TAKE-OFF RWY REQUIREMENTS (OM A 8.1 5.2.

3)
For all FLIGHTPLANNING purposes apply at least wet
TAKE OFF LIMITATIONS DEPTH USE Contamination: MAX X-WIND corrections in case of WET or Contaminated RWY.
Further corrections may be applied at CMD’s discretion.
DRY DRY
WET / DAMP WET 38kts WEATHER & MINIMAS
STANDING WATER inclusive At least REDL & RENL for night OPS (H or L). If no RVR
reported, use Vis but never CRVR
WET SNOW <=3mm WET gusts
SLUSH T/O MINIMAS(Vis/RVR)
AQUAPLANING 500m nil
250m REDL or centerline markings + low vis
WET with SAND or DUST 200m REDL and RCLL + low vis
STANDING WATER >3-6 >6-13mm WATER 1/2" 1/4” 5kts 150m above + multi RVR
WET SNOW >3-6 >6-13mm 125m above + H RCLL 15m + H REDL 60m
SLUSH >3-13 >13-25mm +no contamination + 90m from cockpit
WHICH RVR?
DRY SNOW (regardless of BA & FC) <=15mm WET 15kts At least 2 RVR, 1st replacved by pilots assesment + mid
>15-50 >50-100mm* WATER 1/2" 1/4” or stop-end as to cover accelerate-stop distance. If RVR
COMPACTED SNOW RUSSIA TAKE-OFF BELOW OEI MINIMA
GOOD FC > 0.4 FC >= 0.42 WET 25kts Take-off alternate must be available with:
- WX above OEI minima
MEDIUM-GOOD 0.39 to 0.36 0.40 to 0.42 COMPACTED SNOW 20kts - DIST 60min OEI flight (330NM).
MEDIUM 0.35 to 0.30 0.37 to 0.39 COMPACTED SNOW 15kts - APP, LDG & G/A OEI o.k.
MEDIUM-POOR 0.29 to 0.26 0.35 to 0.36 COMPACTED SNOW 10kts - Enroute terrain & WX OEI o.k.
- Overmass shall be considered
POOR 0.25 to 0.20 0.31 to 0.34 COMPACTED SNOW 5kts
*It is NOT recommended to take-off from a runway covered with more than 50mm dry snow OEI MINIMA are:
TAILWIND LIMIT: 10kts - CAT3A 50ft/200m
STANDING T/O Vis/RVR close to min, contaminated RWY, TOW close to RTOW (RWY or OBSTACLE) - or overmass: CAT1 200ft / 550m

LPC calculation TAKE-OFF IS NOT AUTHORISED (OM A 8.3 8.3.3):

Alignement distance: • In moderate to heavy freezing rain or ice pellets. (FZRA / +FZRA / PL / +PL)
GO case: 19m • during heavy fall of wet snow (temperatures around O°C)
STOP case: A319 29m / A320(E) 31m / A321 35m • in any snow Pellets conditions (-GS / GS / +GS)
DRY: • if snow, ice or frost has accumulated on the aeroplane during taxiing.
No Reversers / Screen Height 35ft / Obstacle 35ft
For take-off, the use of the longest runway available, considering all factors such as braking action, is
WET and CONTAMINATED: recommended, in spite of possible ATC requests to take off from an intersection, e.g. due to noise abatement.
With Reversers / Screen height 15ft / Obstacle 35ft Before starting take-off, trim tabs, stabiliser and controls must be operated both ways to check that they have
not frozen.
Take-off should immediately be abandoned if the aeroplane does not seem to accelerate properly.
In case of directional problems during a rejected take-off, modulated use of wheel brakes is an effective means
to regain cornering capability and thereby directional control, but will increase the stopping distance. This
method might also be useful on wet or slippery runways (e.g. due to rubber deposits).
After take-off in slush it may be advisable to delay gear retraction since the vibrations caused by the rotating
wheels may help to remove the slush (see OM B for special instructions). The aerodynamic heat-up of the
aeroplane caused by high air speed may be a very effective means to get rid of ice or frozen snow on any part
of the aeroplane which has accumulated during take-off or initial climb.

