> ## 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
> Calculate V-speeds, weight limits, cost index, and landing performance for all vACA fleet types including A320 and B777
# 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 ≤ 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
## Cost Index Reference
Cost Index (CI) is the ratio of time-related operating costs to fuel costs. It is entered into the FMS to calculate the most economical speed profile for a given flight.
* **CI 0** = Maximum Range Cruise (MRC) - slowest, most fuel-efficient
* **Maximum CI** = Minimum time - fastest, highest fuel burn
* FMS scales vary by aircraft type (see table below)
Cost Index can be set in the **Dispatcher Booking tool** in [Pilot Portal](https://app.neoairline.io/portal/aca-cee46b174bfe) 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 profile
* Short-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
## Landing Performance
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
Continue to learn about operations in winter conditions and adverse weather