In brief

Getting to Grips with Aircraft Performance is written in English and, after an introduction, consists of ten parts, A to J: general, aircraft limitations, takeoff, en route, landing, cruise, climb, descent and holding, fuel planning and appendices. Getting to Grips with Aircraft Performance is based on Airbus aircraft, which according to the brochure are all certified under JAR 25 and/or FAR 25. The PDF is not hosted here; it can be downloaded via SmartCockpit, see the Download block.12

What it is

Getting to Grips with Aircraft Performance was published by Flight Operations Support & Line Assistance of Airbus Customer Services in Blagnac (France); the cover gives January 2002 as the publication date. According to the introduction, Getting to Grips with Aircraft Performance deals with large aircraft, with a maximum takeoff weight of more than 5,700 kg. The introduction names three angles: the physical aspect (flight mechanics, aerodynamics, altimetry, the influence of external factors and optimisation), the regulatory aspect (the main JAR and FAR rules for certification and operation) and the operational aspect (methods, computer logic, procedures and pilot actions). Getting to Grips with Aircraft Performance distinguishes between airworthiness (JAR 25 or FAR 25, the design and the certified performance) and operations (JAR-OPS 1 or FAR 121, the operating rules such as takeoff and landing limitations and fuel planning). Getting to Grips with Aircraft Performance belongs to a series of brochures with the same title pattern (Getting to Grips with...), several more of which are available from SmartCockpit, including ones on the cost index, fuel economy, cold weather operations and ETOPS.12

Contents by chapter

A. General: The first part of Getting to Grips with Aircraft Performance covers the standard atmosphere (ISA), altimetry with corrections for altimeter setting and temperature, the speeds CAS, IAS, TAS, ground speed and Mach, and the basics of flight mechanics. B. Aircraft limitations: The chapter on aircraft limitations deals with load factors, maximum and minimum speeds (VMCG, VMCA, VMCL, VMU and the stall speed), the structural weights MTOW, MLW, MZFW and MTW, and the engine limitations. C. Takeoff: The takeoff chapter, the largest in Getting to Grips with Aircraft Performance, covers the takeoff speeds VEF, V1, VR, VLOF and V2, the distances TOD, TOR and ASD against TORA, TODA and ASDA, the runway and obstacle limitations, the influence of wind, altitude, temperature, slope and runway condition, the RTOW chart and the flexible and derated takeoff. D. En route limitations: The en route chapter deals with engine failure in cruise with drift down and obstacle clearance, the 60-minute rule for twin-engine and the 90-minute rule for four-engine aircraft, and pressurisation failure with oxygen and minimum flight altitudes. E. Landing: The landing chapter covers the available landing distance, the speeds VLS, VAPP and VREF, the actual and required landing distance on dry, wet and contaminated runways, the go-around requirements including CAT II and CAT III, and landing above the maximum landing weight. F. Cruise: The cruise chapter deals with specific range, the cruise speeds maximum range, long-range cruise and econ Mach, the optimum and maximum cruise altitude and the step climb. G. Climb and H. Descent/holding: The climb and descent chapters cover the climb and descent equations, the influence of altitude, temperature, weight and wind, the various climb and descent speeds and the FCOM tables; the descent chapter also deals with holding. I. Fuel planning and management: The fuel planning chapter sets the JAR-OPS fuel policy alongside the FAR fuel policy, covering among other things the decision point procedure, isolated airports, ETOPS and the minimum fuel at landing. J. Appendix: The appendices deal with the effect of temperature on altimetry, takeoff optimisation (V1/VR and V2/VS ratios and the RTOW chart) and the Airbus performance software of the time, such as PEP and the Less Paper Cockpit.1

Who it is for

Getting to Grips with Aircraft Performance does not name a target audience in so many words, but it describes the regulations and calculation methods as well as the pilot actions, and so addresses anyone who works with the performance of a large airliner. The appendix on performance software in Getting to Grips with Aircraft Performance names the flight operations and engineering departments of airlines as users of that software. For ATPL students, Getting to Grips with Aircraft Performance ties in with the Performance Class A part of EASA subject 032, which deals with CS-25 aeroplanes, the category of large airliners that the brochure covers.13

Using it for the ATPL Performance exam (032)

