How To Check Go-Around Performance

Presented by:
Caroline STEMART
Manager, SA/LR Operational Performance
Go-around performance
How to check go-around performance using PEP?
Airport publication
PARIS, CHARLES DE GAULLE airport
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
16th Performance and Operations conference May 2009 Page 2

Airport publication
PARIS, CHARLES DE GAULLE airport

Airport publication
HONG KONG international airport

Airport publication

Airport publication

Content
What is required by regulation?
How are missed approach procedures built?
How to check go-around performance?


Content


Certification specifications
Approach climb gradient definition CS 25.121 ; FAR 25.121
1.23 Vs1g V 1.4 Vs1g

VMCL V
Assumptions:
(N-1) engines Min gradient:
TOGA thrust 2 engines: 2.1%
L/D conf 1 Step 4 engines: 2.7%
Gear retracted 50 ft
QUESTION : In case of an immediate return to land

or a go-around, is it enough to check takeoff
performance?
Question?
QUESTION : In case of an immediate return to land

or a go-around, is it enough to check takeoff
performance?
ANSWER : NO
- The aircraft is not at the same speed
- The aircraft configuration is not the same
- Takeoff thrust is not always equal to go-around thrust
- Takeoff ground track may differ from go-around track
- Vertical flight path differs

EU-OPS Aerodrome operating minima
EU-OPS 1.430 Aerodrome operating minima

(a) An operator shall establish () aerodrome operating
minima
()
(b) In establishing the aerodrome operating minima
(),
an operator must take full account of
()
(6) The obstacles in the approach, missed

approach and the climb-out areas
(7) The obstacles clearance altitude/height for the
instrument approach procedures

EU-OPS Landing Destination and Alternate
aerodromes
EU-OPS 1.510 Landing Destination and Alternate

Aerodromes
(a) An operator shall ensure that the landing mass () does
not exceed the maximum landing mass for the altitude and
the ambient temperature expected for the estimated time of
landing at the destination and alternate aerodrome
QUESTION : At which altitude do I check my

missed approach gradient?
ANSWER :
Regulation allows you to check it at the destination airport altitude.
EU-OPS Landing Destination and Alternate
aerodromes
EU-OPS 1.510 Landing Destination and Alternate

Aerodromes
(b) For instrument approach with a missed approach
greater than 2.5%, an operator shall verify that the
expected landing mass () missed approach equal or
greated than the applicable missed approach gradient ()
in the one-engine inoperative missed approach
configuration and speed ()
(c) For instrument approaches with decision heights below

200 ft, an operator must verify that the expected landing

mass allows a missed approach gradient of climb, with the
critical engine failed and with the speed and configuration
used for go-around of at least 2.5%, or the published
gradient ()

FAR 121.195 Landing limitations
FAR 121.195 Landing limitations: destination airports

(a) No person () the weight of the airplane on arrival
would exceed the landing weight set forth (..) for the
elevation of the destination or alternate airport and the
ambient temperature anticipated at the time of landing

FAA AC 120-91
FAA AC 120-91 Missed approaches, rejected landings,

and balked landings
(1) () it is appropriate to provide information to the
flightcrews on the safest way to perform such a
maneuver ()
(2) Generally published missed approach procedures
provide adequate terrain clearance.
However, further analysis may be required ()
(a) Published missed approach has a climb
gradient
(3) The operational considerations should include
()
(c) Appropriate engine failure and shutdown ()

Summary What is required by regulation?
CS 25 / FAR 25 : 2.1% or 2.7%, one engine inoperative
EU-OPS, FAA AC120-91

MISSED APPROACH DECISION ENGINES
GRADIENT HEIGHT OPERATIVE
> 200 ft All engine operative

> 2.5%
One engine
< 200 ft
inoperative
Published value or No limitation One engine

mountainous area inoperative

Content


QUESTION : Is the missed approach gradient

- A minimum gradient?
- An average gradient?
ANSWER :
PAN OPS, Volume I and II Aircraft operations

PAN-OPS, VOL I
Missed approach procedure includes
A point (MAPt for non precision approach, ) or a height (DH/A
for precision approach) where the missed approach begins
A missed approach gradient
A point or a altitude/height where it ends
No more acceleration segment indication
All missed approach data are defined to ensure obstacle

clearance

PAN-OPS, VOL I
DH/A or MDH/A Missed approach gradient

MAPt
QUESTION : Is the missed approach gradient

- A minimum gradient?
- An average gradient?
ANSWER :
Missed approach gradient
= Minimum gradient up to the limiting obstacle
= Plane below which it is forbidden to fly

Content


Paris, Charles de Gaulle airport

Paris, Charles de Gaulle airport
No minimum gradient published

Regulatory values apply
2.1% for two engined aircraft
2.7% for four engined aircraft
Information given in the FCOM
2.04.20/15 for wide-body aircraft
3.05.35 for Single Aisle and Long Range
Maximum go-around weight can be calculated using
PEP/FM
PEP/TLO for landing chart

One engine inoperative calculation

PEP/TLO calculation
A340-212
V/Vs1g = 1.23
Full optimisation: 1.23 < V/Vs1g (approach conf) < 1.4

-Except A340-500, A340-600 and A380
-Procedure impact

PEP/TLO calculation
A340-212
Delta height = 829 ft
Delta height:
Airport geometric elevation + delta height = height for calculation
Go-around height for calculation = 1200 ft

Delta height = 1200 371 = 829 ft

PEP/TLO results
A340-212
Landing weight > MLW (181 t)

Go-around check for CDG 09R
Conservative approach

2.7 %: Regulatory values
Speed for calculation
1.23 Vs1g: The lowest one
Go-around height for calculation
1200 ft: The highest one
Results
Landing weight > MLW (181 t)

Hong Kong international airport

PEP/TLO calculation
Conservative approach A320-232

7% check at 4500 ft, No turn
Landing weight = 53 600 kg (MLW = 66 000 kg)

Removal of conservatism
How can I improve go-around performance?

