

'One engine inop'
An A320/CFM at 77000kg, temp of 45C, in config 3 with the gear up will only be able to achieve a gradient of around 2.8%

A more typical situation in would be:
'One engine inop'
An A320/CFM at 60000kg, temp of 30C, in config 3 with the gear up will climb at a gradient of about 6%.


Remember that the above figures were calculated specifically for our fleet, your results may vary. :)

[Max Angle]

What is the point of the all engines table?. You have to assume that a go-around will be performed with an engine out.

[PT6A]

Does your company not provide LPC or charts like this?

:----------------------:-------------------------:---------------------------------------------------------:--------------------:

: A319112 - JAA : CFM56-5B6 engines Fadec : HONG KONG INTL 07L : 26.0.2 06-MAY-12 :

:----------------------:-------------------------: HKG - VHHH : AD112E01 V10 :

: QNH 1013.25 HPA : Elevation 22 FT LDA 3627 M :--------------------:

: Air cond. Off : Isa temp 15 C : DRY :

: Anti-icing Off : rwy slope 0.00 % : CONF 3 :

: :---------------------------------------------------------: :

: : : :

: : : :

:------------------------------------------------:---------------------------------------------------------:--------------------:

: OAT : HEADWIND : HEADWIND : WIND : TAILWIND :

: C : 20 KT : 10 KT : 0 KT : -10 KT :

:-------:-----------------------------:-----------------------------:-----------------------------:-----------------------------:

: -10 : 82.5 154 3 : 82.5 154 3 : 82.5 154 3 : 82.5 154 3 :

: : 1172/ 1954 : 1236/ 2061 : 1301/ 2168 : 1504/ 2506 :

:-------:-----------------------------:-----------------------------:-----------------------------:-----------------------------:

: 0 : 82.4 154 3 : 82.4 154 3 : 82.4 154 3 : 82.4 154 3 :

: : 1169/ 1949 : 1234/ 2056 : 1298/ 2163 : 1500/ 2501 :

:-------:-----------------------------:-----------------------------:-----------------------------:-----------------------------:

: 10 : 82.3 154 3 : 82.3 154 3 : 82.3 154 3 : 82.3 154 3 :

: : 1166/ 1944 : 1231/ 2052 : 1295/ 2158 : 1497/ 2495 :

:-------:-----------------------------:-----------------------------:-----------------------------:-----------------------------:

: 20 : 81.9 153 3 : 81.9 153 3 : 81.9 153 3 : 81.9 153 3 :

: : 1159/ 1932 : 1224/ 2040 : 1287/ 2145 : 1489/ 2482 :

:-------:-----------------------------:-----------------------------:-----------------------------:-----------------------------:

: 30 : 81.7 153 3 : 81.7 153 3 : 81.7 153 3 : 81.7 153 3 :

: : 1153/ 1922 : 1218/ 2030 : 1281/ 2135 : 1482/ 2470 :

:-------:-----------------------------:-----------------------------:-----------------------------:-----------------------------:

: 40 : 81.5 153 3 : 81.5 153 3 : 81.5 153 3 : 81.5 153 3 :

: : 1150/ 1916 : 1214/ 2024 : 1277/ 2129 : 1478/ 2463 :

:-------:-----------------------------:-----------------------------:-----------------------------:-----------------------------:

: VFA Speed correction : 1=Max struct weight 2=Landing distance 3=Approach climb :

:----------------------------: 4=Landing climb 5=tire speed 6=braking energy :

: VFA 0.8 KT/1000 KG : :

:----------------------------:--------------------------------------------------------------------------------------------------:

: MLW(1000 KG) VFA(kt) code : LABEL FOR INFLUENCE: NO COMBINATION: DW(1000KG) DVFA(KT) :

: ALD-RLD : COMBINE: DW(1000KG) DVFA(KT) :

:----------------------------:--------------------------------------------------------------------------------------------------: