FLIGHT CREW TRAINING MANUAL
00.010
INTRODUCTION
00.000
TABLE OF CONTENTS
JUL 28/05
GENERAL INTRODUCTION
-- FOREWORD
1
-- COMMENT - QUESTIONS - SUGGESTIONS
1
00.030
AIRCRAFT ALLOCATION TABLE
00.040
LIST OF SECTIONS
00.070
LIST OF MODIFICATIONS
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 1
FLIGHT CREW TRAINING MANUAL
Introduction
00.010
GENERAL INTRODUCTION
JUL 28/05
FOREWORD
ALL
The Flight Crew Training Manual (FCTM) is published as a supplement to the
Flight Crew Operating Manual (FCOM) and is designed to provide pilots with
practical information on how to operate the Airbus aircraft. It should be read in
conjunction with the FCOM. In the case of any conflict, the FCOM is the
over-riding authority.
Airline training policy may differ in certain areas. Should this be the case, the
airline training policy is the over-riding authority.
COMMENT - QUESTIONS - SUGGESTIONS
ALL
FCTM holders and users are encouraged to submit questions and suggestions
regarding this manual to:
fltops.trainingdata@airbus.com
or
AIRBUS
1, rond point Maurice BELLONTE
31707 BLAGNAC CEDEX- FRANCE
ATTN: Flight Operations Support STLT
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 1
FLIGHT CREW TRAINING MANUAL
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
FLEET TABLE
VERS.
FSN
BLOCKS
MODEL
STD
ENGINE
10X01
10X02
15X01
24X01
78Y01
89Y01
AAA01
AAA01
AAA01
AAA01
AAA01
AAA01
AAA01
AAA01
AAA01
AAA01
320-232
319-131
320-214
320-232
320-214
320-214
320-211
320-211
320-211
320-211
320-211
320-211
320-211
320-211
320-211
320-211
ST1
ST3
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
AAR01
AAR02
AAR03
AAR04
AAR05
ACA01
ACA02
ACA03
ACA04
ACA05
ACI01
321-131
321-231
321-131
321-231
320-232
320-211
319-114
319-112
321-211
320-214
320-232
ST2
ST2
ST2
ST2
ST1
ST1
ST3
ST3
ST2
ST1
ST1
ADR01
320-211
ST1
ADR01
320-211
ST1
ADR01
320-231
ST1
V2527A5
KINGFISHER AIRLINES
V2522A5
KINGFISHER AIRLINES
56-5-B4
JAZEERA AIRLINES
V2527A5
OMAN VIP
56-5-B4 VIRGIN AMERICA BEST AIR
56-5-B4
STARFLYER
56-5-A1
AIR MENPHIS
56-5-A1
AIR MOLDOVA
56-5-A1
AIRLUXOR LDA
56-5-A1
ARMAVIA
56-5-A1
BH AIR
56-5-A1
EAGLE AVIATION SA
56-5-A1
LAT CHARTER AIRLINES
56-5-A1
MENAJET
56-5-A1
NOUVELAIR
56-5-A1
UKRAINIAN
MEDITERRANEAN AIR
V2530A5
ASIANA AIRLINES
V2533A5
ASIANA AIRLINES
V2530A5
ASIANA AIRLINES
V2533A5
ASIANA AIRLINES
V2527A5
ASIANA AIRLINES
56-5-A1
AIR CANADA
56-5-A5
AIR CANADA
56-5-B6
AIR CANADA
56-5-B3
AIR CANADA
56-5-B4
AIR CANADA
V2527A5
AIR CALEDONIE
INTERNATIONAL
56-5-A1
BAVARIA INT’L AIRCRAFT
LEASE
56-5-A1
TRANSPORTES AEREOS
PORTUGUES
V2500A1
ADRIA AIRWAYS
ENV A318/A319/A320/A321 FLEET FCTM
OPERATOR NAME
Page 1 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
AEF01
AEF01
AEF01
AEF02
AEF02
AEF02
AEF02
AEF02
AES01
AES01
AES02
320-232
320-232
320-232
321-231
321-231
321-231
321-231
321-231
320-233
320-233
320-233
ST1
ST1
ST1
ST2
ST2
ST2
ST2
ST2
ST1
ST1
ST1
V2527A5
V2527A5
V2527A5
V2533A5
V2533A5
V2533A5
V2533A5
V2533A5
2527EA5
2527EA5
2527EA5
AES02
AFL01
320-233
320-214
ST1
ST1
AFL02
319-111
ST3
AFL03
321-211
ST2
AFR01
AFR01
AFR01
AFR02
AFR02
AFR03
AFR05
AFR06
AFR07
AFR08
AFR09
AFR10
AFR11
AHY01
320-111
320-211
320-211
321-211
321-211
319-111
320-214
320-214
320-214
318-111
319-111
320-214
319-115
319-111
ST1
ST1
ST1
ST2
ST2
ST3
ST1
ST1
ST1
ST4
ST3
ST1
ST3
ST3
AIH01
AIH01
AIH01
320-214
320-214
320-214
ST1
ST1
ST1
ENV A318/A319/A320/A321 FLEET FCTM
OPERATOR NAME
AERO FLIGHT GMBH
AMERICA WEST AIRLINES
NIKI
AERO FLIGHT GMBH
LIVINGSTON SPA
NIKI
ONUR AIR
SPIRIT AIRLINES
VALUAIR
WIZZ AIR LIMITED
ACES-AEROLINEAS DE
COLOMBIA
2527EA5
WIZZ AIR LIMITED
56-5-B4
AEROFLOT - RUSSIAN
AIRLINES
56-5-B5
AEROFLOT - RUSSIAN
AIRLINES
56-5-B3
AEROFLOT - RUSSIAN
AIRLINES
56-5-A1
SOCIETE AIR FRANCE
56-5-A1
SOCIETE AIR FRANCE
56-5-A3
SOCIETE AIR FRANCE
56-5-B1
SOCIETE AIR FRANCE
56-5-B3
VIETNAM AIRLINES
56-5-B5
SOCIETE AIR FRANCE
56-5-B4
SOCIETE AIR FRANCE
56-5-B4
SOCIETE AIR FRANCE
56-5-B4
SOCIETE AIR FRANCE
56-5-B8
SOCIETE AIR FRANCE
56-5-B5
SOCIETE AIR FRANCE
56-5-B4
SOCIETE AIR FRANCE
56-5-B7
SOCIETE AIR FRANCE
56-5-B5
AZERBAIJAN HAVA
YOLLARI
56-5-B4
MYTRAVEL AIRWAYS A/S
56-5-B4 PHILIPPINE AIR LINES INC.
56-5-B4
VUELING
Page 2 of 90
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VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
AIH02
AIH03
AIH03
AIH03
AIH04
AIH04
AIH04
AJM01
ALK01
AMC01
AMC01
AMM01
AMM02
AMU01
ANA01
321-211
321-211
321-211
321-211
320-214
320-214
320-214
320-214
320-231
320-211
320-211
320-214
321-211
321-231
320-211
ST2
ST2
ST2
ST2
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST2
ST2
ST1
56-5-B3
56-5-B3
56-5-B3
56-5-B3
56-5-B4
56-5-B4
56-5-B4
56-5-B4
V2500A1
56-5-A1
56-5-A1
56-5-B4
56-5-B3
V2533A5
56-5-A1
ANA02
321-131
ST2
V2530A5
ANA03
320-211
ST1
56-5-A1
ANZ01
ANZ01
ANZ02
AUA01
AUA02
AUA03
AUA04
AUA05
AWE02
AWE03
AWE04
AWE05
AXM01
AZA01
320-232
320-232
320-232
321-111
320-214
321-211
321-211
319-112
319-132
320-232
319-132
320-232
320-214
321-112
ST1
ST1
ST1
ST2
ST1
ST2
ST2
ST3
ST3
ST1
ST3
ST1
ST1
ST2
V2527A5
V2527A5
V2527A5
56-5-B1
56-5-B4
56-5-B3
56-5-B3
56-5-B6
V2524A5
V2527A5
V2524A5
V2527A5
56-5-B4
56-5-B2
AZA02
320-214
ST1
56-5-B4
MYTRAVEL AIRWAYS A/S
AIRTOURS INT’L AIRWAYS
MYTRAVEL AIRWAYS A/S
TURK HAVA YOLLARI
AIRTOURS INT’L AIRWAYS
MYTRAVEL AIRWAYS
VUELING
AIR JAMAICA
SRILANKAN AIRLINES
AIR ARABIA
AIR MEDITERRANEE
FIRST CHOICE AIRWAYS
FIRST CHOICE AIRWAYS
AIR MACAU CO LTD
ALL NIPPON AIRWAYS CO
LTD
ALL NIPPON AIRWAYS CO
LTD
ALL NIPPON AIRWAYS CO
LTD
AIR NEW ZEALAND LTD
SAAD AIR
FREEDOM AIRLINES
AUSTRIAN AIRLINES
AUSTRIAN AIRLINES
AUSTRIAN AIRLINES
AUSTRIAN AIRLINES
AUSTRIAN AIRLINES
AMERICA WEST AIRLINES
AMERICA WEST AIRLINES
AMERICA WEST AIRLINES
AMERICA WEST AIRLINES
AIR ASIA SDN BHD
ALITALIA-LINEE AEREE
ITALIAN
ALITALIA-LINEE AEREE
ITALIAN
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 90
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VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
AZA04
319-112
ST3
56-5-B6
B2A01
B2A01
B2A01
B2A01
B2A01
B2A01
B2A02
BAW01
BAW02
BAW03
BAW04
BAW05
BAW06
BAW06
BAW07
BCA01
BCA01
BER01
BLR01
BMA01
BMA01
BMA02
BMA03
BMA04
BMA05
C8J01
320-214
320-214
320-232
320-232
320-232
320-232
320-232
319-131
321-231
320-232
320-232
321-231
321-231
321-231
321-231
320-111
320-211
320-214
319-132
321-231
321-231
320-232
321-231
319-131
319-131
319-133
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST3
ST2
ST1
ST1
ST2
ST2
ST2
ST2
ST1
ST1
ST1
ST3
ST2
ST2
ST1
ST2
ST3
ST3
ST3
56-5-B4
56-5-B4
V2527A5
V2527A5
V2527A5
V2527A5
V2527A5
V2522A5
V2533A5
V2527A5
V2527A5
V2533A5
V2533A5
V2533A5
V2533A5
56-5-A1
56-5-A1
56-5-B4
V2524A5
V2533A5
V2533A5
V2527A5
V2533A5
V2522A5
V2522A5
2527MA5
C8J01
C8J01
C8J01
C8J01
319-133
319-133
319-133
319-133
ST3
ST3
ST3
ST3
2527MA5
2527MA5
2527MA5
2527MA5
C8J01
319-133
ST3
2527MA5
ALITALIA-LINEE AEREE
ITALIAN
SKYSERVICE F.B.O. INC.
USA 3000 AIRLINES
AMERICA WEST AIRLINES
JETSTAR ASIA
TAM - LINHAS AERAS
TIGER AIRWAYS
WIZZ AIR LIMITED
BRITISH AIRWAYS
GB AIRWAYS LTD
BRITISH AIRWAYS
GB AIRWAYS LTD
BMED
BRITISH AIRWAYS
GB AIRWAYS LTD
GB AIRWAYS LTD
BRITISH AIRWAYS
BRITISH AIRWAYS
AIR BERLIN
INDEPENDENCE AIR
BMI - BRITISH MIDLAND
TURK HAVA YOLLARI
BMI - BRITISH MIDLAND
BMI - BRITISH MIDLAND
BMI - BRITISH MIDLAND
BMI - BRITISH MIDLAND
AERO SERVICES
EXECUTIVE
AIRLUXOR LDA
QATAR AIRWAYS
QATAR AMIRI FLIGHT
REPUBLICA BOLIVARIANA
VENEZU
VOLKSWAGEN AIR
SERVICE
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
C8J02
319-115
ST3
56-5-B7
C8J02
C8J02
C8J02
319-115
319-115
319-115
ST3
ST3
ST3
56-5-B7
56-5-B7
56-5-B7
C8J02
C8J02
319-132
319-133
ST3
ST3
V2524A5
2527MA5
C8J02
C8J02
C8J03
319-133
319-133
319-115
ST3
ST3
ST3
2527MA5
2527MA5
56-5-B7
C9G01
C9G02
C9G03
320-214
321-131
320-214
ST1
ST2
ST1
56-5-B4
V2530A5
56-5-B4
C9G06
C9G07
C9G08
C9G09
C9G09
C9G09
321-231
319-111
320-214
320-214
320-232
320-232
ST2
ST3
ST1
ST1
ST1
ST1
V2533A5
56-5-B5
56-5-B4
56-5-B4
V2527A5
V2527A5
C9G09
C9G09
C9G09
C9G10
C9G11
C9G12
C9G12
C9G12
CBF01
320-232
320-232
320-232
319-112
319-132
320-214
320-214
320-214
321-231
ST1
ST1
ST1
ST3
ST3
ST1
ST1
ST1
ST2
V2527A5
V2527A5
V2527A5
56-5-B6
V2524A5
56-5-B4
56-5-B4
56-5-B4
V2533A5
AERO SERVICES
EXECUTIVE
GOVERNMENT OF ITALY
NATIONAL AIR SERVICES
RTAF - ROYAL THAI AIR
FORCE
PRIVATAIR
FORCA AEREA
BRASILEIRA
QATAR AIRWAYS
UNDISCLOSED CUSTOMER
AZERBAIJAN HAVA
YOLLARI
FIRST CHOICE AIRWAYS
ASIANA AIRLINES
LTU - LUFTTRANSPORT
UNTERNEH
ASIANA AIRLINES
AIR CHINA
AIR JAMAICA
VUELING
AERO FLIGHT GMBH
CHINA SOUTHERN
AIRLINES
HELLAS JET
ROYAL BRUNEI AIRLINES
TIGER AIRWAYS
SKYSERVICE F.B.O. INC.
PRIVATAIR
CBF01
321-231
ST2
V2533A5
CCA01
319-131
ST3
V2522A5
ENV A318/A319/A320/A321 FLEET FCTM
CEBU PACIFIC AIR
VUELING
CHINA NORTHERN
AIRLINES
CHINA SOUTHERN
AIRLINES
AIR CHINA
Page 5 of 90
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VERS.
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BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
CCA01
319-131
ST3
V2522A5
CCA02
CDN01
CDN01
CDN01
CDN01
CDN01
CDN01
CDN01
CDN01
CEB01
CES01
CES02
CES03
CES04
CFG01
CFG02
CFG02
319-115
320-211
320-211
320-211
320-211
320-212
320-212
320-212
320-212
319-111
320-214
320-214
321-211
319-115
320-212
320-214
320-214
ST3
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST3
ST1
ST1
ST2
ST3
ST1
ST1
ST1
56-5-B7
56-5-A1
56-5-A1
56-5-A1
56-5-A3
56-5-A3
56-5-A3
56-5-A3
56-5-A3
56-5-B5
56-5-B4
56-5-B4
56-5-B3
56-5-B7
56-5-A3
56-5-B4
56-5-B4
CHH01
319-111
ST3
56-5-B5
CJG01
CMM01
CMM01
CMM01
CNW01
CSC01
CSC02
CSC03
CSN01
320-214
319-111
319-112
319-112
320-214
321-231
320-232
319-133
320-232
ST1
ST3
ST3
ST3
ST1
ST2
ST1
ST3
ST1
56-5-B4
56-5-B5
56-5-B6
56-5-B6
56-5-B4
V2533A5
2527EA5
2527MA5
2527EA5
CSN01
320-232
ST1
V2527A5
CSN02
320-214
ST1
56-5-B4
AIR CHINA ZHEJIANG
COMPANY
AIR CHINA
AIR CANADA
FREE BIRD AIRLINES
WIND JET S.P.A
ARMENIAN INT’L AIRWAYS
CROATIA AIRLINES
GERMANWINGS
GULF AIR
USA 3000 AIRLINES
CEBU PACIFIC AIR
CHINA EASTERN AIRLINES
CHINA EASTERN AIRLINES
CHINA EASTERN AIRLINES
CHINA EASTERN AIRLINES
CONDOR BERLIN GMBH
CONDOR BERLIN GMBH
THOMAS COOK AIRLINE
UK
HAINAN AIRLINES
COMPANY LTD
AIR CHINA
AIR CHINA
MEXICANA DE AVIACION
SKYSERVICE F.B.O. INC.
