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In Flight Performance (IFP): computes general aircraft in-flight performance for specific flight phases: climb, cruise, descent and holding. The IFP works from the aircraft performance database for the appropriate airframe/engine combination. The IFP can be used to extract digital aircraft performance data to be fed into programs specifically devoted to flight planning computation.
Aircraft Performance Monitoring (APM): evaluates the aircraft performance level with respect to the manufacturer's book level. Based on a statistical approach, it allows the operator to follow performance degradation over time and trigger maintenance actions when required to recover in-flight performance. This tool measures a monitored fuel factor which is used to update the aircraft FMS "PERF FACTOR" as well as the fuel consumption factor for the computerized flight plan.
Operational Flight Path (OFP): this module (also called OCTOPER) is designed to compute the aircraft operational performance. It provides details on all engine performance and also on engine out performance. This engineering tool gives the actual aircraft behavior from brake release point or from any point in flight. It allows the operations department to check the aircraft capabilities for flying from or to a given airport, based on operational constraints (Noise abatement procedures, standard instrument departure, etc.) (Not available for A300).
PEP brochure: http://www.content.airbusworld.com/SITES/Customer_services/html/acrobat/pep.pdf
Point of Contact: fltops.perfo@airbus.com
Figure 3-3
Airbus Performance Engineering Program (PEP) Software Package
3.2.3.2. FLIGHT LEVEL
As with most modern commercial jet engines, those fitted to aircraft of the A320 Family are at their most efficient at high altitude. The Optimum Flight Level is the altitude that will enable the aircraft, at a given weight, to burn the lowest amount of fuel over the entire flight. It can be accurately computed for a given flight distance using the In-Flight Performance
Reference documents
(IFP) module of the Airbus Performance
Getting to Grips with Fuel Economy – Issue 4 -
Engineering Program (PEP) software October 2004 Getting to Grips with Aircraft Performance –
package (see above text box for more
Issue 1 - January 2002 information). This information should FCOM Volume 3.05.15
systematically be incorporated into the Point of contact: fltops.perfo@airbus.com
Flight Plan.
ATC constraints may prevent flight at this optimum altitude, but the principle should be accurately followed whenever possible. Nonetheless, the Flight Plan should always be an accurate representation of the actual flight being undertaken and include all known ATC constraints.
It can sometimes be appropriate to change altitude during the flight since difference in wind speeds can be significant enough to affect the aircraft’s specific range. Information on this phenomenon can be found in the wind/altitude trade tables in the Flight Crew Operating Manual - volume 3. This data is also available in the Flight Management System (FMS).
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