2.3.1. Notes
1)  Selection of several 40-minutes samples from the recorded data allows a mean value to be obtained and measurement scatter to be evaluated, which is indicative of flight stability and smoothness.
2)  The improved FU method (whose principle is explained in paragraph 2.2.1) gives refined results and allows very precise measurements.
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3. APPENDIX 3 - TRIP FUEL BURN-OFF METHOD
This method compounds genuine performance (engine/airframe, instrument
accuracy) with apparent performance deviations caused by differences between
the actual flight profile (and conditions) and the IFP – predicted flight profile (and
conditions) such as:

-Wind and SAT profile predictions,
-Flight profile (Climb profile, Top of Climb, Cruise Mach, Step Climbs, Top of

Descent, Descent profile, Holding) predictions. -Fuel burn-off predictions (model, performance factor, LHV) -Operational factors (e.g. center of gravity position, air conditioning mode,
aircraft weight, aircraft trimming). -Environmental factors (e.g. coriolis-Effect, local gravity, centrifugal effect, isobaric slopes caused by pressure and temperature gradients).
As in the FU-method all flight parameters are averaged over time segments to allow a numeric approximation per flight phase prior to input into the flight plan recalculation.
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4. APPENDIX 4 - AIRBUS SERVICE INFORMATION LETTER 21-091

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5. APPENDIX 5 - AMM EXTRACTS - CRUISE PERFORMANCE REPORT <02> DESCRIPTION EXAMPLE
The following pages show an example of technical description for the DMU/FDIMU cruise performance report. The following was extracted from a documentation for an A320 aircraft fitted with an IAE engine.
　
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