CHINA EASTERN AIRLINES
SICHUAN AIRLINES
SICHUAN AIRLINES
SICHUAN AIRLINES
CHINA SOUTHERN
AIRLINES
CHINA SOUTHERN
AIRLINES
CHINA SOUTHERN
AIRLINES
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
CSN03
319-112
ST3
56-5-B6
CSN03
319-115
ST3
56-5-B7
CSZ01
CTN01
CTN02
CYP01
CYP01
CYP02
D2F01
D2F02
D2F04
D2F05
319-115
319-112
320-214
320-231
320-231
319-132
320-232
321-231
320-232
319-132
ST3
ST3
ST1
ST1
ST1
ST3
ST1
ST2
ST1
ST3
56-5-B7
56-5-B6
56-5-B4
V2500A1
V2500A1
V2524A5
V2527A5
V2533A5
V2527A5
V2524A5
D2F05
DKN01
DLH01
319-132
320-232
320-211
ST3
ST1
ST1
V2524A5
V2527A5
56-5-A1
DLH01
DLH02
320-211
321-131
ST1
ST2
56-5-A1
V2530A5
DLH03
DLH03
319-114
319-114
ST3
ST3
56-5-A5
56-5-A5
DLH03
DLH04
319-114
321-231
ST3
ST2
56-5-A5
V2533A5
DLH05
320-211
ST1
56-5-A1
DRK01
EDW01
EIN01
EIN02
EIN04
EWG01
EZY01
FFT01
319-115
320-214
321-211
320-214
320-214
319-112
319-111
319-111
ST3
ST1
ST2
ST1
ST1
ST3
ST3
ST3
56-5-B7
56-5-B4
56-5-B3
56-5-B4
56-5-B4
56-5-B6
56-5-B5
56-5-B5
CHINA SOUTHERN
AIRLINES
CHINA SOUTHERN
AIRLINES
SHENZHEN AIRLINES
CROATIA AIRLINES
CROATIA AIRLINES
CYPRUS AIRWAYS LTD
FINANCIAL INSTITUTIONS
CYPRUS AIRWAYS LTD
BANGKOK AIRWAYS
SPIRIT AIRLINES
KINGFISHER AIRLINES
ATLAS INTERNATIONAL
AIRWAYS
PT METRO BATAVIA
AIR DECCAN
DEUTSCHE LUFTHANSA
AG
GERMANWINGS
DEUTSCHE LUFTHANSA
AG
CROATIA AIRLINES
DEUTSCHE LUFTHANSA
AG
GERMANWINGS
DEUTSCHE LUFTHANSA
AG
DEUTSCHE LUFTHANSA
AG
DRUK AIR
EDELWEISS AIR AG.
AER LINGUS LIMITED
AER LINGUS LIMITED
AER LINGUS LIMITED
GERMANWINGS
EASYJET PLC
FRONTIER AIRLINES
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 90
FLIGHT CREW TRAINING MANUAL
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BLOCKS
INTRODUCTION
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AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
FFT01
FFT01
FFT02
FIN01
FIN02
FIN03
G2F01
319-111
319-112
318-111
321-211
319-112
320-214
320-214
ST3
ST3
ST4
ST2
ST3
ST1
ST1
56-5-B6
56-5-B6
56-5-B8
56-5-B3
56-5-B6
56-5-B4
56-5-B4
G2F01
320-214
ST1
56-5-B4
G2F02
321-211
ST2
56-5-B3
G2F03
G2F03
320-214
320-214
ST1
ST1
56-5-B4
56-5-B4
G2F03
G2P01
G2P01
G2P01
G2P01
G2P01
G2P01
G2P01
G2P01
G2P01
G2P01
320-214
320-211
320-211
320-211
320-212
320-212
320-212
320-212
320-212
320-212
320-231
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
56-5-B4
56-5-A1
56-5-A1
56-5-A1
56-5-A1
56-5-A1
56-5-A3
56-5-A3
56-5-A3
56-5-A3
V2500A1
G2P01
G2P01
G2X01
320-231
320-232
320-211
ST1
ST1
ST1
V2500A1
V2527A5
56-5-A1
G2X01
320-211
ST1
56-5-A3
G2X01
G2X01
G2X01
320-211
320-211
320-211
ST1
ST1
ST1
56-5-A3
56-5-A3
56-5-A3
G2X01
320-211
ST1
56-5-A3
FRONTIER AIRLINES
FRONTIER AIRLINES
FRONTIER AIRLINES
FINNAIR O/Y
FINNAIR O/Y
FINNAIR O/Y
LTU - LUFTTRANSPORT
UNTERNEH
TRANSPORTES AEREOS
PORTUGUES
LTU - LUFTTRANSPORT
UNTERNEH
STAR AIRLINES
THOMAS COOK AIRLINE
BELGIUM
VUELING
AIR CANADA
DONBASSAERO AIRLINES
NOUVELAIR
NOUVELAIR
SOCIETE AIR FRANCE
BH AIR
EIRJET
MONARCH AIRLINES LTD
NOUVELAIR
INDIAN AIRLINES
CORPORATION
WIND JET S.P.A
AMERICA WEST AIRLINES
TRANSPORTES AEREOS
PORTUGUES
AZERBAIJAN HAVA
YOLLARI
FREE BIRD AIRLINES
JORDAN AVIATION
ROYAL JORDANIAN
AIRLINES
SOCIETE AIR FRANCE
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
G2X01
320-211
ST1
56-5-A3
G2X01
G2X01
G2X01
320-212
320-212
320-212
ST1
ST1
ST1
G2X01
G2X03
G2X04
G2X04
G2X04
320-212
320-214
320-214
320-214
320-214
ST1
ST1
ST1
ST1
ST1
G2X04
G2X04
G2X04
320-232
320-232
320-233
ST1
ST1
ST1
G2Z01
G2Z01
G2Z01
321-211
321-211
321-211
ST2
ST2
ST2
G4I01
G4I01
G8E01
G8E01
G8E01
319-112
319-115
320-214
320-214
320-214
ST3
ST3
ST1
ST1
ST1
G8E01
G8E01
G8E01
G8E01
320-214
320-214
320-214
320-214
ST1
ST1
ST1
ST1
G8E02
G8E02
G8E02
321-211
321-211
321-211
ST2
ST2
ST2
G8E03
G8E03
G8E03
320-214
320-214
320-214
ST1
ST1
ST1
ENV A318/A319/A320/A321 FLEET FCTM
OPERATOR NAME
THOMAS COOK AIRLINE
BELGIUM
56-5-A3
FREE BIRD AIRLINES
56-5-A3
SOCIETE AIR FRANCE
56-5-A3
THOMAS COOK AIRLINE
BELGIUM
56-5-A3
VOLARE AIRLINES S.P.A.
56-5-B4
STAR AIRLINES
56-5-B4
AIR MALTA CO LTD.
56-5-B4
EUROFLY SPA
56-5-B4
THOMAS COOK AIRLINE
BELGIUM
V2527A5 MARTINAIR HOLLAND N.V.
V2527A5
TIGER AIRWAYS
2527EA5
TRANSP AEREOS
ECUATORIANO
56-5-B3
AIGLE AZUR
56-5-B3
CSA CZECH AIRLINES
56-5-B3
ROYAL JORDANIAN
AIRLINES
56-5-B7
TURK HAVA YOLLARI
56-5-B7
GOVERNMENT OF ITALY
56-5-B4
AIGLE AZUR
56-5-B4
AIR CHINA
56-5-B4
ATLAS INTERNATIONAL
AIRWAYS
56-5-B4 CHINA EASTERN AIRLINES
56-5-B4
EUROFLY SPA
56-5-B4
IBERWORLD AIRLINES
56-5-B4
THOMAS COOK AIRLINE
UK
56-5-B3
AIGLE AZUR
56-5-B3
FIRST CHOICE AIRWAYS
56-5-B3
LTE INTERNATIONAL
AIRWAYS SA
56-5-B4
AIR JAMAICA
56-5-B4
EIRJET
56-5-B4
EUROFLY SPA
Page 9 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
G8E03
G8E03
G8E03
320-214
320-214
320-214
ST1
ST1
ST1
56-5-B4
56-5-B4
56-5-B4
G8E03
320-214
ST1
56-5-B4
G8E03
G8E03
G8E03
G8E04
G8E04
320-214
320-214
320-214
321-211
321-211
ST1
ST1
ST1
ST2
ST2
56-5-B4
56-5-B4
56-5-B4
56-5-B3
56-5-B3
G8E04
G8E04
G8E05
G8E05
G8E07
G8E08
GFA01
GFA01
GFA01
HDA01
321-211
321-211
319-111
319-112
320-214
319-112
320-212
320-212
320-212
320-232
ST2
ST2
ST3
ST3
ST1
ST3
ST1
ST1
ST1
ST1
56-5-B3
56-5-B3
56-5-B5
56-5-B6
56-5-B4
56-5-B6
56-5-A3
56-5-A3
56-5-A3
V2527A5
IBERWORLD AIRLINES
LOTUS AIRLINE
LTE INTERNATIONAL
AIRWAYS SA
LTU - LUFTTRANSPORT
UNTERNEH
NATIONAL AIR SERVICES
NOUVELAIR
USA 3000 AIRLINES
AIR JAMAICA
KIBRIS TURK HAVA
YOLLARI LTD
MYTRAVEL AIRWAYS
TURK HAVA YOLLARI
FRONTIER AIRLINES
CHINA EASTERN AIRLINES
VUELING
GERMANWINGS
HDA02
321-231
ST2
V2533A5
HDA03
320-232
ST1
V2527A5
HVN01
I2L01
I2L01
I2L01
I2L01
I2L01
I2L01
I2L01
I2L01
321-231
320-211
320-211
320-212
320-212
320-231
320-232
320-232
320-232
ST2
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST1
V2533A5
56-5-A1
56-5-A3
56-5-A3
56-5-A3
V2500A1
2527EA5
V2527A5
V2527A5
ENV A318/A319/A320/A321 FLEET FCTM
GULF AIR
WIND JET
HONG KONG DRAGON
AIRLINES
HONG KONG DRAGON
AIRLINES
HONG KONG DRAGON
AIRLINES
VIETNAM AIRLINES
SOCIETE AIR FRANCE
GERMANWINGS
AIR JAMAICA
MONARCH AIRLINES LTD
MEXICANA DE AVIACION
SICHUAN AIRLINES
AMERICA WEST AIRLINES
ATLAS INTERNATIONAL
AIRWAYS
Page 10 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
I2L01
I2L01
320-232
320-232
ST1
ST1
V2527A5
V2527A5
I2L01
I2L01
I2L02
I2L02
I2L02
I2L03
I2L03
I2L03
I2L04
I2L04
I2L04
320-232
320-232
320-231
320-231
320-231
321-131
321-131
321-131
321-211
321-211
321-231
ST1
ST1
ST1
ST1
ST1
ST2
ST2
ST2
ST2
ST2
ST2
V2527A5
V2527A5
V2500A1
V2500A1
V2500A1
V2530A5
V2530A5
V2530A5
56-5-B3
56-5-B3
V2533A5
I2L04
I2L05
I2L05
I2L05
I2L05
I2L05
I2L05
321-231
320-212
320-212
320-214
320-232
320-232
320-232
ST2
ST1
ST1
ST1
ST1
ST1
ST1
V2533A5
56-5-A3
56-5-A3
56-5-B4
V2527A5
V2527A5
V2527A5
I2L06
I2L07
I2L08
319-132
320-232
319-111
ST3
ST1
ST3
V2524A5
V2527A5
56-5-B5
I2L09
I2L10
I2L12
I2L14
I2L15
320-232
321-231
320-214
320-214
321-231
ST1
ST2
ST1
ST1
ST2
V2527A5
V2533A5
56-5-B4
56-5-B4
V2533A5
I2L16
I2L18
I2L19
I2L21
319-132
321-231
319-112
321-211
ST3
ST2
ST3
ST2
V2524A5
V2533A5
56-5-B6
56-5-B3
BLUE WINGS
LTE INTERNATIONAL
AIRWAYS SA
SICHUAN AIRLINES
WIND JET
AIRBLUE
MEXICANA DE AVIACION
WIND JET S.P.A
AIR MACAU CO LTD
ONUR AIR
SICHUAN AIRLINES
AER LINGUS LIMITED
AIR JAMAICA
HONG KONG DRAGON
AIRLINES
ONUR AIR
MY WAY AIRLINES
SATA INTERNACIONAL
STAR AIRLINES
AIR MACAU CO LTD
AIRBLUE
HONG KONG DRAGON
AIRLINES
AMERICA WEST AIRLINES
AMERICA WEST AIRLINES
IBERIA LINEAS AEREAS
ESPANA
JETBLUE AIRWAYS
SPANAIR
MY WAY AIRLINES
SKYSERVICE F.B.O. INC.
HONG KONG DRAGON
AIRLINES
AIR MACAU CO LTD
AIR MACAU CO LTD
SKYSERVICE F.B.O. INC.
AIR JAMAICA
ENV A318/A319/A320/A321 FLEET FCTM
Page 11 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
I2L22
320-214
ST1
56-5-B4
I2L23
319-132
ST3
2527MA5
I2L23
319-132
ST3
V2524A5
I2L24
I2L25
I2L26
I2L28
I2L28
I2L29
I2L30
320-214
320-214
319-111
320-214
320-214
321-231
319-132
ST1
ST1
ST3
ST1
ST1
ST2
ST3
56-5-B4
56-5-B4
56-5-B6
56-5-B4
56-5-B4
V2533A5
V2524A5
I2L32
I2L34
320-214
320-232
ST1
ST1
56-5-B4
V2527A5
I2L34
IAC01
320-232
320-231
ST1
ST1
V2527A5
V2500A1
IBE01
320-211
ST1
56-5-A1
IBE03
320-214
ST1
56-5-B4
IBE03
IBE03
IBE03
IBE03
IBE04
320-214
320-214
320-214
320-214
321-211
ST1
ST1
ST1
ST1
ST2
56-5-B4
56-5-B4
56-5-B4
56-5-B4
56-5-B3
IBE05
319-111
ST3
56-5-B5
ITF01
ITF01
ITF01
ITF01
ITF01
ITF02
320-111
320-211
320-211
320-211
320-211
321-111
ST1
ST1
ST1
ST1
ST1
ST2
56-5-A1
56-5-A1
56-5-A1
56-5-A1
56-5-A1
56-5-B1
SWISS INTERNATIONAL
AIRLINES
CHINA SOUTHERN
AIRLINES
CHINA SOUTHERN
AIRLINES
AIR JAMAICA
AIR MALTA CO LTD.
AIR MALTA CO LTD.
AER LINGUS LIMITED
AIR ARABIA
NOVA AIRLINES AB
CHINA SOUTHERN
AIRLINES
SATA INTERNACIONAL
ATLAS INTERNATIONAL
AIRWAYS
JETSTAR ASIA
INDIAN AIRLINES
CORPORATION
IBERIA LINEAS AEREAS
ESPANA
IBERIA LINEAS AEREAS
ESPANA
MEXICANA DE AVIACION
PHILIPPINE AIR LINES INC.
