Ground Operations
Performance & Weight/Balance
Aircraft performance calculations and weight & balance
Performance, Weight & Balance
This section outlines the standard procedures for performance calculations and weight & balance at Air Virtual Air Canada Airline.Aircraft Weight Limitations
Airbus A220 (100/300)
| Parameter | Value |
|---|---|
| Max TO weight | 63.7–70.9 t |
| Max LDG weight | ~58.7 t |
| Flap Config | Flaps 4/5; Vapp ≈ Vref + 5–10 kt |
| Notes | Flex-temp takeoff; automated W&B; CG managed via %MAC |
Airbus A319-100
| Parameter | Value |
|---|---|
| Max TO weight | ~75.5 t |
| Max LDG weight | ~62.5 t |
| Flap Config | Flaps FULL or 3; Vapp ≈ Vref + 5 kt |
| Notes | Flex-temp takeoff; fuel-saving landings with Flaps 3 |
Airbus A320-200
| Parameter | Value |
|---|---|
| Max TO weight | ~73.5–77 t |
| Max LDG weight | ~64.5 t |
| Flap Config | Flaps FULL (3 optional); Vapp ≈ 130 kt |
| Notes | Airbus OPT/EFB used; automated load sheets; CG 20–35% MAC |
Airbus A321-200
| Parameter | Value |
|---|---|
| Max TO weight | ~89–93.5 t |
| Max LDG weight | ~77.8 t |
| Flap Config | Flaps FULL (or 3); Vapp 135–145 kt |
| Notes | Takeoff field length critical; Cat D at high MLW |
Airbus A330-300
| Parameter | Value |
|---|---|
| Max TO weight | ~233 t |
| Max LDG weight | ~187 t |
| Flap Config | Flaps FULL; Vapp 135–150 kt |
| Notes | EFB used; trim tanks on some models; CG %MAC monitored |
Boeing 737 MAX 8
| Parameter | Value |
|---|---|
| Max TO weight | ~82.2 t |
| Max LDG weight | ~69.0 t |
| Flap Config | Flaps 30; Vapp ≈ Vref + 5 kt (~135–140 kt) |
| Notes | Derated takeoff common; trim set via stab units; Flaps 40 reduces Vref by ~8 kt |
Boeing 787-8 Dreamliner
| Parameter | Value |
|---|---|
| Max TO weight | ~228.0 t |
| Max LDG weight | ~172.4 t |
| Flap Config | Flaps 30 (25 optional); Vref ≈ 137 kt |
| Notes | Fully electronic W&B; fuel redistribution for trim; automated perf. calc |
Boeing 787-9 Dreamliner
| Parameter | Value |
|---|---|
| Max TO weight | ~254.0 t |
| Max LDG weight | ~192.8 t |
| Flap Config | Flaps 30; Vref 143–148 kt; Vapp = Vref + 5 kt |
| Notes | Higher Vref than -8; CG and trim via load system; uses Cat D speeds at high MLW |
Boeing 777-300ER
| Parameter | Value |
|---|---|
| Max TO weight | ~351.5 t |
| Max LDG weight | ~264.5 t |
| Flap Config | Flaps 30 (or 25); Vref ~150–155 kt |
| Notes | Derate or TOGA per runway; W&B via FMC; Category D always |
Bombardier CRJ900
| Parameter | Value |
|---|---|
| Max TO weight | 36.5–38.3 t |
| Max LDG weight | 33.3–34.0 t |
| Flap Config | Flaps 45; Vapp ≈ Vref + 5 kt (~120–130 kt) |
| Notes | Trim via units; W&B by index; some use Flaps 30 on long runways |
De Havilland Dash 8-Q400
| Parameter | Value |
|---|---|
| Max TO weight | 29.6–30.5 t |
| Max LDG weight | 28.1–29.0 t |
| Flap Config | Flaps 35; Vapp ~105–115 kt; additive +5–20 kt for icing |
| Notes | Flaps 15 used to save time; performance critical on short runways |
Embraer E175
| Parameter | Value |
|---|---|
| Max TO weight | 38.8–40.4 t |
| Max LDG weight | ~34.1 t |
| Flap Config | Flaps 5 (landing); Vref 120–130 kt; Vapp = Vref + 5 kt |
| Notes | Uses FMS for trim; load via e-manifest; takeoff with Flaps 1/2; Flaps 5 for landing |
Load Sheet Verification
The PIC must verify that:ZFW + Fuel = TOW ≤ MTOW- Center of Gravity (CG) is within envelope (%MAC)
- Fuel distribution is appropriate
- All cargo is properly secured and accounted for
Performance Calculation Tools
- Manufacturer provided tools (preferred)
- TopCat for performance calculations
- Simbrief integration for flight planning
V-Speed Calculations
V-speeds should be calculated for each takeoff based on:- Runway length
- Runway condition
- Aircraft weight
- Temperature
- Pressure altitude
- Wind component
Runway Analysis
For each departure, consider:- Declared distances (TORA, TODA, ASDA, LDA)
- Engine-out departure procedure (EODP)
- Obstacles within 3 nm of departure path that are greater than 125 ft AGL
- Minimum climb gradients
Climb Performance
Standard climb profiles to be used unless ATC requires otherwise:- Airspeed/Mach climb schedule as per aircraft type
- Use appropriate NADP (Noise Abatement Departure Procedure) when required
- Step climbs should be planned to maintain optimum altitude
Descent Planning
- Plan Top of Descent (TOD) using the formula:
TOD = (Altitude Δ × 3) + 10 nmbuffer - Early descent is preferred over late descent to maintain fuel efficiency
- Speed control during descent should follow the profile in the Flight-Deck SOPs
Landing Performance
Calculate required landing distance based on:- Aircraft landing weight
- Reported runway conditions
- Weather (temperature, wind, pressure)
- Use of autobrake setting
- Runway slope
- During preflight planning
- Before commencing approach when conditions change
Next Section: Winter & Adverse Weather
Continue to learn about operations in winter conditions and adverse weather