Documentation Index Fetch the complete documentation index at: https://docs.canadava.com/llms.txt
Use this file to discover all available pages before exploring further.
Performance, Weight & Balance This section outlines the standard procedures for performance calculations and weight & balance at 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 ≤ MTOWCenter of Gravity (CG) is within envelope (%MAC)
Fuel distribution is appropriate
All cargo is properly secured and accounted for
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
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
Cost Index Reference Cost Index (CI) is the ratio of time-related operating costs to fuel costs. It is entered into the FMS
CI 0 = Maximum Range Cruise (MRC) - slowest, most fuel-efficientMaximum CI = Minimum time - fastest, highest fuel burnFMS scales vary by aircraft type (see table below)
Cost Index can be set in the Dispatcher Booking tool in Pilot Portal and in SimBrief’s Dispatch Options page. If unsure, use the recommended values from the table below. Recommended Cost Index Values Aircraft FMS Scale Short-Haul (< 3 hr) Medium-Haul (3–6 hr) Long-Haul (> 6 hr) Regional (Jazz) CRJ900 0–999 35 - - E175 0–999 30 - - Airbus Narrowbody A220-300 0–999 22 18 - A319 0–999 24 18 - A320 0–999 26 20 - A321 0–999 28 22 - Airbus Widebody A330-300 0–999 - 30 22 Boeing Narrowbody 737 MAX 8 0–500 35 25 - Boeing Widebody 787-8 0–9999 - 40 25 787-9 0–9999 - 40 25 777-300ER 0–9999 - 80 45
The Dash 8-Q400 uses a Universal UNS-1 FMS which does not have a traditional ECON/CI mode. Cruise speed is set as TAS or IAS directly.
How Cost Index Affects Flight Profile
Climb : Higher CI → higher climb speed (shallower climb, faster acceleration)Cruise : Higher CI → higher Mach number (closer to Mmo)Descent : Higher CI → later top of descent, steeper descent profileShort-haul flights use higher CI because time savings are proportionally more valuable
Long-haul flights use lower CI because small speed reductions compound into significant fuel savings over many hours
FMS scales differ between manufacturers. Airbus uses 0–999, Boeing 737 MAX uses 0–500, and Boeing widebodies (777/787) use 0–9999. Do not use Airbus CI values directly in a Boeing FMS or vice versa.
Descent Planning
Plan Top of Descent (TOD) using the formula: TOD = (Altitude Δ × 3) + 10 nm buffer
Early descent is preferred over late descent to maintain fuel efficiency
Speed control during descent should follow the profile in the Flight-Deck SOPs
Calculate required landing distance based on:
Aircraft landing weight
Reported runway conditions
Weather (temperature, wind, pressure)
Use of autobrake setting
Runway slope
Landing performance assessments must be completed:
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