SHENZHEN AIRLINES
TURK HAVA YOLLARI
IBERIA LINEAS AEREAS
ESPANA
IBERIA LINEAS AEREAS
ESPANA
SOCIETE AIR FRANCE
CROATIA AIRLINES
JETCLUB LIMITED
SOCIETE AIR FRANCE
WIND JET S.P.A
SOCIETE AIR FRANCE
ENV A318/A319/A320/A321 FLEET FCTM
Page 12 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
ITF03
IWD01
J3K01
JKK01
JKK02
K2W01
319-113
320-214
320-232
321-231
320-232
320-231
ST3
ST1
ST1
ST2
ST1
ST1
56-5-A4
56-5-B4
V2527A5
V2533A5
V2527A5
V2500A1
K2W01
K2W01
K2W01
K2W01
320-231
320-231
320-231
320-232
ST1
ST1
ST1
ST1
V2500A1
V2500A1
V2500A1
2527EA5
K2W01
K2W01
K2W01
K9G01
KAC01
320-232
320-232
320-232
319-132
320-212
ST1
ST1
ST1
ST3
ST1
V2527A5
V2527A5
V2527A5
V2524A5
56-5-A3
KAC02
320-212
ST1
56-5-A3
L4C01
319-133
ST3
2527MA5
LAJ01
LAN01
LAN02
LBT01
LEI01
LTU01
321-231
320-233
319-132
320-214
321-211
320-214
ST2
ST1
ST3
ST1
ST2
ST1
V2533A5
2527EA5
V2524A5
56-5-B4
56-5-B3
56-5-B4
LTU02
321-211
ST2
56-5-B3
LUR01
LUR01
320-231
320-231
ST1
ST1
V2500A1
V2500A1
M4G01
MAU01
MEA01
MON01
319-133
319-112
321-231
321-231
ST3
ST3
ST2
ST2
2527MA5
56-5-B6
V2533A5
V2533A5
SOCIETE AIR FRANCE
IBERWORLD AIRLINES
JETBLUE AIRWAYS
SPANAIR
SPANAIR
INDIAN AIRLINES
CORPORATION
MEXICANA DE AVIACION
MYTRAVEL AIRWAYS
TRANSASIA AIRWAYS
ATLAS INTERNATIONAL
AIRWAYS
AMERICA WEST AIRLINES
HELLAS JET
TAM - LINHAS AERAS
KHARAFI GROUP
KUWAIT AIRWAYS
CORPORATION
KUWAIT AIRWAYS
CORPORATION
DAIMLERCHRYSLER
AVIATION
BMED
LAN AIRLINES SA
LAN AIRLINES SA
NOUVELAIR
FIRST CHOICE AIRWAYS
LTU - LUFTTRANSPORT
UNTERNEH
LTU - LUFTTRANSPORT
UNTERNEH
EGYPTAIR
INDIAN AIRLINES
CORPORATION
SHARJAH RULER’S FLIGHT
AIR MAURITIUS
MIDDLE EAST AIRLINES
MONARCH AIRLINES LTD
ENV A318/A319/A320/A321 FLEET FCTM
Page 13 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
MON02
MSR01
MSR02
MSR03
MXA01
321-231
320-231
321-231
320-232
320-231
ST2
ST1
ST2
ST1
ST1
V2533A5
V2500A1
V2533A5
V2527A5
V2500A1
MXA01
MXA02
MXA03
NKS01
NKS02
NLY01
NWA01
320-231
319-112
318-111
319-132
321-231
320-214
320-211
ST1
ST3
ST4
ST3
ST2
ST1
ST1
V2500A1
56-5-B6
56-5-B8
V2524A5
V2533A5
56-5-B4
56-5-A1
NWA01
320-211
ST1
56-5-A3
NWA02
320-211
ST1
56-5-A1
NWA02
320-212
ST1
56-5-A3
NWA03
319-113
ST3
56-5-A5
NWA03
319-114
ST3
56-5-A5
OHY01
OYC01
321-131
320-231
ST2
ST1
V2530A5
V2500A1
OYC01
OYC01
OYC01
PAA01
PAA01
PAA01
PAA01
320-231
320-231
320-231
320-231
320-231
320-231
320-231
ST1
ST1
ST1
ST1
ST1
ST1
ST1
V2500A1
V2500A1
V2500A1
V2500A1
V2500A1
V2500A1
V2500A1
PAA01
PAA01
PAA01
320-231
320-231
320-231
ST1
ST1
ST1
V2500A1
V2500A1
V2500A1
MONARCH AIRLINES LTD
EGYPTAIR
EGYPTAIR
EGYPTAIR
INDIAN AIRLINES
CORPORATION
MEXICANA DE AVIACION
MEXICANA DE AVIACION
MEXICANA DE AVIACION
SPIRIT AIRLINES
SPIRIT AIRLINES
NIKI
NORTHWEST AIRLINES
INC.
NORTHWEST AIRLINES
INC.
NORTHWEST AIRLINES
INC.
NORTHWEST AIRLINES
INC.
NORTHWEST AIRLINES
INC.
NORTHWEST AIRLINES
INC.
ONUR AIR
INDIAN AIRLINES
CORPORATION
MYTRAVEL AIRWAYS
SRILANKAN AIRLINES
WIND JET S.P.A
AIRTOURS INT’L AIRWAYS
AMERICA WEST AIRLINES
BMED
INDIAN AIRLINES
CORPORATION
MEXICANA DE AVIACION
MYTRAVEL AIRWAYS
SRILANKAN AIRLINES
ENV A318/A319/A320/A321 FLEET FCTM
Page 14 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
PAL01
QAF01
QFA01
320-214
320-232
320-232
ST1
ST1
ST1
QTR01
QTR02
RAM01
RBA02
RGA01
RJA01
320-232
321-231
321-211
319-132
320-214
320-211
ST1
ST2
ST2
ST3
ST1
ST1
RJA01
320-211
ST1
RJA01
320-212
ST1
RJA02
320-232
ST1
S2A01
S2A01
S2A01
S2A01
S2A01
S2A01
S2A03
S2A04
S2A05
S2A05
320-232
320-232
320-232
320-232
320-232
320-232
321-231
320-232
320-232
320-232
ST1
ST1
ST1
ST1
ST1
ST1
ST2
ST1
ST1
ST1
S2A05
S2A05
S2A05
S2A05
S2A05
S2A06
S2A06
S2A07
320-232
320-232
320-232
320-232
320-232
320-214
320-214
321-211
ST1
ST1
ST1
ST1
ST1
ST1
ST1
ST2
56-5-B4 PHILIPPINE AIR LINES INC.
V2527A5
QATAR AMIRI FLIGHT
V2527A5
JETSTAR AIRWAYS PTY
LTD
V2527A5
QATAR AIRWAYS
V2533A5
QATAR AIRWAYS
56-5-B3
ROYAL AIR MAROC
V2524A5 ROYAL BRUNEI AIRLINES
56-5-B4
VIETNAM AIRLINES
56-5-A1
TUNIS AIR SOC.TUNISIENNE
56-5-A3
ROYAL JORDANIAN
AIRLINES
56-5-A3
ROYAL JORDANIAN
AIRLINES
V2527A5
ROYAL JORDANIAN
AIRLINES
V2527A5
AIR DECCAN
V2527A5 AMERICA WEST AIRLINES
V2527A5
BMED
V2527A5
JETBLUE AIRWAYS
V2527A5
QATAR AIRWAYS
V2527A5
TAM - LINHAS AERAS
V2533A5
IRAN AIR
V2527A5
GB AIRWAYS LTD
V2527A5
BMED
V2527A5
JETSTAR AIRWAYS PTY
LTD
V2527A5 MARTINAIR HOLLAND N.V.
V2527A5
MYTRAVEL AIRWAYS
V2527A5
TAM - LINHAS AERAS
V2527A5
TURK HAVA YOLLARI
V2527A5
VALUAIR
56-5-B4
CSA CZECH AIRLINES
56-5-B4
TURK HAVA YOLLARI
56-5-B3
LTU - LUFTTRANSPORT
UNTERNEH
ENV A318/A319/A320/A321 FLEET FCTM
OPERATOR NAME
Page 15 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
S2A08
S2A09
S2A11
S2A11
S2A11
S2A12
SAA01
SAA02
SAB01
321-231
321-231
320-232
320-232
320-232
320-232
320-231
319-131
321-211
ST2
ST2
ST1
ST1
ST1
ST1
ST1
ST3
ST2
SAB01
SAB02
SAB02
321-211
319-112
319-112
ST2
ST3
ST3
SAB02
SAB02
SAB02
SAB02
SAB02
SAB02
SAB03
SAB03
SAS01
319-112
319-112
319-112
319-112
319-112
319-112
320-214
320-214
321-232
ST3
ST3
ST3
ST3
ST3
ST3
ST1
ST1
ST2
SLK01
SLK01
SLK02
SWR01
SWR01
SWR01
320-232
320-233
319-132
321-111
321-111
321-111
ST1
ST1
ST3
ST2
ST2
ST2
SWR01
SWR01
SWR02
SWR02
321-111
321-111
320-214
320-214
ST2
ST2
ST1
ST1
V2533A5
LIVINGSTON SPA
V2533A5
BMED
V2527A5
AIR DECCAN
V2527A5
JETSTAR ASIA
V2527A5
TAM - LINHAS AERAS
V2527A5
BMED
V2500A1
TAM - LINHAS AERAS
V2522A5 SOUTH AFRICAN AIRWAYS
56-5-B3
KIBRIS TURK HAVA
YOLLARI LTD
56-5-B3
NOUVELAIR
56-5-B6
BLUE MOON AVIATION
56-5-B6
COMPAGNIE CORSE
MEDITERRANEE
56-5-B6
FINNAIR O/Y
56-5-B6
KHALIFA AIRWAYS
56-5-B6
MERIDIANA SPA
56-5-B6
MEXICANA DE AVIACION
56-5-B6
NATIONAL AIR SERVICES
56-5-B6
SN BRUSSELS AIRLINES
56-5-B4
MONARCH AIRLINES LTD
56-5-B4
TURK HAVA YOLLARI
V2530A5 SCANDINAVIAN AIRLINES
SYSTEM
V2527A5
SILKAIR
2527EA5
SILKAIR
V2524A5
SILKAIR
56-5-B1
AIR MEDITERRANEE
56-5-B1
BLUE WINGS
56-5-B1
SWISS INTERNATIONAL
AIRLINES
56-5-B1
TURK HAVA YOLLARI
56-5-B3
AIR MEDITERRANEE
56-5-B4
AIRLUXOR LDA
56-5-B4
COMPAGNIE CORSE
MEDITERRANEE
ENV A318/A319/A320/A321 FLEET FCTM
OPERATOR NAME
Page 16 of 90
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VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
SWR02
320-214
ST1
56-5-B4
SWR02
SWR03
SWR03
SWR03
320-214
319-112
319-112
319-112
ST1
ST3
ST3
ST3
56-5-B4
56-5-B6
56-5-B6
56-5-B6
SWR04
SYR01
TAI01
TAI01
320-214
320-232
320-233
320-233
ST1
ST1
ST1
ST1
56-5-B4
V2527A5
2527EA5
2527EA5
TAI02
TAI02
320-233
320-233
ST1
ST1
2527EA5
2527EA5
TAI02
TAI02
320-233
320-233
ST1
ST1
2527EA5
2527EA5
TAI03
319-132
ST3
V2524A5
TAI03
TAI04
319-132
320-233
ST3
ST1
V2524A5
2527EA5
TAI05
321-231
ST2
V2533A5
TAM01
TAM02
TAM03
TAP01
319-132
320-232
320-232
319-111
ST3
ST1
ST1
ST3
V2524A5
V2527A5
V2527A5
56-5-B5
TAP02
320-214
ST1
56-5-B4
TAP03
321-211
ST2
56-5-B3
TAR01
320-211
ST1
56-5-A1
TAR02
319-114
ST3
56-5-A5
SWISS INTERNATIONAL
AIRLINES
TURK HAVA YOLLARI
AIR BURKINA
LOTUS AIRLINE
SWISS INTERNATIONAL
AIRLINES
VOLARE AIRLINES S.P.A.
SYRIAN ARAB AIRLINES
LACSA
TACA INTERNATIONAL
AIRLINES
BLUE WINGS
PACIFIC AIRLINES
HOLDING CO.
SICHUAN AIRLINES
TACA INTERNATIONAL
AIRLINES
TACA INTERNATIONAL
AIRLINES
TAM - LINHAS AERAS
TACA INTERNATIONAL
AIRLINES
TACA INTERNATIONAL
AIRLINES
TAM - LINHAS AERAS
TAM - LINHAS AERAS
TAM - LINHAS AERAS
TRANSPORTES AEREOS
PORTUGUES
TRANSPORTES AEREOS
PORTUGUES
TRANSPORTES AEREOS
PORTUGUES
TUNIS AIR SOC.TUNISIENNE
TUNIS AIR SOC.TUNISIENNE
ENV A318/A319/A320/A321 FLEET FCTM
Page 17 of 90
FLIGHT CREW TRAINING MANUAL
VERS.