Check done at a lower calculation altitude
BUT: Loss of gradient during turn
Adaptation of the go-around procedure
Acceleration towards an intermediate speed
RULE : The aircraft must remain above the 7% plane

OFP is the tool to check the aircraft

vertical flight path

PEP/ TLO and PEP/OFP calculation
Check at a lower altitude

TLO, to know weight and speeds
OFP, to check the aircraft flight path versus the 7% plane
TLO session:
CONF FULL, OAT = 40C, No wind
Same calculation as for CDG 09R
OFP session:

PEP/OFP calculation
A320-232
Initial aircraft position:

- One engine inoperative

- On the glide
- At max go-around weight (TLO results)
- Speed = VAPP = 1.23Vs + 5 kt
PEP/OFP calculation
A320-232

PEP/OFP calculation
A320-232
As per procedure:
-TOGA / Flaps retraction
-Gear retraction when positive climb

-No speed increment
-Climb to Go-around ACC ALT

Vertical plane check
OFP results:
Aircraft ground track
Aircraft vertical flight path
TLO outputs, CONF FULL, OAT = 40C, No wind

PEP Go-around altitude = 4500 ft, MLW = 53600 kg


Go-around check at 4500 ft 4500 ft
77%
% plane
plane
200 ft

OFP results:
Aircraft ground track
Aircraft vertical flight path



Go-around check at 4500 ft 4500 ft

Go-around check at 3000 ft
7% plane
Landing weight ?
- Landing weight7for
% aplane
2000 ft calculation
- MLW = 56700 kg
200 ft
MLW improved by 3.1 t

Speed increment
Speed increment to 1.3 VS approach conf
Speed increment must be carefully documented

in the airline missed approach procedure

PEP Go-around altitude = 3000 ft, 1.23 Vs1g, MLW = 55500 kg
PEP Go-around altitude = 2000 ft, 1.23 vs1g, MLW = 56700 kg

( 6 kt speed increment)
( 7 kt speed increment)

Go-around check at 3000 ft, 1.23 Vs1g 4500 ft

Go-around check at 2000 ft, 1.23 Vs1g
Landing weight ? 7% plane

- Landing weight for a 3000 ft calculation
- Acceleration to 1.3 Vs1g
- MLW = 57100 kg7 % plane
MLW further improved by 0.4 t

200 ft BUT
Procedure change
Go-around check for HKG 07L
Conclusion for Hong-Kong airport

PEP/FM or PEP/TLO calculations are conservative
OFP simulates the actual flight path
TLO and OFP are used to:
Search of Go-around height for TLO calculation
Validation of speed increment

Go-around performance improvement?
4500 ft
QUESTION : Can I decrease my final altitude?
Final altitude
ANSWER :
200 ft

Go-around performance improvement?
QUESTION : Can I decrease my final altitude?
ANSWER : YES
Final altitude may be challenged.
Good knowledge of constraints around the airport (noise,
obstacles)
Aircraft must remain above the plane up to the limiting
obstacle

Go-Around procedure with turns?
QUESTION : Can I use the loss of gradient

curve?
ANSWER :

Loss of gradient during turn

Automatically taken into account with PEP/OFP
With PEP/TLO,
Second segment loss curve can be used

= published missed approach gradient
+ gradient loss (bank angle, V/Vs)
Conservative approach
QUESTION : Can I use the loss of gradient

curve?
ANSWER : YES
- Yes, for PEP/TLO calculation
- Automatically taken onto account by PEP/OFP

No airport publication
Good knowledge of the terrain around the airport

ICAO study to determine the missed approach gradient
Studybased on Gross flight path
Obstacle funnel defined in ICAO
Obstacle clearance = 50m (164 ft)
Use of FAA AC120-91
Same study as for takeoff
Same rules for obstacles funnel
Same rules for obstacles clearance
Same net flight path definition

Conclusion
Go-around procedure in the regulation
Go-around performance check

For most airports,
FCOM
PEP/FM or PEP/TLO
For airports with high climb gradients, conservatism can be

alleviated
PEP Go-around height optimisation
Speed increment if needed

Available only on some aircraft
Need of an intermediate acceleration level off

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Presented by:

16th Performance and Operations conference May 2009 Page 2

16th Performance and Operations conference May 2009 Page 3

16th Performance and Operations conference May 2009 Page 4

16th Performance and Operations conference May 2009 Page 5

16th Performance and Operations conference May 2009 Page 6

What is required by regulation?

How are missed approach procedures built?