ATPL Performance (EASA) cheat sheet

Take-off distance required (TODR) = take-off run required (TORR) + distance to 35 ft; TODR must not exceed TORA (or TODA if clearway included).

Balanced field length (BFL) is the shorter of TODR and accelerate-stop distance; V1 is the speed at which they are equal.

V1 must be ≥ VMCG (minimum control speed on ground) and ≤ VR; VR must be ≥ 1.05 VMCA and allow reaching V2 by 35 ft.

V2 = 1.13 VSR (stall speed in take-off configuration) for two-engine aircraft; V2 must be ≥ 1.10 VMCA.

Take-off climb gradient requirements (two-engine): 0% at 35 ft (first segment), 2.4% (second), 1.2% (final) with critical engine inoperative.

Increased V2 (improved climb) reduces TODR but increases field length; use only when obstacle clearance permits.

Contaminated runway: use manufacturer data for slush, snow, or ice; dispatch requires ability to stop or continue after engine failure.

Take-off performance is affected by pressure altitude, temperature, wind, runway slope, and aircraft mass; use the AFM/POH charts for each condition.

Clearway may be included in TODA but not TORA; stopway may be included in ASDA but not TORA.

Climb gradient (%) = (height gained / horizontal distance) × 100; rate of climb (ft/min) = gradient × ground speed (kt) × 101.3 / 60.

For a given mass, best rate of climb speed (VY) gives maximum height gain per unit time; best angle (VX) gives maximum height per unit distance.

Climb performance decreases with altitude; service ceiling is where rate of climb falls to 100 ft/min (or as defined by the manufacturer).

Engine failure in climb: net take-off flight path must clear all obstacles by 35 ft vertically; net gradient = gross gradient minus 0.8% (two-engine) or 0.9% (three-engine) or 1.0% (four-engine).

En-route climb requirement: aircraft must be able to climb at 1.5% (two-engine) or 1.7% (three-engine) or 2.0% (four-engine) at 1500 ft above aerodromes along the route.

Climb speed schedule: V2 to 35 ft, then V2+10 to flap retraction altitude, then VY (or best climb speed) for clean configuration.

Use of bleed air for air conditioning reduces climb performance; account for engine anti-ice and wing anti-ice if used.

Climb gradient with one engine inoperative is reduced by increased mass, altitude, temperature, and flap setting.

Specific range (SR) = nautical air miles per pound (or kg) of fuel; SR = TAS / fuel flow. Maximum SR occurs at a specific speed and altitude for a given configuration.

Long-range cruise speed (LRC) is typically 4% above maximum range speed and gives about 1% less range but better schedule flexibility.

Maximum endurance speed is the speed for minimum fuel flow per unit time (approximately 1.3 VSR); maximum range speed is higher (approximately 1.3 VSR for propeller, 1.6 VSR for jet).

Cruise altitude selection must consider: available thrust, buffet boundaries, turbulence, oxygen requirements, and fuel efficiency.

Step climb: as fuel burns off, aircraft mass decreases, allowing higher altitude for better specific range; optimum step size depends on aircraft type.

Equal time point (ETP) is the point along the route where time to destination equals time to return; used for diversion decisions.

Point of no return (PNR) is the furthest point from which the aircraft can return to departure with reserve fuel.

Drift-down: if an engine fails or pressurization is lost, descend to a lower level where the aircraft can maintain altitude; compute new cruise level.

Fuel planning: trip fuel + reserve fuel (contingency, alternate, final reserve) + taxi fuel; final reserve is 30 minutes holding at 1500 ft.

Landing distance required (LDR) = distance from 50 ft above threshold to full stop; must not exceed landing distance available (LDA).

LDR is factored by 1.67 for dry runway (or 1.92 for wet, or as specified) when using unfactored manufacturer data; actual LDR must be ≤ LDA.

Approach speed VREF = 1.3 VSR (stall speed in landing configuration) for most aircraft; VREF must be ≥ 1.23 VSR for some types.

Landing climb: balked landing gradient must be at least 3.2% (two-engine) or 2.7% (three-engine) or 2.4% (four-engine) with all engines operating.

Autoland: use category II/III minima; account for runway visual range (RVR) and decision height (DH).

Contaminated runway landing: use manufacturer data; braking action reports and runway condition code (RWYCC) affect stopping distance.

Reverse thrust and spoilers reduce landing distance; credit may be taken only if specified in AFM.

Landing mass must not exceed maximum landing mass (MLM) or maximum zero-fuel mass (MZFM) plus reserve fuel.