FSN
BLOCKS
INTRODUCTION
00.030
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MODEL
STD
ENGINE
OPERATOR NAME
TAR03
320-211
ST1
56-5-A1
TAS01
THY01
TNA01
TNA02
TNA03
UAL01
UAL01
UAL02
UAL03
320-212
320-232
320-231
321-131
320-232
320-232
320-232
319-131
320-232
ST1
ST1
ST1
ST2
ST1
ST1
ST1
ST3
ST1
56-5-A3
V2527A5
V2500A1
V2530A5
V2527A5
V2527A5
V2527A5
V2522A5
V2527A5
UAL03
UAL04
320-232
319-131
ST1
ST3
V2527A5
V2522A5
UAL04
USA01
USA01
USA02
USA03
319-131
319-112
319-112
320-214
321-211
ST3
ST3
ST3
ST1
ST2
V2522A5
56-5-B6
56-5-B6
56-5-B4
56-5-B3
TUNIS AIR SOC.TUNISIENNE
LOTUS AIRLINE
TURK HAVA YOLLARI
MEXICANA DE AVIACION
TRANSASIA AIRWAYS
TRANSASIA AIRWAYS
BLUE SKY AVIATION
UNITED AIRLINES
UNITED AIRLINES
ANSETT AUSTRALIA
HOLDINGS
UNITED AIRLINES
ANSETT AUSTRALIA
HOLDINGS
UNITED AIRLINES
GERMANWINGS
U.S. AIRWAYS
U.S. AIRWAYS
U.S. AIRWAYS
AIRCRAFT TABLE
MSN
0002
0003
0004
0005
0006
0007
0008
0010
0011
0012
0013
0014
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
FSN
0008
0010
0009
0001
0001
0002
0002
0011
0003
0012
0013
0004
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
F-GFKQ
F-GGEG
F-GGEF
F-GFKA
G-BUSB
F-GFKB
G-BUSC
F-GGEA
G-BUSD
F-GGEB
F-GGEC
F-GFKD
VERSION RANK
AFR01 0017
ITF01 0010
ITF01 0009
AFR01 0001
BCA01 0001
AFR01 0002
BCA01 0002
ITF01 0001
BCA01 0003
ITF01 0002
ITF01 0003
AFR01 0004
Page 18 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0016
0017
0018
0019
0020
0021
0022
0023
0024
0025
0026
0027
0028
0029
0030
0031
0032
0033
0034
0035
0036
0037
0038
0039
0040
0041
0042
0043
0044
0045
0046
0047
0048
0049
0050
0051
0052
FSN
0015
0004
0005
0005
0006
0007
0001
0002
0003
0004
0005
0006
0001
0007
0008
0301
0302
0066
0303
0002
0067
0003
0004
0006
0304
0305
0007
0001
0068
0001
0002
0003
0004
0005
0006
0007
0620
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
F-GGEE
G-BUSE
G-BUSF
F-GFKE
F-GFKF
F-GFKG
CS-TQG
CS-TQH
TS-INJ
SU-PBD
UR-UFB
5B-DAT
LZ-BHA
F-GZZZ
N301US
N302US
F-GHQA
N303US
5B-DAU
F-GHQB
5B-DAV
5B-DAW
G-BUSG
N304US
N305US
G-BUSH
S5-AAA
F-GHQC
VT-EPB
VT-EPC
VT-EPD
VT-EPE
VT-EPF
VT-EPG
VT-EPH
N620AW
VERSION RANK
ITF01 0005
BCA01 0004
BCA01 0005
AFR01 0005
AFR01 0006
AFR01 0007
AAA01 0001
AAA01 0002
AAA01 0003
AAA01 0004
AAA01 0005
AAA01 0006
CYP01 0001
AAA01 0007
AAA01 0008
NWA01 0001
NWA01 0002
ITF01 0006
NWA01 0003
CYP01 0002
ITF01 0007
CYP01 0003
CYP01 0004
BCA01 0006
NWA01 0004
NWA01 0005
BCA01 0007
ADR01 0001
ITF01 0008
IAC01 0001
IAC01 0002
IAC01 0003
IAC01 0004
IAC01 0005
IAC01 0006
IAC01 0007
PAA01 0001
Page 19 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0053
0054
0055
0056
0057
0058
0059
0060
0061
0062
0063
0064
0065
0066
0067
0068
0069
0070
0071
0072
0073
0074
0075
0076
0077
0078
0080
0081
0082
0083
0084
0085
0086
0087
0088
0089
0090
FSN
0621
0622
0624
0008
0009
0010
0201
0306
0031
0032
0033
0625
0626
0627
0628
0202
0001
0002
0003
0004
0203
0011
0012
0629
0631
0005
0014
0632
0633
0006
0204
0052
0007
0001
0002
0015
0016
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N621AW
N622AW
N624AW
VT-EPI
VT-EPJ
VT-EPK
C-FDQQ
N306US
F-GFKH
F-GFKI
F-GFKJ
N625AW
N626AW
N627AW
N628AW
C-FDQV
D-AIPA
D-AIPB
D-AIPC
D-AIPD
C-FDRH
VT-EPL
VT-EPM
N629AW
N631AW
D-AIPE
VT-EPO
N632AW
N633AW
D-AIPF
C-FDRK
EI-CTD
D-AIPH
JY-AYA
JY-AYB
VT-EPP
VT-EPQ
VERSION RANK
PAA01 0002
PAA01 0003
PAA01 0004
IAC01 0008
IAC01 0009
IAC01 0010
ACA01 0001
NWA01 0006
AFR01 0008
AFR01 0009
AFR01 0010
PAA01 0005
PAA01 0006
PAA01 0007
PAA01 0008
ACA01 0002
DLH01 0001
DLH01 0002
DLH01 0003
DLH01 0004
ACA01 0003
IAC01 0011
IAC01 0012
PAA01 0009
PAA01 0010
DLH01 0005
IAC01 0014
PAA01 0011
PAA01 0012
DLH01 0006
ACA01 0004
G2P01 0001
DLH01 0007
RJA01 0001
RJA01 0002
IAC01 0015
IAC01 0016
Page 20 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0091
0093
0094
0095
0096
0097
0098
0099
0100
0101
0102
0103
0104
0106
0107
0108
0110
0111
0112
0113
0114
0115
0116
0117
0118
0119
0120
0121
0122
0123
0124
0125
0126
0127
0128
0129
0130
FSN
0634
0008
0009
0017
0018
0019
0636
0637
0034
0035
0036
0008
0010
0307
0308
0071
0012
0013
0503
0002
0003
0072
0014
0015
0309
0001
0010
0310
0205
0007
0002
0311
0206
0207
0037
0038
0073
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N634AW
D-AIPK
D-AIPL
VT-EPR
VT-EPS
VT-EPT
N636AW
N637AW
F-GFKK
F-GFKL
F-GFKM
G-BUSI
D-AIPM
N307US
N308US
F-GHQD
D-AIPP
D-AIPR
A6-ABY
S5-AAB
S5-AAC
F-GHQE
D-AIPS
D-AIPT
N309US
TS-IMB
G-BUSK
N310NW
C-FDRP
TS-IME
TS-IMC
N311US
C-FDSN
C-FDST
F-GFKN
F-GFKO
F-GHQF
VERSION RANK
PAA01 0013
DLH01 0008
DLH01 0009
IAC01 0017
IAC01 0018
IAC01 0019
PAA01 0015
PAA01 0016
AFR01 0011
AFR01 0012
AFR01 0013
BCA01 0008
DLH01 0010
NWA01 0007
NWA01 0008
ITF01 0011
DLH01 0012
DLH01 0013
AMC01 0001
ADR01 0002
ADR01 0003
ITF01 0012
DLH01 0014
DLH01 0015
NWA01 0009
TAR01 0001
BCA01 0010
NWA01 0010
ACA01 0005
RJA01 0003
TAR01 0002
NWA01 0011
ACA01 0006
ACA01 0007
AFR01 0014
AFR01 0015
ITF01 0013
Page 21 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0131
0132
0133
0134
0135
0136
0137
0138
0139
0140
0141
0142
0143
0144
0145
0146
0147
0148
0149
0150
0151
0152
0153
0154
0155
0156
0157
0158
0159
0160
0161
0162
0163
0164
0165
0166
0167
FSN
0226
0002
0039
0001
0016
0002
0017
0001
0002
0009
0208
0010
0003
0201
0202
0004
0018
0003
0209
0210
0004
0312
0313
0211
0074
0075
0011
0005
0212
0314
0019
0020
0001
0005
0001
0002
0005
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
F-GLGM
TC-FBE
F-GFKP
EC-GRE
D-AIPU
EC-GRF
D-AIPW
JA8381
JA8382
TS-ING
C-FDSU
YL-BBC
EC-GRG
F-GJVA
F-GJVB
EC-GRH
D-AIPX
JA8383
C-FFWI
C-FFWJ
JA8384
N312US
N313US
C-FFWM
F-GHQG
F-GHQH
TS-INH
EC-FCB
C-FFWN
N314US
D-AIPY
D-AIPZ
I-LINH
4R-ABF
SU-GBA
SU-GBB
JA8385
VERSION RANK
G2X01 0001
G2X01 0002
AFR01 0016
IBE01 0001
DLH01 0016
IBE01 0002
DLH01 0017
ANA01 0001
ANA01 0002
AAA01 0009
ACA01 0008
AAA01 0010
IBE01 0003
ITF01 0014
ITF01 0015
IBE01 0004
DLH01 0018
ANA01 0003
ACA01 0009
ACA01 0010
ANA01 0004
NWA01 0012
NWA01 0013
ACA01 0011
ITF01 0016
ITF01 0017
AAA01 0011
IBE01 0005
ACA01 0012
NWA01 0014
DLH01 0019
DLH01 0020
OYC01 0001
OYC01 0002
MSR01 0001
MSR01 0002
ANA01 0005
Page 22 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0168
0169
0170
0171
0172
0173
0174
0175
0176
0177
0178
0179
0180
0181
0182
0183
0184
0185
0186
0187
0188
0189
0190
0191
0192
0193
0194
0195
0196
0197
0198
0199
0200
0201
0202
0203
0204
FSN
0003
0006
0006
0315
0021
0006
0401
0402
0007
0008
0003
0005
0005
0001
0002
0213
0076
0051
0040
0041
0042
0003
0004
0052
0316
0006
0004
0003
0007
0317
0005
0009
0022
0023
0024
0231
0001
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
VT-EYD
4R-ABE
JA8386
N315US
D-AIQA
EC-FDB
C-GPWG
C-FPWE
EC-FDA
EC-GRI
SU-GBC
VT-EYE
5B-DBA
9K-AKA
9K-AKB
C-FTJO
F-GHQI
CS-TNA
F-GFKR
F-GFKS
F-GFKT
F-OHFR
F-OHFU
CS-TNB
N316US
G-VCED
SU-GBD
9K-AKC
JA8387
N317US
SU-GBE
EC-ICQ
D-AIQB
D-AIQC
D-AIQD
F-GLGG
F-GJVC
VERSION RANK
OYC01 0003
OYC01 0004
ANA01 0006
NWA01 0015
DLH01 0021
IBE01 0006
CDN01 0001
CDN01 0002
IBE01 0007
IBE01 0008
MSR01 0003
OYC01 0005
CYP01 0005
KAC01 0001
KAC01 0002
ACA01 0013
ITF01 0018
ADR01 0004
AFR01 0018
AFR01 0019
AFR01 0020
G2X01 0003
G2X01 0004
ADR01 0005
NWA01 0016
OYC01 0006
MSR01 0004
KAC01 0003
ANA01 0007
NWA01 0017
MSR01 0005
IBE01 0009
DLH01 0022
DLH01 0023
DLH01 0024
G2P01 0002
ITF01 0019
Page 23 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0205
0206
0207
0208
0209
0210
0211
0212
0213
0214
0215
0216
0217
0218
0219
0220
0221
0222
0223
0224
0225
0226
0227
0228
0229
0230
0231
0232
0233
0234
0235
0236
0237
0238
0239
0240
0241
FSN
0003
0318
0010
0319
0025
0403
0002
0008
0320
0077
0401
0026
0027
0028
0009
0232
0053
0054
0011
0012
0501
0043
0044
0045
0012
0502
0404
0405
0214
0101
0227
0083
0084
0645
0078
0013
0014
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
TS-IMD
N318US
EC-FGV
N319US
D-AIQE
C-GQCA
HB-IJZ
JA8388
N320US
F-GHQJ
F-GJVE
D-AIQF
D-AIQH
D-AIQK
JA8389
F-GLGH
LZ-BHD
TS-INE
EC-FGH
EC-FGR
VT-EYF
F-GFKU
F-GFKV
F-GFKX
EK 32008
G-SSAS
C-FPWD
C-FDCA
C-FTJP
JY-JAR
F-GKXB
F-GHQK
F-GHQM
N645AW
F-GHQL
EC-ICR
EC-ICS
VERSION RANK
TAR01 0003
NWA01 0018
IBE01 0010
NWA01 0019
DLH01 0025
CDN01 0003
ITF01 0020
ANA01 0008
NWA01 0020
ITF01 0021
ITF01 0022
DLH01 0026
DLH01 0027
DLH01 0028
ANA01 0009
G2P01 0003
G2P01 0004
G2P01 0005
IBE01 0011
IBE01 0012
PAA01 0017
AFR01 0021
AFR01 0022
AFR01 0023
AAA01 0012
PAA01 0018
CDN01 0004
CDN01 0005
ACA01 0014
G2X01 0005
G2X01 0006
ITF01 0023
ITF01 0024
PAA01 0019
ITF01 0025
IBE01 0013
IBE01 0014
Page 24 of 90
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00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0242
0243
0244
0245
0246
0247
0248
0249
0250
0251
0252
0253
0254
0255
0256
0257
0258
0259
0260
0261
0262
0263
0264
0265
0266
0267
0268
0269
0270
0271
0272
0273
0274
0275
0276
0277
0278
FSN
0215
0001
0402
0010
0015
0504
0216
0002
0003
0004
0001
0217
0218
0219
0006
0505
0101
0002
0003
0004
0321
0322
0016
0220
0017
0029
0030
0031
0403
0646
0323
0324
0018
0005
0006
0221
0080
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
C-FTJQ
PT-MZP
F-GJVF
JA8390
EC-GRJ
VT-EVO
C-FTJR
PR-MAF
PT-MZO
PT-MZS
F-OHME
C-FTJS
C-FGYL
C-FGYS
5B-DBB
VT-EVP
9A-CTF
F-OHMF
F-OHMG
F-OHMH
N321US
N322US
EC-ICT
C-FKCK
EC-FLP
D-AIQL
D-AIQM
D-AIQN
F-GJVG
N646AW
N323US
N324US
EC-FLQ
F-OHMI
F-OHMJ
C-FKCO
F-GHQO
VERSION RANK
ACA01 0015
SAA01 0001
ITF01 0026
ANA01 0010
IBE01 0015
PAA01 0020
ACA01 0016
SAA01 0002
SAA01 0003
SAA01 0004
MXA01 0001
ACA01 0017
ACA01 0018
ACA01 0019
CYP01 0006
PAA01 0021
ITF01 0027
MXA01 0002
MXA01 0003
MXA01 0004
NWA01 0021
NWA01 0022
IBE01 0016
ACA01 0020
IBE01 0017
DLH01 0029
DLH01 0030
DLH01 0031
ITF01 0028
PAA01 0022
NWA01 0023
NWA01 0024
IBE01 0018
MXA01 0005
MXA01 0006
ACA01 0021
ITF01 0029
Page 25 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0279
0280
0281
0282
0283
0284
0285
0286
0287
0288
0289
0290
0291
0292
0293
0294
0295
0296
0297
0298
0299
0300
0301
0302
0303
0304
0305
0306
0307
0308
0309
0310
0311
0312
0313
0314
0315
FSN
0406
0507
0325
0326
0407
0408
0046
0047
0048
0103
0104
0222
0508
0509
0002
0055
0007
0007
0327
0328
0056
0011
0057
0409
0019
0003
0410
0329
0330
0511
0411
0223
0224
0020
0801
0512
0004
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
C-FLSF
N280RX
N325US
N326US
TC-FBY
C-FLSS
F-GFKY
F-GFKZ
F-GKXA
TC-FBF
F-OHGB
C-FKCR
N291MX
N292MX
F-GYAI
LZ-BHB
5B-DBC
F-OHMK
N327NW
N328NW
TS-INF
JA8391
TS-INI
C-FMEQ
EC-ICU
4R-ABC
C-FMES
N329NW
N330NW
VT-EVS
C-FLSU
C-FKPS
C-FKPO
EC-ICV
TC-OAC
VT-EVT
4R-ABD
VERSION RANK
CDN01 0006
PAA01 0023
NWA01 0025
NWA01 0026
CDN01 0007