SPEEDS
High speed protection (AP goes OFF, Pitch Trim WINDSHEAR WARNING & EGPWS UNRELIABLE AIRSPEED
= freezes, nose-up order to recover, bank goes back to GUIDANCE
- available from lift-off to 1300ft/GND
Soft warnings
"TERRAIN / TOO LOW TERRAIN / AP/FD OFF
220 0° with stick neutral)
- WINDSHEAR on PFD TERRAIN AHEAD / SINK RATE / A/THR OFF
VMAX lowest of VMO, MMO, VLE or VFE - aural "WINDSHEAR" for at least DON'T SINK / TOO LOW GEAR / TOO
= VFE NEXT next flap lever position, not shown > FL200 15sec LOW FLAPS / GLIDE SLOPE" PITCH / THRUST
- guidance available if at least 1 AP/FD < THR RED 15° / TOGA
green dot speed, OEI climb, manoeuvring clean engaged in SRS mode keeps positive HARD WARNINGS
200 (1.35Vs) g-load NOT considered, FAC computed
> THR RED 10° / CLB
rate if speed o.k. or let speed drop to "... PULL-UP" or "GLIDE SLOPE"
AOA protection (louder) > FL100 5° / CLB
S Slats retraction speed & manoeuvring speed flaps 1 FLAPS MAINTAIN
(1.43Vs with flaps 1 or 1.23Vs clean) PROCEDURE PROCEDURE SPD BRK CHECK RETRACT
g-load NOT considered, FAC computed "Windshear - Go Thrust", TOGA, if AP "PULL UP - Go Thrust", TOGA, AP
180 not o.k. then switch it OFF and follow OFF, full stick back, wings level (if L/G UP
Flaps retraction speed & manoeuvring speed flaps 2 FD in SRS (or 17.5°ANU). Use TERRAIN AHEAD consider turn). PNF • When at MSA / circuit alt:
F (1.29Vs with flaps 2 or 1.19Vs with flaps 1) protection down to ALPHA MAX. checks TOGA, spd brk, path, spd & RA LEVEL OFF (~6° ANU / ~66 N1)
g-load NOT considered, FAC computed
V2 = safety speed (V2 > 1.13Vs and V2 > 1.1Vmca) ENGINE FAILURE AFTER V1 (OM A 8.3 2.4.5)
160 manually inserted After V1 the take-off should be continued. The flight path shall be selected so as to achieve maximum terrain clearance as soon as possible
A320E / Peagasus FMGS only following:
Vr = rotation speed (Vr >= V1 and Vr > 1.05Vmca) • The OEI procedure if published (EFCOP), as it guarantees obstacle clearance up to the limiting take-off mass. OEI procedures if published
are to be found either in OM C or in OM B
1 V1 = decision speed, manually inserted • The SID if deemed appropriate; however SID’s do not guarantee
140 VLS 1.13Vs at T/O, 1.23 with any flap selection and OEI climb obstacle clearance. Published gradients and the obstacle situation must be carefully evaluated
1.28Vs clean. g-load NOT considered. FAC • Any obstacle-free route at CMD discretion.
computed Note: If no EFCOP is published, the calculation is based on the standard EFCOP, straight 1500ft/GND then left (or right) turn towards the
airport. In this case the SID is not safe!!!
Alpha prot, alpha protection becomes active. g-load
120 considered. FAC computed. Max AOA with stick d ts
neutral ee 8k
Alpha floor, A/THR gives TOGA. g-load considered. b sp M.7
m / OEI SERVICE CEILING, A/ICE ON OFF
FAC computed cli kts STD + 15°, one engine at MCT, green dot, 1 pack
0
Alpha max, max AOA in normal law g-load M GS : 30
F c k
considered. FAC computed a
ytr 220
Vmcg = V minimum control ground (109 / 111 / 107.5)
10'000ft Sk DRIFT-DOWN
210
Vmu = V minimum unstick
pressure altitude[x100ft]

ALL GVA / Mont-Blanc area

Vmca = V minimum control air (111 / 110 / 109 ) 200
ENGINES Drift-Down needed if
Max Tire Speed 195kts 190 Anti-ice OFF ON
180 A319 >62t >55t
ts

FMA at T/O A320 never >70t

0k

170
25

MAN MAN SRS RWY TRK A321 >70t >64t

FLX 44 TOGA CLB NAV 1FD2 S 160
A/THR
MAN V/S 0 THR MCT OP CLB 150 A321 ZRH / BZO / Austrian Alps
TOGA
A319 Drift-Down needed if
no turn below 400ft/GND 140
F F Anti-ice OFF ON
AP ON lowest at 100ft/GND S
1500ft/GND n 130 A319 never >62t
ree
OEI clean-up altitude g dot 120 A320 never never
V1 V2 A321 >78t >71t
Vmu Vmca tpath 0.8%
110 A320
fligh
GO GROSS 35ft
Vmcg V2 t path ONE 50 60 70 80 90
Vr Vr fligh
NET ENGINE GW [t]
obstacle
INOPERATIVE

STOP !!!NOT FOR OPERATIONAL USE!!!

A320 MEMO © Pierre-Michel Gasser, 08.12.2007