At EASA, performance is subject 032 (Performance, Aeroplanes) of the ATPL theory, with the learning objectives in AMC1 FCL.310 of the Easy Access Rules for Aircrew (revision November 2025). According to EASA, subject 032 consists of five parts: 032 01 general, 032 02 and 032 03 Performance Class B (CS-23), and 032 04 and 032 05 Performance Class A (CS-25), with 032 05 on the use of performance data applying to the ATPL only. The Class A parts of subject 032 cover takeoff, climb, cruise, en route with one engine inoperative, descent, approach and landing, and the use of performance data for takeoff, drift down and landing; these are also the chapters of Getting to Grips with Aircraft Performance. Mass and Balance (031) and Flight Planning and Monitoring (033) are separate ATPL subjects at EASA; the brochure touches on both, with the structural weights and a fuel planning chapter. EASA states that the learning objectives are intended for the training organisation (ATO) and are not ready-made course material; Getting to Grips with Aircraft Performance is therefore additional background, not a replacement for your ATO's course material. Getting to Grips with Aircraft Performance quotes the JAR and FAR articles verbatim in italics, with the article numbers, which is useful for seeing where a rule such as the definition of V1 comes from.13

Limitations and currency

Getting to Grips with Aircraft Performance was published in January 2002 and quotes the regulations of that time: JAR 25 and JAR-OPS 1 in Europe and FAR 25 and FAR 121 in the United States. The current EASA exam refers to CS-25 and the applicable operational requirements, not to the JAR rules that Getting to Grips with Aircraft Performance cites; article numbers and details may therefore differ. The brochure itself names the Airplane Flight Manual (AFM), with the certified performance data, and the Flight Crew Operating Manual (FCOM), with all limitations, procedures and performance data for operations, as the Airbus performance documentation. According to Getting to Grips with Aircraft Performance, compliance with the operating rules remains the responsibility of the airline; for a real flight, the operator's current documents and procedures are what count. Airbus reported in 2021 that more than 260 airlines use Flysmart, among other things for calculating takeoff and landing performance; the appendix of Getting to Grips with Aircraft Performance describes the performance software of 2002 (PEP and the Less Paper Cockpit).134

Related Getting to Grips brochures

Getting to Grips with the Cost Index: According to SmartCockpit, Getting to Grips with the Cost Index is about limiting an airline's operating costs, using the cost index as a tool. Getting to Grips with Fuel Economy: Getting to Grips with Fuel Economy is, as the title says, about using fuel economically. Getting to Grips with Weight and Balance: According to SmartCockpit, Getting to Grips with Weight and Balance describes the cargo holds of Airbus aircraft and the associated systems. Getting to Grips with Cold Weather Operations: According to SmartCockpit, Getting to Grips with Cold Weather Operations is intended to give Airbus operators insight into flying Airbus aircraft in cold conditions, including aircraft contamination. Getting to Grips with ETOPS: According to SmartCockpit, Getting to Grips with ETOPS is an Airbus brochure on the applicable ETOPS regulations and their agreed interpretations. Other titles: SmartCockpit also offers Getting to Grips brochures on CAT II and CAT III, FANS, ALAR, MMEL and MEL, RNP AR and performance monitoring.2

Frequently asked questions

Who publishes Getting to Grips with Aircraft Performance?: Getting to Grips with Aircraft Performance is by Airbus, published by Flight Operations Support & Line Assistance of Airbus Customer Services, in January 2002. Where can I download the PDF?: Via SmartCockpit, see the Download block with this answer. The PDF is not hosted here: the document belongs to Airbus. What does the brochure say about V1?: Getting to Grips with Aircraft Performance defines V1, using JAR/FAR 25.107, as the highest speed at which the crew can still decide to reject the takeoff and bring the aircraft to a stop within the runway. What is the difference between a flexible and a derated takeoff?: In a flexible takeoff (assumed temperature), the aircraft uses less than maximum takeoff thrust because the actual takeoff weight is lower than the permitted one; a derated takeoff comes with a separate set of limitations and performance data in the AFM, as Getting to Grips with Aircraft Performance explains. Does it cover the cost index?: Yes, in the cruise chapter Getting to Grips with Aircraft Performance explains the cost index as the ratio between time costs and fuel costs: a cost index of 30 kg/min means that one minute of flight costs as much as 30 kg of fuel, not that the fuel burn is 30 kg/min. Is the brochure enough for the ATPL Performance exam?: No, it is background. The learning objectives of EASA subject 032 and your ATO's course material determine what you need to know for the exam; the brochure helps you understand the Class A material. Is Getting to Grips with Aircraft Performance still current?: Not for operations: the brochure dates from 2002 and quotes the JAR and FAR rules of that time; for a real flight, the AFM, the FCOM and the operator's procedures apply.123