CDN01 0008
AFR01 0024
AFR01 0025
AFR01 0026
G2X01 0007
G2X01 0008
ACA01 0022
PAA01 0024
PAA01 0025
AMC01 0002
G2P01 0006
CYP01 0007
MXA01 0007
NWA01 0027
NWA01 0028
G2P01 0007
ANA01 0011
G2P01 0008
G2P01 0009
IBE01 0019
PAA01 0026
G2P01 0010
NWA01 0029
NWA01 0030
PAA01 0027
CDN01 0009
ACA01 0023
ACA01 0024
IBE01 0020
GFA01 0001
PAA01 0028
PAA01 0029
Page 26 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0316
0317
0318
0319
0320
0321
0322
0323
0324
0325
0326
0327
0328
0329
0330
0331
0332
0333
0334
0335
0336
0337
0338
0339
0340
0341
0342
0343
0344
0345
0346
0347
0348
0349
0350
0351
0352
FSN
0008
0644
0331
0332
0008
0009
0001
0021
0225
0802
0002
0515
0012
0333
0226
0105
0001
0227
0005
0006
0516
0081
0517
0334
0335
0228
0229
0106
0003
0803
0032
0501
0058
0059
0230
0006
0082
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
5B-DBD
N644AW
N331NW
N332NW
F-OHML
F-OHMM
SU-GCL
EC-FNR
C-FKPT
A4O-EB
VT-EYG
VT-EVQ
JA8392
N333NW
C-FKOJ
N332MX
C-FKAJ
PT-MZR
PT-MZQ
VT-EVR
F-GHQP
G-GTDK
N334NW
N335NW
C-FPDN
C-FMJK
OO-TCK
VT-EYH
TC-OAD
D-AIQP
N347TM
TS-IND
LZ-BHC
C-FMST
SU-GBF
F-GHQQ
VERSION RANK
CYP01 0008
PAA01 0030
NWA01 0031
NWA01 0032
MXA01 0008
MXA01 0009
LUR01 0001
IBE01 0021
ACA01 0025
GFA01 0002
LUR01 0002
PAA01 0031
ANA01 0012
NWA01 0033
ACA01 0026
G2X01 0009
TNA01 0001
ACA01 0027
SAA01 0005
SAA01 0006
PAA01 0032
ITF01 0030
PAA01 0033
NWA01 0034
NWA01 0035
ACA01 0028
ACA01 0029
G2X01 0010
G2P01 0011
GFA01 0003
DLH01 0032
K2W01 0001
G2P01 0012
G2P01 0013
ACA01 0030
MSR01 0006
ITF01 0031
Page 27 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0353
0354
0355
0356
0357
0358
0359
0360
0361
0362
0363
0364
0365
0366
0367
0368
0369
0370
0371
0372
0373
0375
0376
0377
0378
0379
0380
0381
0382
0383
0384
0385
0386
0387
0388
0389
0390
FSN
0010
0502
0336
0022
0503
0337
0231
0338
0009
0502
0503
0002
0013
0007
0339
0012
0002
0004
0504
0340
0504
0804
0401
0085
0232
0001
0341
0342
0033
0014
0233
0001
0402
0343
0344
0002
0005
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
F-OHMN
VT-EYJ
N336NW
EC-FQY
XA-UCZ
N337NW
C-FMSV
N338NW
N361DA
VT-EYC
I-LINB
TC-ONS
JA8393
SU-GBG
N339NW
N368MX
N369MX
TS-IMF
EI-DFO
N340NW
N304ML
A4O-ED
VT-EYA
F-GHQR
C-FMSX
G-MPCD
N341NW
N342NW
D-AIQR
JA8394
C-FMSY
TC-ONJ
VT-EYB
N343NW
N344NW
G-OZBB
TS-IMG
VERSION RANK
MXA01 0010
K2W01 0002
NWA01 0036
IBE01 0022
K2W01 0003
NWA01 0037
ACA01 0031
NWA01 0038
MXA01 0011
G2P01 0014
G2P01 0015
OHY01 0002
ANA01 0013
MSR01 0007
NWA01 0039
MXA01 0012
TNA01 0002
TAR01 0004
CDN01 0010
NWA01 0040
K2W01 0004
GFA01 0004
MXA01 0013
ITF01 0032
ACA01 0032
G2P01 0016
NWA01 0041
NWA01 0042
DLH01 0033
ANA01 0014
ACA01 0033
OHY01 0001
MXA01 0014
NWA01 0043
NWA01 0044
G2P01 0017
TAR01 0005
Page 28 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0391
0392
0393
0394
0395
0396
0397
0398
0399
0400
0401
0402
0403
0404
0405
0406
0407
0408
0409
0410
0411
0412
0413
0414
0415
0416
0417
0418
0419
0420
0421
0422
0423
0424
0425
0426
0427
FSN
0062
0063
0001
0002
0107
0020
0505
0021
0345
0346
0034
0006
0415
0416
0008
0002
0108
0347
0506
0348
0505
0107
0015
0003
0007
0022
0349
0350
0805
0109
0806
0502
0023
0506
0101
0234
0265
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
EI-DIJ
G-MONX
I-LINF
AP-BGU
CS-TNE
VT-ESA
EK-32001
VT-ESB
N345NW
N346NW
D-AIQS
TS-IMH
C-FNVU
C-FNVV
N405MX
4R-ABB
F-OHGC
N347NW
A4O-EO
N348NW
VT-EYK
D-AIRH
JA8395
I-LING
N415MX
VT-ESC
N349NW
N350NW
A4O-EE
OO-TCM
EI-DNP
6Y-JMB
VT-ESD
G-CRPH
SX-BVA
C-FNNA
N265AV
VERSION RANK
G2P01 0018
G2P01 0019
I2L02 0001
I2L02 0002
G2X01 0011
IAC01 0020
CDN01 0011
IAC01 0021
NWA01 0045
NWA01 0046
DLH01 0034
TAR01 0006
CDN01 0012
CDN01 0013
MXA01 0015
ALK01 0002
G2X01 0012
NWA01 0047
CDN01 0014
NWA01 0048
K2W01 0005
DLH02 0007
ANA01 0015
I2L02 0003
I2L02 0004
IAC01 0022
NWA01 0049
NWA01 0050
GFA01 0005
G2X01 0013
GFA01 0006
I2L01 0002
IAC01 0023
K2W01 0008
K2W01 0009
ACA01 0034
CDN01 0015
Page 29 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0428
0429
0430
0431
0432
0434
0435
0436
0437
0438
0439
0440
0441
0442
0443
0444
0445
0446
0447
0448
0449
0450
0451
0452
0453
0454
0455
0456
0457
0458
0459
0460
0461
0462
0463
0464
0465
FSN
0053
0518
0004
0024
0025
0005
0401
0110
0525
0807
0402
0007
0509
0403
0005
0519
0808
0501
0006
0640
0520
0404
0026
0405
0151
0406
0638
0407
0408
0101
0809
0053
0054
0409
0410
0411
0412
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N428MX
G-BYTH
XA-TXT
VT-ESE
VT-ESF
I-BIXU
N401UA
OO-TCL
G-FTDF
A4O-EG
N402UA
PT-MZN
B-22306
N403UA
AP-BGV
G-FHAJ
A4O-EH
G-OZBJ
N447MX
N640AW
G-JOEM
N404UA
VT-ESG
N405UA
PT-MZM
N406UA
N638AW
N407UA
N408UA
D-AIRA
A4O-EI
TC-OGK
TC-OGL
N409UA
N410UA
N411UA
N412UA
VERSION RANK
I2L01 0003
PAA01 0034
I2L02 0005
IAC01 0024
IAC01 0025
AZA01 0005
UAL01 0001
G2X01 0014
K2W01 0006
GFA01 0007
UAL01 0002
SAA01 0007
K2W01 0007
UAL01 0003
I2L02 0006
PAA01 0035
GFA01 0008
I2L01 0001
I2L02 0007
K2W01 0010
PAA01 0036
UAL01 0004
IAC01 0026
UAL01 0005
K2W01 0011
UAL01 0006
G2P01 0020
UAL01 0007
UAL01 0008
DLH02 0001
GFA01 0009
K2W01 0012
K2W01 0013
UAL01 0009
UAL01 0010
UAL01 0011
UAL01 0012
Page 30 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0466
0467
0468
0469
0470
0471
0472
0473
0474
0475
0476
0477
0478
0479
0480
0482
0483
0484
0485
0486
0487
0488
0489
0490
0491
0492
0493
0494
0495
0496
0497
0498
0499
0500
0501
0502
0503
FSN
0810
0521
0102
0027
0413
0639
0414
0103
0104
0415
0522
0001
0523
0416
0524
0016
0417
0105
0418
0028
0419
0002
0420
0029
0411
0030
0106
0003
0004
0054
0812
0101
0031
0421
0017
0108
0422
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
A4O-EJ
N467RX
D-AIRB
VT-ESH
N413UA
N639AW
N414UA
D-AIRC
D-AIRD
N415UA
G-GTDL
I-BIXA
VT-EYI
N416UA
G-MEDA
JA8396
N417UA
D-AIRE
N418UA
VT-ESI
N419UA
I-BIXE
N420UA
VT-ESJ
F-GJVW
VT-ESK
D-AIRF
I-BIXI
I-BIXO
EC-JIB
A4O-EL
F-GMZA
VT-ESL
N421UA
JA8609
D-AIRK
N422UA
VERSION RANK
GFA01 0010
PAA01 0037
DLH02 0002
IAC01 0027
UAL01 0013
G2P01 0021
UAL01 0014
DLH02 0003
DLH02 0004
UAL01 0015
PAA01 0038
AZA01 0001
PAA01 0039
UAL01 0016
PAA01 0040
ANA01 0016
UAL01 0017
DLH02 0005
UAL01 0018
IAC01 0028
UAL01 0019
AZA01 0002
UAL01 0020
IAC01 0029
I2L01 0004
IAC01 0030
DLH02 0006
AZA01 0003
AZA01 0004
I2L01 0005
GFA01 0012
ITF02 0001
IAC01 0031
UAL01 0021
ANA01 0017
DLH02 0008
UAL01 0022
Page 31 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0504
0505
0506
0507
0508
0509
0510
0511
0512
0513
0514
0515
0516
0517
0518
0519
0520
0521
0522
0523
0524
0525
0526
0527
0528
0529
0530
0531
0532
0533
0534
0535
0537
0538
0539
0540
0541
FSN
0423
0109
0424
0018
0425
0102
0426
0008
0427
0011
0012
0009
0010
0276
0110
0277
0278
0103
0203
0428
0006
0510
0007
0619
0508
0104
0056
0019
0008
0001
0020
0280
0814
0101
0429
0051
0205
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N423UA
D-AIRL
N424UA
JA8654
N425UA
F-GMZB
N426UA
TS-IMI
N427UA
I-BIXL
I-BIXM
I-BIXF
I-BIXG
F-GYAP
D-AIRM
D-ANJA
HB-IOC
F-GMZC
TC-JMA
N428UA
I-BIXB
D-AKNX
I-BIXC
N619AW
6Y-JMA
F-GMZD
D-ANNE
JA8304
I-BIXD
F-GYFK
JA8313
F-GYAN
A4O-EN
B-22601
N429UA
B-2340
TC-JMB
VERSION RANK
UAL01 0023
DLH02 0009
UAL01 0024
ANA01 0018
UAL01 0025
ITF02 0002
UAL01 0026
TAR01 0007
UAL01 0027
AZA01 0011
AZA01 0012
AZA01 0009
AZA01 0010
SWR01 0001
DLH02 0010
SWR01 0002
SWR01 0003
ITF02 0003
SWR01 0004
UAL01 0028
AZA01 0006
I2L01 0006
AZA01 0007
I2L01 0007
I2L01 0008
ITF02 0004
I2L01 0009
ANA01 0019
AZA01 0008
SWR02 0001
ANA01 0020
SWR01 0005
GFA01 0014
TNA02 0001
UAL01 0029
I2L01 0010
SWR01 0006
Page 32 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0542
0543
0544
0545
0546
0547
0548
0549
0550
0551
0552
0553
0554
0555
0556
0557
0558
0559
0560
0561
0562
0563
0564
0565
0566
0567
0568
0569
0570
0571
0572
0573
0574
0575
0576
0577
0578
FSN
0105
0605
0105
0001
0285
0013
0002
0021
0201
0052
0476
0002
0022
0102
0053
0202
0001
0003
0111
0002
0004
0112
0113
0602
0005
0114
0430
0003
0477
0431
0251
0054
0006
0001
0013
0234
0201
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
EI-CUM
N605AW
F-GMZE
TC-JLA
C-GBIP
EK 32009
F-GYFL
JA8300
B-2286
B-2341
OE-LBA
TC-JLH
JA8400
B-22602
B-2342
B-MAB
N981LR
TC-JLI
D-AIRN
N991LR
TC-JLB
D-AIRO
D-AIRP
N602AW
TC-JLC
D-AIRR
N430UA
F-OGYC
OE-LBB
N431UA
C-FYNS
B-6025
TC-JLD
D-ARFE
I-BIXN
HB-IJI
HB-IPV
VERSION RANK
I2L01 0016
I2L01 0017
ITF02 0005
SWR02 0002
ACA02 0028
AAA01 0013
SWR02 0003
ANA01 0021
I2L03 0001
I2L01 0011
AUA01 0001
SWR02 0004
ANA01 0022
TNA02 0002
I2L01 0012
I2L03 0002
TAI01 0001
SWR02 0005
DLH02 0011
TAI01 0002
SWR02 0006
DLH02 0012
DLH02 0013
AEF01 0001
SWR02 0007
DLH02 0014
UAL01 0030
RJA01 0004
AUA01 0002
UAL01 0031
ACA02 0007
I2L01 0013
SWR02 0008
AEF01 0002
AZA01 0013
SWR02 0009
SWR03 0001
Page 33 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0579
0580
0581
0582
0583
0584
0585
0586
0587
0588
0589
0590
0591
0592
0593
0594
0595
0596
0597
0598
0599
0600
0601
0603
0604
0605
0606
0607
0608
0609
0610
0611
0612
0613
0614
0615
0616
FSN
0552
0052
0478
0055
0014
0642
0235
0015
0432
0202
0433
0001
0202
0434
0016
0002
0115
0236
0204
0901
0017
0902
0003
0237
0205
0004
0104
0005
0903
0201
0202
0006
0203
0435
0206
0014
0203
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-AKNY
D-ARFC
OE-LBC
B-6026
I-BIXP
N642AW
HB-IJJ
I-BIXQ
N432UA
F-OOUA
N433UA
S7-ASA
B-2293
N434UA
I-BIXR
S7-ASB
D-AIRS
HB-IJK
B-MAR
F-GPMA
I-BIXS
F-GPMB
S7-ASC
HB-IJL
TC-OAP
S7-ASD
B-22605
S7-ASE
F-GPMC
D-AILA
D-AILB
S7-ASF
HB-IPX
N435UA
TC-OAR
F-OKRM
D-AILC
VERSION RANK
CDN01 0016
AEF01 0003
AUA01 0003
I2L01 0014
AZA01 0014
G2P01 0022
SWR02 0010
AZA01 0015
UAL01 0032
SWR03 0002
UAL01 0033
RGA01 0001
I2L03 0003
UAL01 0034
AZA01 0016
RGA01 0002
DLH02 0015
SWR02 0011
I2L03 0004
ITF03 0001
AZA01 0017
ITF03 0002
RGA01 0003
SWR02 0012
I2L03 0005
RGA01 0004
TNA02 0004
RGA01 0005
ITF03 0003
DLH03 0001
DLH03 0002
RGA01 0006
SWR03 0003
UAL01 0035
I2L03 0006
AAA01 0014
DLH03 0003
Page 34 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0617
0618
0619
0620
0621
0622
0623
0624
0625
0626
0627
0628
0629
0630
0631
0632
0633
0634
0635
0636
0637
0638
0639
0640
0641
0642
0643
0644
0645
0646
0647
0648
0649
0650
0651
0652
0653
FSN
0007
0904
0008
0207
0204
0015
0204
0001
0905
0002
0205
0003
0205
0004
0208
0016
0103
0252
0238
0206
0906
0436
0253
0104
0207
0282
0239
0947
0553
0001
0948
0009
0254
0010
0208
0116
0201
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
S7-ASG
F-GPMD
S7-ASH
B-MAF
HB-IPY
ER-AXV
D-AILD
6Y-JAF
F-GPME
6Y-JAG
D-AILE
6Y-JAI
SU-LBF
6Y-JAJ
B-MAG
EK32010
B-HTF
C-FYIY
HB-IJM
D-AILF
F-GPMF
N436UA
C-FYJB
TC-OGI
D-AILH
F-GYAO
HB-IJN
F-GPMG
D-AKNZ
D-AKNF
