Descent

Slide Comments
The following Figure shows the different forces which applied on an aircraft in descent.
For angle definitions, refer to the “Climb” chapter.
. The rate of descent (RD) represents the vertical component of the aircraft’s speed. It is negative and expressed in
feet per minute.
Slide 3
The example illustrates both thrust and drag forces, as opposed to True Air Speed.
The above equations indicate that, for a given weight:
. The descent angle (?) is proportional to the drag force, which is at its minimum at green dot speed.
. The rate of descent (RD) is proportional to the power of the drag force. As RD = TAS.?, the minimum rate of
descent is obtained for a TAS lower than green dot (when dRD/dTAS = 0).
Slide 4
The standard engine rating for descent is “Flight Idle Thrust”. For fly-by-wire aircraft, the thrust throttle position
doesn’t change when autothrust is engaged. The throttles remain on the “CL” (climb) gate for the entire flight.

Slide 5
The descent gradient at green dot speed is at its minimum. Descending at green dot speed enables the highest
possible altitude to be maintained over the longest distance.
A green dot speed descent is of no interest in normal operations, as it requires a too much time. On the other hand,
it is of great interest in case of an engine failure during cruise over a mountainous area, since it offers more escape
solutions than any other speed. A green dot speed descent with one engine inoperative is called a drift down
procedure
Slide 6
The cost index aims at lowering direct operating costs for a given flight. For a given cost index, an optimum descent
Mach (MachECON) and an optimum descent speed (IASECON) are calculated by the FMGS as a function of the
aircraft’s weight.
The descent is then carried out in managed mode, based on the following MACH/IAS law: MachECON / IASECON /
250 kt
Slide 7
An emergency descent has to be carried out, in case of a cabin pressurization failure, the aim being to reach FL100
as soon as possible due to oxygen constraints.
For this reason, MMO/VMO is the best speed schedule, as it enables the quickest possible rate of descent. This rate
can even be increased by extending the Speedbrakes.
Slide 8
Landing
To dispatch an aircraft, an operator has to verify landing requirements based on airplane certification (JAR 25 / FAR
25) and on operational constraints defined in JAR-OPS and FAR 121. In normal operations, these limitations are not
very constraining and, most of the time authorize dispatch at the maximum structural landing weight. This leads to a
minimization of the importance of landing checks during dispatch. However, landing performance can be drastically
penalized in case of inoperative items, adverse external conditions, or contaminated runways.
Flight preparation is, therefore, of utmost importance, to ensure a safe flight. In the next chapters, we will specify
landing requirements based on
airworthiness rules, and dispatch conditions. A final chapter will address the flight management and the choice of a
diversion landing airport.

Slide 2
(a)The horizontal distance necessary to land and to come to a complete stop from a point 50 ft above the landing
surface must be determined (for standard temperatures, at each weight, altitude and wind within the operational
limits established by the
applicant for the aeroplane) as follows:
. The aeroplane must be in the landing configuration
. A stabilized approach, with a calibrated airspeed of VLS must be maintained down to the 50 ft.”
During airplane certification, the actual landing distance is demonstrated as follows:
It is the distance measured between a point 50 feet above the runway threshold, and the point where the aircraft
comes to a complete stop.
To determine this actual landing distance, several conditions must be achieved:
. Standard temperature
. Landing configuration

Slide 4
 . Stabilized approach at VLS (or VMCL whichever is greater) for the configuration for manual landing.
. Non excessive vertical acceleration
. Determination on a level, smooth, dry, hard-surfaced runway
. Acceptable pressures on the wheel braking systems
. Braking Means other than wheel brakes: Spoilers, reversers (except on dry runway), can be used when they are
safe and reliable.
Actual landing distance is also certified with degraded braking means (spoiler inoperative, one brake inoperative…).

Slide 5
Go around
Performance Requirements
A minimum climb gradient must be observed, in case of a go-around. The minimum air climb gradients depend on
the aircraft type.
Slide 2
This corresponds to an aircraft’s climb capability, assuming that one engine is inoperative. The “approach climb”
wording comes from the fact that go-around performance is based on approach configuration, rather than landing
configuration.
For Airbus fly-by-wire aircraft, the available approach configurations are CONF 2 and 3.
Aircraft Configuration
. One engine inoperative
. TOGA thrust
. Gear retracted
. Slats and flaps in approach configuration (CONF 2 or 3 in most cases)
1.23 VS1g = V = 1.41 VS1g and check that V = VMCL.

An approach configuration can be selected, as long as the stall speed VS1g of this configuration does not exceed
110% of VS1g of the related “all-engines-operating“ landing configuration.

Slide 3
The objective of this constraint is to ensure aircraft climb capability in case of a missed approach with all engines
operating. The “Landing climb” wording comes from the fact that go-around performance is based on landing
configuration.
For Airbus FBW, the available landing configurations are CONF 3 and FULL.
Configuration
. N engines
. Thrust available 8 seconds after initiation of thrust control movement from minimum flight idle to TOGA thrust
. Gear extended
. Slats and flaps in landing configuration (CONF 3 or FULL)
1.13 VS1g = V = 1.23 VS1g and check that V = VMCL.

For all Airbus aircraft, this constraint is covered by the approach climb requirement. In its operational documentation
(FCOM), Airbus publishes the maximum weight limited by the approach climb gradient only. Landing climb
performance is found in the AFM

Slide 4