F-GPMH
S7-ASI
C-FYJD
S7-ASJ
D-AILI
D-AIRT
F-GRSD
VERSION RANK
RGA01 0007
ITF03 0004
RGA01 0008
I2L03 0007
SWR03 0004
AAA01 0015
DLH03 0004
AJM01 0001
ITF03 0005
AJM01 0002
DLH03 0005
AJM01 0003
SWR03 0005
AJM01 0004
I2L03 0008
AAA01 0016
I2L04 0001
ACA02 0001
SWR02 0013
DLH03 0006
ITF03 0006
UAL01 0036
ACA02 0002
I2L01 0015
DLH03 0007
SWR01 0007
SWR02 0014
ITF03 0007
CDN01 0017
EWG01 0001
ITF03 0008
RGA01 0009
ACA02 0003
RGA01 0010
DLH03 0008
DLH02 0016
G2X03 0001
Page 35 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0654
0655
0656
0657
0658
0659
0660
0661
0662
0663
0664
0665
0666
0667
0668
0669
0670
0671
0672
0673
0674
0675
0676
0677
0678
0679
0680
0681
0682
0683
0684
0685
0686
0687
0688
0689
0690
FSN
0002
0437
0255
0202
0023
0002
0949
0603
0017
0252
0283
0051
0351
0054
0253
0024
0256
0554
0257
0240
0101
0005
0107
0001
0438
0209
0101
0241
0258
0439
0102
0025
0801
0102
0259
0210
0802
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-AKNG
N437UA
C-FYJE
F-GRSE
JA8997
OE-LOE
F-GPMI
N603AW
ER-AXW
TC-OAE
HB-IOH
B-2356
6Y-JMD
OE-LOF
TC-OAF
JA8946
C-FYJG
9A-CTM
C-FYJH
HB-IJO
OK-CEC
F-OHGU
TC-OGJ
G-OOAF
N438UA
D-AILK
SU-GBT
HB-IJP
C-FYJI
N439UA
OK-CED
JA8947
N801UA
SU-GBU
C-FYJP
D-AILL
N802UA
VERSION RANK
EWG01 0002
UAL01 0037
ACA02 0004
G2X03 0002
ANA01 0023
AEF01 0004
ITF03 0009
AEF01 0005
AAA01 0017
I2L04 0002
SWR01 0008
CNW01 0001
I2L04 0003
AEF01 0006
I2L04 0004
ANA01 0024
ACA02 0005
CDN01 0018
ACA02 0006
SWR02 0015
G2Z01 0001
G2Z01 0002
I2L01 0018
LEI01 0001
UAL01 0038
DLH03 0009
MSR02 0001
SWR02 0016
ACA02 0008
UAL01 0039
G2Z01 0003
ANA01 0025
UAL02 0001
MSR02 0002
ACA02 0009
DLH03 0010
UAL02 0002
Page 36 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0691
0692
0693
0694
0695
0696
0697
0698
0699
0700
0701
0702
0703
0704
0705
0706
0707
0709
0710
0711
0712
0713
0714
0715
0716
0717
0718
0719
0720
0721
0722
0723
0724
0725
0726
0727
0728
FSN
0260
0117
0261
0211
0262
0001
0263
0002
0118
0212
0242
0440
0243
0003
0004
0001
0201
0005
0006
0264
0007
0206
0002
0103
0003
0213
0008
0265
0009
0266
0010
0214
0202
0104
0101
0207
0267
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
C-FYKC
D-AIRU
C-FYKR
D-AILM
C-FYKW
B-2343
C-FZUG
B-2345
D-AIRW
D-AILN
HB-IJQ
N440UA
HB-IJR
B-2346
B-2347
RP-C3221
B-2354
B-2459
B-2401
C-FZUH
B-2350
HB-IPU
G-BXKA
SU-GBV
G-BXKB
D-AILP
B-2351
C-FZUJ
B-2352
C-FZUL
B-2353
D-AILR
B-2355
SU-GBW
EK32007
HB-IPT
C-GAPY
VERSION RANK
ACA02 0010
DLH02 0017
ACA02 0011
DLH03 0011
ACA02 0012
CSN01 0001
ACA02 0013
CSN01 0002
DLH02 0018
DLH03 0012
SWR02 0017
UAL01 0040
SWR02 0018
CSN01 0003
CSN01 0004
PAL01 0001
G8E01 0001
CSN01 0005
CSN01 0006
ACA02 0014
CSN01 0007
SWR03 0006
G8E01 0002
MSR02 0003
G8E01 0003
DLH03 0013
CSN01 0008
ACA02 0015
CSN01 0009
ACA02 0016
CSN01 0010
DLH03 0014
G8E01 0004
MSR02 0004
AAA01 0018
SWR03 0007
ACA02 0017
Page 37 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0729
0730
0731
0732
0733
0734
0735
0736
0737
0738
0739
0740
0741
0742
0743
0744
0745
0746
0747
0748
0749
0750
0751
0752
0753
0754
0755
0756
0757
0758
0759
0760
0761
0762
0763
0764
0765
FSN
0215
0005
0105
0268
0201
0208
0006
0269
0007
0216
0001
0270
0202
0271
0002
0217
0003
0106
0203
0803
0008
0001
0441
0272
0004
0052
0002
0051
0273
0152
0804
0109
0007
0647
0051
0009
0018
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-AILS
G-BXKC
B-22606
C-GAQL
N451TA
HB-IPS
G-BXKD
C-GAQX
I-EEZH
D-AILT
9V-VLC
C-GAQZ
N452TA
C-GARG
9V-VLD
D-AILU
RP-C3223
B-22607
N453TA
N803UA
I-EEZI
CS-TTA
N441UA
C-GARJ
RP-C3224
B-2357
CS-TTB
B-HSD
C-GARO
PT-MZV
N804UA
AP-BGW
F-GTAF
N647AW
CS-TTC
TC-OGE
I-BIXT
VERSION RANK
DLH03 0015
G8E01 0005
TNA02 0005
ACA02 0018
TAI02 0001
SWR03 0008
G8E01 0006
ACA02 0019
G8E01 0007
DLH03 0016
AES01 0001
ACA02 0020
TAI02 0002
ACA02 0021
AES01 0002
DLH03 0017
PAL01 0003
TNA02 0006
TAI02 0003
UAL02 0003
G8E01 0008
TAP01 0001
UAL01 0041
ACA02 0022
PAL01 0004
CNW01 0002
TAP01 0002
I2L05 0001
ACA02 0023
S2A01 0001
UAL02 0004
I2L05 0002
G2Z01 0004
S2A01 0002
TAP01 0003
G8E01 0009
AZA01 0018
Page 38 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0766
0767
0768
0769
0770
0771
0772
0773
0774
0775
0776
0777
0778
0779
0780
0781
0782
0783
0784
0785
0786
0787
0788
0789
0790
0791
0792
0793
0794
0795
0796
0797
0798
0799
0800
0801
0802
FSN
0351
0001
0426
0274
0648
0001
0001
0275
0001
0352
0427
0131
0352
0276
0442
0101
0244
0805
0052
0277
0353
0151
0806
0204
0052
0003
0204
0002
0003
0555
0132
0428
0807
0002
0278
0354
0051
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N351NW
9A-CTG
OE-LBN
C-GBHM
N648AW
HL7588
B-2360
C-GBHN
D-AICA
6Y-JME
OE-LBO
F-GTAD
N352NW
C-GBHO
N442UA
G-OOAH
HB-IJS
N805UA
B-HSE
C-GBHR
N353NW
TC-OAI
N806UA
VN-A168
CS-TTD
B-22310
I-LIVD
D-AICB
D-AKNH
CS-TKJ
F-GTAE
OE-LBP
N807UA
B-2361
C-GBHY
N354NW
JA101A
VERSION RANK
NWA02 0001
CTN01 0001
AUA02 0001
ACA02 0024
S2A01 0003
AAR01 0001
G8E01 0010
ACA02 0025
CFG01 0001
I2L04 0005
AUA02 0002
AFR02 0001
NWA02 0002
ACA02 0026
UAL01 0042
G8E02 0001
SWR02 0019
UAL02 0005
I2L05 0003
ACA02 0027
NWA02 0003
AEF02 0001
UAL02 0006
TAI02 0004
TAP01 0004
TNA03 0001
AEF02 0002
CFG01 0002
EWG01 0003
I2L05 0004
AFR02 0002
AUA02 0003
UAL02 0007
G8E01 0011
ACA02 0029
NWA02 0004
ANA02 0001
Page 39 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0803
0804
0805
0806
0807
0808
0809
0810
0811
0812
0813
0814
0815
0816
0817
0818
0819
0820
0821
0822
0823
0824
0825
0826
0827
0828
0829
0830
0831
0832
0833
0834
0835
0836
0837
0838
0839
FSN
0649
0808
0111
0251
0355
0002
0003
0252
0052
0001
0279
0556
0501
0053
0280
0356
0019
0443
0003
0004
0003
0444
0809
0445
0284
0003
0281
0357
0282
0358
0002
0446
0001
0447
0004
0053
0003
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N649AW
N808UA
B-MAH
TC-JMC
N355NW
F-GUAA
D-AICC
TC-JMD
JA102A
B-HSG
C-GBHZ
EI-DJH
EI-CPC
B-HSF
C-GBIA
N356NW
I-BIXV
N443UA
CS-TTE
B-22311
F-HBAB
N444UA
N809UA
N445UA
F-GYAQ
B-2362
C-GBIJ
N357NW
C-GBIK
N358NW
9A-CTH
N446UA
G-MIDC
N447UA
CS-TTF
B-2358
HA-LPA
VERSION RANK
S2A01 0004
UAL02 0008
I2L05 0005
BMA01 0001
NWA02 0005
G2Z01 0005
CFG01 0003
BMA01 0002
ANA02 0002
HDA01 0001
ACA02 0030
I2L05 0006
I2L04 0006
I2L05 0007
ACA02 0031
NWA02 0006
AZA01 0019
UAL01 0043
TAP01 0005
TNA03 0002
G2Z01 0006
UAL01 0044
UAL02 0009
UAL01 0045
SWR01 0009
G8E01 0012
ACA02 0032
NWA02 0007
ACA02 0033
NWA02 0008
CTN01 0002
UAL01 0046
BMA03 0001
UAL01 0047
TAP01 0006
CNW01 0003
AES01 0003
Page 40 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0840
0841
0842
0843
0844
0845
0846
0847
0848
0849
0850
0851
0852
0853
0854
0855
0856
0857
0858
0859
0860
0861
0862
0863
0864
0865
0866
0867
0868
0869
0870
0871
0872
0873
0874
0875
0876
FSN
0283
0502
0448
0810
0102
0284
0359
0811
0020
0011
0812
0449
0002
0218
0054
0002
0650
0001
0813
0012
0219
0103
0814
0104
0002
0451
0651
0815
0105
0101
0245
0816
0001
0817
0205
0220
0203
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
C-GBIM
EI-CPD
N448UA
N810UA
N102UW
C-GBIN
N359NW
N811UA
I-BIXZ
B-2365
N812UA
N449UA
G-OOAE
D-AILW
B-2359
HL7589
N650AW
EP-MSJ
N813UA
B-2366
D-AILX
N103US
N814UA
N104UW
G-MIDE
N451UA
N651AW
N815UA
N105UW
TS-IMJ
CS-TQD
N816UA
9V-SLA
N817UA
EI-TAE
D-AILY
B-2376
VERSION RANK
ACA02 0034
I2L04 0007
UAL01 0048
UAL02 0010
USA02 0002
ACA02 0035
NWA02 0009
UAL02 0011
AZA01 0020
CSN01 0011
UAL02 0012
UAL01 0049
LEI01 0002
DLH03 0018
CNW01 0004
AAR01 0002
S2A01 0005
UAL01 0050
UAL02 0013
CSN01 0012
DLH03 0019
USA02 0003
UAL02 0014
USA02 0004
BMA01 0003
UAL01 0051
S2A01 0006
UAL02 0015
USA02 0005
TAR02 0001
SWR02 0020
UAL02 0016
SLK01 0001
UAL02 0017
TAI02 0005
DLH03 0020
CJG01 0001
Page 41 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0877
0878
0879
0880
0881
0882
0883
0884
0885
0886
0887
0888
0889
0890
0891
0892
0893
0894
0895
0896
0897
0898
0899
0900
0901
0902
0903
0904
0905
0906
0907
0908
0909
0910
0911
0912
0913
FSN
0054
0101
0001
0102
0013
0818
0004
0004
0700
0001
0119
0002
0801
0701
0285
0004
0819
0005
0014
0702
0055
0820
0002
0015
0120
0057
0360
0703
0006
0005
0361
0001
0056
0001
0362
0058
0001
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
B-HSH
B-2370
EC-GZD
TS-IMK
B-2367
N818UA
B-2363
D-AICD
N700UW
YK-AKA
D-AIRX
F-HBAC
N801AW
N701UW
F-GYAR
HA-LPC
N819UA
D-AICE
B-2368
N702UW
B-2372
N820UA
9V-SLB
B-2369
D-AIRY
B-6049
N360NW
N703UW
D-AICF
CS-TTG
N361NW
B-MAJ
B-2375
A6-ESH
N362NW
B-2348
G-OMAK
VERSION RANK
I2L05 0008
CSC01 0001
G8E01 0013
TAR02 0002
CSN01 0013
UAL02 0018
G8E01 0014
CFG01 0004
USA01 0001
SYR01 0001
DLH02 0019
G8E01 0015
AWE02 0001
USA01 0002
SWR01 0010
AES01 0004
UAL02 0019
CFG01 0005
CSN01 0014
USA01 0003
CNW01 0005
UAL02 0020
SLK01 0002
CSN01 0015
DLH02 0020
TAI02 0006
NWA02 0010
USA01 0004
CFG01 0006
TAP01 0007
NWA02 0011
AMU01 0001
CNW01 0006
M4G01 0001
NWA02 0012
TAI02 0007
K9G01 0001
Page 42 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0914
0915
0916
0917
0918
0919
0920
0921
0922
0923
0924
0925
0926
0927
0928
0929
0930
0931
0932
0933
0934
0935
0936
0937
0938
0939
0940
0941
0942
0943
0944
0945
0946
0947
0948
0949
0950
FSN
0005
0102
0001
0006
0002
0001
0479
0204
0704
0363
0802
0101
0001
0001
0007
0705
0055
0803
0008
0007
0201
0480
0101
0001
0976
0057
0021
0001
0701
0009
0821
0101
0706
0702
0822
0707
0016
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
B-2201
B-2371
D-ANNA
CS-TTH
YK-AKB
B-2373
OE-LBD
B-2377
N704US
N363NW
N802AW
B-2202
EI-CPE
A7-AAG
A7-ABR
N705UW
B-HSI
N803AW
VT-ADX
CS-TTI
G-MIDZ
OE-LBE
N101UW
SU-LBC
F-GRHA
B-2378
I-BIXH
OH-LZA
HB-IHX
VT-ADY
N821UA
CS-TNG
N706US
HB-IHY
N822UA
N707UW
B-2391
VERSION RANK
G8E01 0016
CSC01 0002
TAI02 0008
TAP01 0008
SYR01 0002
CSC02 0001
AUA03 0001
CJG01 0002
USA01 0005
NWA02 0013
AWE02 0002
G8E01 0017
EIN01 0001
QAF01 0001
S2A01 0007
USA01 0006
I2L05 0009
AWE02 0003
S2A01 0008
TAP01 0009
BMA02 0001
AUA03 0002
USA02 0001
TAS01 0001
AFR03 0001
CNW01 0007
AZA01 0021
FIN01 0001
EDW01 0001
S2A01 0009
UAL02 0021
TAP02 0001
USA01 0007
EDW01 0002
UAL02 0022
USA01 0008
CSN01 0016
Page 43 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0951
0952
0953
0954
0955
0956
0957
0958
0959
0960
0961
0962
0963
0964
0965
0966
0967
0968
0969
0970
0971
0972
0973
0974
0975
0976
0977
0978
0979
0980
0981
0982
0983
0984
0985
0986
0987
FSN
0101
0823
0652
0152
0452
0001
0007
0009
0022
0151
0002
0364
0053
0365
0824
0017
0058
0103
0003
0101
0008
0708
0401
0104
0010
0001
0010
0015
0053
0825
0366
0102
0101
0059
0951
0060
0286
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
I-BIKA
N823UA
N652AW
TC-OAK
N452UA
VN-A343
D-AICG
TS-IML
I-BIXJ
CS-TNH
OH-LZB
N364NW
JA103A
N365NW
N824UA
B-2392
B-2379
G-MIDH
9V-SLC
TS-IQA
D-AICH
N708UW
F-GRSI
G-MIDI
TS-IMM
PT-MZA
VT-ADZ
TC-OGF
CS-TTJ
N825UA
N366NW
CS-TNI
G-MARA
B-2205
F-GRHB
B-2206
HB-IOK
VERSION RANK
AZA02 0001
UAL02 0023
AWE03 0001
AEF02 0003
UAL01 0052
AFR02 0003
CFG01 0007
TAR03 0001
AZA01 0022
TAP02 0002
FIN01 0002
NWA02 0014
ANA02 0003
NWA02 0015
UAL02 0024
CSN01 0017
CNW01 0008
BMA01 0004
SLK01 0003
SAB01 0001
CFG01 0008
USA01 0009
I2L05 0010
BMA01 0005
TAR03 0002
TAM01 0001
S2A01 0010
G8E01 0018
TAP01 0010
UAL02 0025
NWA02 0016
TAP02 0003
MON01 0001
CNW01 0009
AFR03 0002
CNW01 0010
SWR01 0011
Page 44 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
0988
0989
0990
0991
0992
0993
0994
0995
0996
0997
0998
0999
1000
1001
1002
1003
1004
1005
1006
1007
1008
1009
1010
1011
1012
1013
1014
1015
1016
1017
1018
1019
1020
1021
1022
1023
1024
FSN
0367
0826
0003
0503
0007
0101
0418
0102
0368
0709
0977
0102
0978
0453
0901
0653
0153
0102
0102
0056
0054
0151
0002
0369
0503
0002
0202
0102
0004
0103
0209
0710
0952
0201
0827
0002
0102
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N367NW
N826UA
EI-DIU
EI-CPF
TC-JLE
B-HTD
B-2416
TS-IQB
N368NW
N709UW
F-GRHC
I-BIKE
F-GRHD
N453UA
TC-ANA
N653AW
TC-OAL
B-2203
EC-IXY
B-6027
JA104A
9A-CTJ
PT-MZB
N369NW
TC-KTY
B-2397
G-MIDY
G-OJEG
D-AKNI
F-OIVU
HB-IPR
N710UW
F-GRHE
EC-HUH
N827UA
EI-CPG
B-HTE
VERSION RANK
NWA02 0017
UAL02 0026
AEF01 0007
I2L04 0008
IBE03 0001
I2L04 0009
IBE03 0002
SAB01 0002
NWA02 0018
USA01 0010
AFR03 0003
AZA02 0002
AFR03 0004
UAL01 0053
G4I01 0001
AWE03 0002
AEF02 0004
G8E01 0019
G8E02 0002
TAI02 0009
ANA02 0004
CTN02 0001
TAM01 0002
NWA02 0019
SAB01 0003
CSC02 0002
BMA02 0002
MON01 0002
EWG01 0004
G8E02 0003
SWR03 0009
USA01 0011
AFR03 0005
IBE04 0001
UAL02 0027
EIN01 0002
I2L04 0010
Page 45 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
1035
1036
1037
1038
1039
1040
1041
1042
1043
1044
1045
1046
1047
1048
1049
1050
1051
1052
1053
1054
1055
1056
1057
1058
1059
1060
1061
FSN
0953
0703
0202
0201
0003
0202
0828
0003
0711
0008
0018
0954
0370
0712
0019
0713
0061
0055
0804
0106
0003
0714
0102
0551
0805
0654
0715
0107
0001
0008
0716
0806
0020
0501
0103
0051
0108
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
F-GRHF
HB-IHZ
EC-HUI
B-2207
9A-CTI
B-2209
N828UA
YK-AKC
N711UW
CS-TTK
B-2393
F-GRHG
N370NW
N712US
B-2395
N713UW
B-2211
JA105A
N804AW
N106US
G-MIDJ
N714US
EC-HAF
EI-DFP
N805AW
N654AW
N715UW
N107US
D-ADNA
TC-JLG
N716UW
N806AW
B-2396
N301NB
EC-HAG
HL7590
N108UW
VERSION RANK
AFR03 0006
EDW01 0003
IBE04 0002
CES01 0001
CTN01 0003
CES01 0002
UAL02 0028
SYR01 0003
USA01 0012
TAP01 0011
CSN01 0018
AFR03 0007
NWA02 0020
USA01 0013
CSN01 0019
USA01 0014
CNW01 0011
ANA02 0005
AWE02 0004
USA02 0006
BMA03 0002
USA01 0015
IBE03 0003
SAB02 0001
AWE02 0005
AWE03 0003
USA01 0016
USA02 0007
L4C01 0001
SAB03 0001
USA01 0017
AWE02 0006
CSN01 0020
NWA03 0001
IBE03 0004
AAR02 0001
USA02 0008
Page 46 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1062
1063
1064
1065
1066
1067
1068
1069
1070
1071
1072
1073
1074
1075
1076
1077
1078
1079
1080
1081
1082
1083
1084
1085
1086
1087
1088
1089
1090
1091
1092
1093
1094
1095
1096
1097
1098
FSN
0502
0005
0807
0109
0301
0105
0101
0717
0203
0503
0103
0101
0101
0655
0004
0001
0504
0656
0151
0602
0001
0657
0002
0005
0553
0152
0808
0003
0505
0506
0003
0104
0003
0721
0004
0722
0102
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N302NB
RP-C3225
N807AW
N109UW
N471TA
EC-HDK
F-GYFM
N717UW
B-2208
N303NB
B-2400
OH-LVA
9V-SBA
N655AW
YK-AKD
D-AKNK
N304NB
N656AW
D-AISB
G-MRJK
G-EUPA
N657AW
D-AKNL
YK-AKE
F-GYFN
EC-HDN
N808AW
D-AKNM
N305NB
N306NB
PT-MZC
B-2399
EI-CPH
N721UW
PT-MZD
N722US
9V-SBB
VERSION RANK
NWA03 0002
IBE03 0005
AWE02 0007
USA02 0009
TAI03 0001
IBE03 0006
SAB02 0002
USA01 0018
CES01 0003
NWA03 0003
G8E01 0020
FIN02 0001
SLK02 0001
AWE03 0004
SYR01 0004
USA01 0019
NWA03 0004
AWE03 0005
DLH04 0001
SAB03 0002
BAW01 0001
AWE03 0006
USA01 0020
SYR01 0005
SAB02 0003
IBE03 0007
AWE02 0008
USA01 0021
NWA03 0005
NWA03 0006
TAM01 0003
G8E01 0021
EIN01 0003
USA01 0022
TAM01 0004
USA01 0023
SLK02 0002
Page 47 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1099
1100
1101
1102
1103
1104
1105
1106
1107
1108
1109
1110
1111
1112
1113
1114
1115
1116
1117
1118
1119
1120
1121
1122
1123
1124
1125
1126
1127
1128
1129
1130
1131
1133
1134
1135
1136
FSN
0106
0009
0107
0554
0005
0454
0455
0010
0102
0105
0723
0658
0809
0110
0302
0111
0002
0810
0006
0003
0108
0011
0001
0724
0503
0555
0031
0507
0012
0456
0508
0005
0509
0133
0112
0725
0004
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
EC-HDO
CS-TTL
EC-HDP
EI-DEY
PT-MZE
N454UA
N455UA
CS-TTM
OH-LVB
B-2398
N723UW
N658AW
N809AW
N110UW
N472TA
N111US
G-EUPB
N810AW
YK-AKF
G-EUPC
EC-HDT
CS-TTN
TS-INA
N724UW
N503JB
F-OHJY
I-EEZK
N307NB
CS-TTO
N456UA
N308NB
EC-IMU
N309NB
F-GTAH
N112US
N725UW
D-AKNN
VERSION RANK
IBE03 0008
TAP01 0012
IBE03 0009
SAB02 0004
TAM01 0005
UAL01 0054
UAL01 0055
TAP01 0013
FIN02 0002
G8E01 0022
USA01 0024
I2L07 0001
AWE02 0009
USA02 0010
TAI03 0002
USA02 0011
BAW01 0002
AWE02 0010
SYR01 0006
BAW01 0003
IBE03 0010
TAP01 0014
LBT01 0001
USA01 0025
S2A01 0011
SAB02 0005
SWR04 0001
NWA03 0007
TAP01 0015
UAL01 0056
NWA03 0008
G8E03 0001
NWA03 0009
AFR02 0004
USA02 0012
USA01 0026
USA01 0027
Page 48 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1137
1138
1139
1140
1141
1142
1143
1144
1145
1146
1147
1148
1149
1150
1151
1152
1153
1154
1155
1156
1157
1158
1159
1160
1161
1163
1164
1165
1166
1167
1168
1169
1170
1171
1172
1173
1174
FSN
0429
0103
0006
0303
0113
0004
0101
0287
0102
0457
0005
0114
0510
0430
0955
0266
0004
0351
0006
0504
0002
0102
0304
0557
0152
0458
0511
0013
0659
0512
0104
0979
0007
0115
0005
0505
0005
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
OE-LBQ
I-BIKI
PT-MZF
N473TA
N113UW
G-EUPD
PT-MZG
HB-IOL
F-GYJM
N457UA
D-AKNO
N114UW
N310NB
OE-LBR
F-GRHH
N266AV
G-MIDK
EC-HGR
D-AKNP
N504JB
MM-62174
PT-MZH
N474TA
OO-SSG
D-AISC
N458UA
N311NB
CS-TTP
N659AW
N312NB
I-BIKO
F-GRHI
D-AKNQ
N115US
D-AKNJ
N505JB
G-MIDL
VERSION RANK
AUA02 0004
AZA02 0003
TAM01 0006
TAI03 0003
USA02 0013
BAW01 0004
TAM02 0001
SWR01 0012
SAB02 0006
UAL01 0057
USA01 0028
USA02 0014
NWA03 0010
AUA02 0005
AFR03 0008
G8E03 0002
BMA01 0006
I2L08 0001
USA01 0029
I2L09 0001
G4I01 0002
TAM02 0002
TAI03 0004
SAB02 0007
DLH04 0002
UAL01 0058
NWA03 0011
TAP01 0016
AWE03 0007
NWA03 0012
AZA02 0004
AFR03 0009
USA01 0030
USA02 0015
EWG01 0005
S2A01 0012
BMA01 0007
Page 49 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1175
1176
1177
1178
1180
1181
1182
1183
1184
1185
1187
1188
1189
1190
1191
1192
1193
1194
1195
1196
1197
1198
1199
1200
1201
1202
1203
1204
1205
1206
1207
1208
1209
1210
1211
1212
1213
FSN
0051
0980
0301
0812
0352
0103
0730
0203
0108
0003
0011
0153
0431
0956
0514
0459
0005
0012
0001
0604
0006
0267
0154
0153
0981
0151
0732
0056
0733
0104
0006
0154
0008
0116
0829
0001
0101
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
TS-INB
F-GRHJ
G-MIDX
N812AW
EC-HGS
CS-TNJ
N730US
G-MIDW
OH-LVH
OH-LZC
TS-IMN
D-AISD
OE-LBS
F-GRHK
N314NB
N459UA
G-EUPE
G-MEDE
N583NK
N604AW
G-EUPF
N267AV
D-ARFB
EC-HGY
F-GRHL
EP-AGB
N732US
JA106A
N733UW
CS-TNK
G-MIDM
EC-HGZ
D-AKNR
N116US
N829UA
VP-CVX
6Y-JMF
VERSION RANK
G8E03 0003
AFR03 0010
BMA02 0003
AWE02 0011
I2L08 0002
TAP02 0004
USA01 0031
BMA02 0004
SAB02 0008
FIN01 0003
TAR03 0003
DLH04 0003
AUA02 0006
AFR03 0011
NWA03 0014
UAL03 0001
BAW01 0005
S2A01 0013
AEF02 0005
S2A01 0014
BAW01 0006
G8E03 0004
AEF02 0006
IBE03 0011
AFR03 0012
S2A03 0001
USA01 0032
ANA02 0006
USA01 0033
TAP02 0005
BMA03 0003
IBE03 0012
USA01 0034
USA02 0016
UAL04 0001
C8J01 0001
G8E03 0005
Page 50 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1214
1215
1216
1217
1218
1219
1220
1221
1222
1223
1224
1225
1226
1227
1228
1229
1230
1231
1232
1233
1234
1235
1236
1237
1238
1239
1240
1241
1242
1243
1245
1246
1247
1248
1249
1250
1251
FSN
0154
0001
0982
0105
0155
0201
0023
0155
0007
0813
0117
0008
0106
0057
0103
0109
0515
0105
0009
0202
0660
0506
0010
0152
0103
0011
0507
0004
0201
0830
0737
0103
0353
0460
0516
0104
0104
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-AISE
G-TTOA
F-GRHM
I-BIKU
D-ARFA
TC-JME
I-BIXK
EC-HHA
G-EUPG
N813AW
N117UW
G-EUPH
I-BIKB
JA107A
9V-SBC
EC-HSE
N315NB
CS-TNL
G-EUPJ
TC-JMF
N660AW
N506JB
G-EUPK
9A-CTK
G-DHJH
G-EUPL
N507JB
OH-LZD
EI-CVA
N830UA
N737US
PT-MZI
EC-HGT
N460UA
N316NB
G-NIKO
PT-MZJ
VERSION RANK
DLH04 0004
S2A04 0001
AFR03 0013
AZA02 0005
AEF02 0007
G8E04 0001
AZA01 0023
IBE03 0013
BAW01 0007
I2L06 0001
USA02 0017
BAW01 0008
AZA02 0006
ANA02 0007
SLK02 0003
IBE03 0014
NWA03 0015
TAP02 0006
BAW01 0009
G8E04 0002
AWE03 0008
I2L09 0002
BAW01 0010
CTN02 0002
G8E04 0003
BAW01 0011
J3K01 0001
FIN01 0004
EIN02 0001
UAL04 0002
USA01 0035
TAM02 0003
I2L08 0003
UAL03 0002
NWA03 0016
G8E04 0004
TAM02 0004
Page 51 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1252
1253
1254
1255
1256
1257
1258
1260
1261
1262
1263
1264
1265
1266
1267
1268
1269
1270
1271
1272
1273
1274
1275
1276
1277
1279
1280
1281
1282
1283
1284
1285
1286
1287
1288
1289
1290
FSN
0004
0002
0738
0110
0001
0508
0012
0155
0013
0111
0739
0118
0740
0461
0957
0119
0741
0509
0958
0462
0156
0662
0742
0001
0009
0014
0510
0814
0463
0559
0661
0151
0120
0744
0113
0745
0464
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
9A-CTL
B-HSJ
N738US
EC-HSF
F-GSVU
N508JB
G-EUPM
D-AISF
G-EUPN
EC-HYC
N739US
N118US
N740UW
N461UA
F-GRHN
N119US
N741UW
N509JB
F-GRHO
N462UA
D-AISG
N662AW
N742US
EC-HPM
D-AKNS
G-EUPO
N510JB
N814AW
N463UA
EI-DEZ
N661AW
B-2331
N120US
N744US
EC-HYD
N745UW
N464UA
VERSION RANK
CTN01 0004
HDA01 0002
USA01 0036
IBE03 0015
C8J01 0002
J3K01 0002
BAW01 0012
DLH04 0005
BAW01 0013
IBE03 0016
USA01 0037
USA02 0018
USA01 0038
UAL03 0003
AFR03 0014
USA02 0019
USA01 0039
J3K01 0003
AFR03 0015
UAL03 0004
DLH04 0006
AWE03 0009
USA01 0040
JKK01 0001
USA01 0041
BAW01 0014
J3K01 0004
I2L06 0002
UAL03 0005
SAB02 0009
AWE03 0010
G8E05 0001
USA02 0020
USA01 0042
IBE03 0018
USA01 0043
UAL03 0006
Page 52 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1291
1292
1293
1294
1295
1296
1297
1298
1299
1300
1301
1302
1303
1304
1305
1306
1307
1309
1310
1311
1312
1313
1314
1315
1316
1317
1318
1319
1320
1321
1323
1324
1325
1326
1327
1328
1329
FSN
0831
0114
0052
0121
0015
0205
0746
0122
0134
0210
0747
0516
0152
0001
0560
0001
0201
0103
0123
0748
0204
0749
0124
0750
0062
0751
0115
0752
0002
0832
0815
0517
0518
0753
0517
0754
0016
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N831UA
EC-HUJ
HL7549
N121UW
G-EUPP
B-2210
N746UW
N122US
F-GTAI
N461TA
N747UW
N516JB
B-2332
CC-COC
EI-DFA
G-OOAP
CS-TJE
OH-LVC
N123UW
N748UW
B-2335
N749US
N124US
N750UW
B-2212
N751UW
EC-HUK
N752US
G-OOAR
N832UA
N815AW
N317NB
N318NB
N753US
N517JB
N754UW
G-EUPR
VERSION RANK
UAL04 0003
IBE03 0019
AAR02 0002
USA02 0021
BAW01 0015
CJG01 0003
USA01 0044
USA02 0022
AFR02 0005
TAI04 0001
USA01 0045
J3K01 0005
G8E05 0002
LAN01 0001
SAB02 0010
C9G01 0001
TAP03 0001
FIN02 0003
USA02 0023
USA01 0046
CES01 0004
USA01 0047
USA02 0024
USA01 0048
CNW01 0012
USA01 0049
IBE03 0020
USA01 0050
C9G01 0002
UAL04 0004
AWE02 0012
NWA03 0017
NWA03 0018
USA01 0051
J3K01 0006
USA01 0052
BAW01 0016
Page 53 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1330
1331
1332
1333
1334
1335
1336
1337
1338
1339
1340
1341
1342
1343
1344
1345
1346
1347
1348
1349
1350
1351
1352
1353
1354
1355
1356
1357
1358
1359
1360
1361
1362
1363
1364
1365
1366
FSN
0205
0755
0002
0002
0211
0001
0561
0035
0017
0212
0756
0465
0757
0466
0959
0063
0519
0116
0758
0101
0816
0003
0104
0213
0760
0004
0101
0206
0762
0467
0763
0207
0354
0468
0109
0036
0051
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
B-2336
N755US
CC-COD
EC-HQZ
N462TA
A7-HHJ
OO-SSK
D-AIQT
G-EUPS
N463TA
N756US
N465UA
N757UW
N466UA
F-GRHP
B-2213
N319NB
EC-HUL
N758US
EC-HRP
N816AW
CC-COE
OH-LVD
N464TA
N760US
CC-COF
HL7594
B-2337
N762US
N467UA
N763US
B-2338
EC-HKO
N468UA
OH-LVI
D-AIQU
EC-HRG
VERSION RANK
CES01 0005
USA01 0053
LAN01 0002
JKK01 0002
TAI04 0002
C8J01 0003
SAB02 0011
DLH05 0001
BAW01 0017
TAI04 0003
USA01 0054
UAL03 0007
USA01 0055
UAL03 0008
AFR03 0016
CNW01 0013
NWA03 0019
IBE03 0021
USA01 0056
JKK02 0001
AWE02 0013
LAN01 0003
FIN02 0004
TAI04 0004
USA01 0057
LAN01 0004
C9G02 0001
CES01 0006
USA01 0058
UAL03 0009
USA01 0059
CES01 0007
I2L08 0004
UAL03 0010
SAB02 0012
DLH05 0002
I2L10 0001
Page 54 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1367
1368
1369
1370
1371
1372
1373
1374
1375
1376
1377
1378
1379
1380
1381
1382
1383
1384
1385
1386
1387
1388
1389
1390
1391
1392
1393
1394
1395
1396
1397
1398
1399
1400
1401
1402
1403
FSN
0037
0105
0764
0603
0765
0051
0817
0214
0818
0106
0153
0766
0156
0018
0009
0767
0204
0019
0101
0154
0432
0563
0768
0102
0769
0520
0770
0202
0819
0157
0820
0519
0202
0215
0833
0010
0161
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-AIQW
PT-MZK
N764US
G-OZBK
N765US
SU-LBD
N817AW
N465TA
N818AW
PT-MZL
B-2333
N766US
EC-HQG
G-EUPT
D-AICI
N767UW
G-MIDV
G-EUPU
D-ALTB
B-2334
OE-LBT
OO-SSM
N768US
EI-DKG
N769US
N320NB
N770UW
EI-CVB
N819AW
EC-HQI
N820AW
N519JB
CS-TJF
N470TA
N833UA
D-AICJ
N161UW
VERSION RANK
DLH05 0003
TAM02 0005
USA01 0060
SAB03 0003
USA01 0061
G8E03 0006
AWE02 0014
TAI04 0005
AWE02 0015
TAM02 0006
G8E05 0003
USA01 0062
IBE03 0022
BAW01 0018
CFG01 0009
USA01 0063
BMA02 0005
BAW01 0019
C9G03 0001
G8E05 0004
AUA02 0007
SAB02 0013
USA01 0064
G8E03 0007
USA01 0065
NWA03 0020
USA01 0066
EIN02 0002
AWE02 0016
IBE03 0023
AWE02 0017
I2L09 0003
TAP03 0002
TAI04 0006
UAL04 0005
CFG01 0010
USA03 0001
Page 55 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1404
1405
1406
1407
1408
1409
1410
1411
1412
1413
1414
1415
1416
1417
1418
1419
1420
1421
1422
1423
1424
1425
1426
1427
1428
1429
1430
1431
1432
1433
1434
1435
1436
1437
1438
1439
1440
FSN
0960
0201
0821
0302
0002
0469
0822
0014
0162
0009
0521
0961
0011
0163
0205
0663
0834
0156
0004
0020
0303
0164
0835
0470
0101
0564
0158
0165
0471
0102
0522
0472
0166
0012
0003
0001
0021
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
F-GRHQ
OH-LXA
N821AW
G-MIDU
N584NK
N469UA
N822AW
G-ERAA
N162UW
TC-JLF
N321NB
F-GRHR
D-AICK
N163US
G-MIDT
N663AW
N834UA
TC-OAN
9V-SLD
G-EUPV
G-MIDS
N164UW
N835UA
N470UA
G-TTIA
N429MX
EC-HQJ
N165US
N471UA
G-TTIB
N322NB
N472UA
N166US
D-AICL
N585NK
OK-GEA
G-EUPW
VERSION RANK
AFR03 0017
FIN03 0001
AWE02 0018
BMA02 0006
AEF02 0008
UAL03 0011
AWE02 0019
S2A05 0001
USA03 0002
S2A06 0001
NWA03 0021
AFR03 0018
CFG01 0011
USA03 0003
BMA02 0007
AWE03 0011
UAL04 0006
AEF02 0009
SLK01 0004
BAW01 0020
BMA02 0008
USA03 0004
UAL04 0007
UAL03 0012
BAW02 0001
SAB02 0014
IBE03 0024
USA03 0005
UAL03 0013
BAW02 0002
NWA03 0022
UAL03 0014
USA03 0006
CFG01 0012
AEF02 0010
S2A06 0002
BAW01 0021
Page 56 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1441
1442
1443
1444
1445
1446
1447
1448
1449
1450
1451
1452
1453
1454
1455
1456
1457
1458
1459
1460
1461
1462
1463
1464
1465
1466
1467
1468
1469
1470
1471
1472
1473
1474
1475
1476
1477
FSN
0151
0167
0203
0962
0022
0520
0168
0107
0963
0002
0105
0521
0523
0159
0169
0524
0108
0481
0004
0836
0160
0170
0823
0522
0171
0023
0204
0001
0473
0202
0983
0172
0109
0837
0474
0135
0838
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-ALTC
N167US
EI-CVC
F-GRHS
G-EUPX
N520JB
N168US
I-BIKC
F-GRHT
OK-GEB
TC-KTC
N521JB
N323NB
EC-HQK
N169UW
N324NB
I-BIKD
OE-LBF
OE-LOR
N836UA
EC-HQL
N170US
N823AW
N522JB
N171US
G-EUPY
EI-CVD
0001
N473UA
OH-LXB
F-GRHU
N172US
I-BIKF
N837UA
N474UA
F-GTAJ
N838UA
VERSION RANK
G8E03 0008
USA03 0007
EIN02 0003
AFR03 0019
BAW01 0022
I2L09 0004
USA03 0008
AZA02 0007
AFR03 0020
S2A06 0003
G8E04 0005
I2L09 0005
NWA03 0023
IBE03 0025
USA03 0009
NWA03 0024
AZA02 0008
AUA04 0001
AEF01 0008
UAL04 0008
IBE03 0026
USA03 0010
I2L06 0003
I2L09 0006
USA03 0011
BAW01 0023
EIN02 0004
C8J01 0004
UAL03 0015
FIN03 0002
AFR03 0021
USA03 0012
AZA02 0009
UAL04 0009
UAL03 0016
AFR02 0006
UAL04 0010
Page 57 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1478
1479
1480
1481
1482
1483
1484
1486
1487
1488
1489
1490
1491
1492
1493
1494
1495
1496
1497
1498
1499
1500
1501
1502
1503
1504
1505
1506
1507
1508
1509
1510
1511
1512
1513
1514
1515
FSN
0433
0103
0110
0173
0216
0525
0161
0107
0105
0901
0111
0824
0005
0174
0152
0565
0475
0175
0102
0526
0176
0217
0527
0651
0201
0201
0964
0523
0839
0476
0218
0024
0003
0006
0025
0477
0902
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
OE-LBU
TS-IMO
I-BIKG
N173US
N482TA
N325NB
EC-HQM
PT-MZT
OE-LOS
N901FR
I-BIKL
N824AW
CC-COG
N174US
D-ALTD
N320NP
N475UA
N175US
EC-HXA
N326NB
N176UW
N481TA
N327NB
F-GKXC
6Y-JMH
OE-LTU
F-GRHV
N523JB
N839UA
N476UA
N483TA
G-EUPZ
HL7703
CC-COH
G-EUOA
N477UA
N902FR
VERSION RANK
AUA02 0008
TAR02 0003
AZA02 0010
USA03 0013
TAI04 0007
NWA03 0025
IBE03 0027
TAM02 0007
AEF02 0011
FFT01 0001
AZA02 0011
AWE02 0020
LAN01 0005
USA03 0014
G8E03 0009
SAB02 0015
UAL03 0017
USA03 0015
JKK02 0002
NWA03 0026
USA03 0016
TAI04 0008
NWA03 0027
AFR05 0001
G8E04 0006
G2F01 0001
AFR03 0022
J3K01 0007
UAL04 0011
UAL03 0018
TAI04 0009
BAW01 0024
AAR03 0001
LAN01 0006
BAW01 0025
UAL03 0019
G8E05 0005
Page 58 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1516
1517
1518
1519
1520
1521
1522
1523
1524
1525
1526
1527
1528
1529
1530
1531
1532
1533
1534
1535
1536
1537
1538
1539
1540
1541
1542
1543
1544
1545
1546
1547
1548
1549
1550
1551
1552
FSN
0117
0177
0108
0178
0528
0179
0840
0219
0965
0180
0007
0825
0524
0026
0118
0181
0208
0478
0826
0371
0182
0027
0479
0183
0119
0155
0209
0529
0203
0841
0526
0827
0008
0530
0162
0156
0828
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
EC-HTA
N177US
PT-MZU
N178US
N328NB
N179UW
N840UA
N484TA
F-GRHX
N180US
CC-COI
N825AW
N524JB
G-EUOB
EC-HTB
N181UW
B-2219
N478UA
N826AW
N371NW
N182UW
G-EUOC
N479UA
N183UW
EC-HTC
B-2215
B-2220
N329NB
OH-LXC
N841UA
N526JB
N827AW
CC-COK
N330NB
EC-HTD
B-2216
N828AW
VERSION RANK
IBE03 0028
USA03 0017
TAM02 0008
USA03 0018
NWA03 0028
USA03 0019
UAL04 0012
TAI04 0010
AFR03 0023
USA03 0020
LAN01 0007
AWE02 0021
J3K01 0008
BAW01 0026
IBE03 0029
USA03 0021
CES01 0008
UAL03 0020
AWE02 0022
NWA02 0021
USA03 0022
BAW01 0027
UAL03 0021
USA03 0023
IBE03 0030
G8E05 0006
CES01 0009
NWA03 0029
FIN03 0003
UAL04 0013
J3K01 0009
AWE02 0023
LAN01 0008
NWA03 0030
IBE03 0031
G8E05 0007
AWE02 0024
Page 59 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1553
1554
1555
1557
1558
1559
1560
1561
1562
1563
1564
1565
1566
1567
1568
1569
1570
1571
1572
1573
1574
1575
1576
1577
1578
1579
1580
1581
1582
1583
1584
1585
1586
1587
1588
1589
1590
FSN
0202
0203
0480
0527
0028
0481
0903
0005
0286
0829
0260
0830
0001
0531
0009
0842
0532
0001
0204
0843
0029
0305
0831
0287
0003
0904
0109
0844
0533
0905
0482
0845
0483
0001
0204
0001
0030
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-ALTF
EC-IIG
N480UA
N527JB
G-EUOD
N481UA
N903FR
9V-SLE
C-GITP
N829AW
N260AV
N830AW
A7-ADA
N331NB
CC-COL
N842UA
N332NB
G-OOAS
EC-IGK
N843UA
G-EUOE
N475TA
N831AW
C-GITQ
EC-HZU
N904FR
PT-MZW
N844UA
N333NB
N905FR
N482UA
N845UA
N483UA
OY-KBK
OH-LXD
VP-CIE
G-EUOF
VERSION RANK
G2F01 0002
IBE04 0003
UAL03 0022
J3K01 0010
BAW01 0028
UAL03 0023
FFT01 0002
SLK01 0005
ACA03 0001
AWE02 0025
G8E03 0010
AWE02 0026
QTR01 0001
NWA03 0031
LAN01 0009
UAL04 0014
NWA03 0032
AMM01 0001
IBE04 0004
UAL04 0015
BAW01 0029
TAI03 0005
AWE02 0027
ACA03 0002
G8E03 0011
G8E05 0008
TAM02 0009
UAL04 0016
NWA03 0033
FFT01 0003
UAL03 0024
UAL04 0017
UAL03 0025
SAS01 0001
FIN03 0004
C8J01 0007
BAW01 0030
Page 60 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1591
1592
1593
1594
1595
1596
1597
1598
1600
1601
1602
1603
1604
1605
1606
1607
1608
1609
1610
1611
1612
1613
1614
1615
1616
1617
1618
1619
1620
1621
1622
1623
1624
1625
1626
1627
1628
FSN
0528
0001
0110
0031
0111
0301
0101
0001
0846
0157
0451
0158
0032
0002
0033
0302
0011
0484
0529
0452
0051
0112
0302
0261
0966
0485
0201
0002
0486
0664
0967
0453
0220
0002
0010
0847
0113
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N528JB
3B-NBF
PT-MZZ
G-EUOG
PR-MAA
B-2280
EC-IAG
XA-UAQ
N846UA
B-2217
C-GITU
B-2222
G-EUOH
G-OOAT
G-EUOI
D-ALSD
PR-MAH
N484UA
N529JB
C-GITY
N612MX
PT-MZX
B-2281
N261AV
F-GRHY
N485UA
N618MX
OY-KBL
N486UA
N664AW
F-GRHZ
C-GIUB
EI-TAB
N62TY
CC-COM
N847UA
PT-MZY
VERSION RANK
J3K01 0011
MAU01 0001
TAM02 0010
BAW01 0031
TAM02 0011
CBF01 0001
IWD01 0001
CMM01 0001
UAL04 0018
G8E05 0009
ACA04 0001
G8E05 0010
BAW01 0032
AMM01 0002
BAW01 0033
S2A07 0001
TAI03 0006
UAL03 0026
J3K01 0012
ACA04 0002
CMM01 0002
TAM02 0012
CBF01 0002
G8E03 0012
AFR03 0024
UAL03 0027
SAB02 0016
SAS01 0002
UAL03 0028
AWE03 0012
AFR03 0025
ACA04 0003
TAI04 0011
CMM01 0003
LAN01 0010
UAL04 0019
TAM02 0013
Page 61 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1629
1630
1631
1632
1633
1634
1635
1636
1637
1638
1639
1640
1641
1642
1643
1644
1645
1646
1647
1648
1649
1650
1651
1652
1653
1654
1655
1656
1657
1658
1659
1660
1661
1662
1663
1664
1665
FSN
0301
0288
0103
0454
0372
0202
0005
0201
0003
0455
0210
0968
0373
0003
0832
0665
0969
0374
0848
0002
0849
0531
0184
0533
0850
0151
0120
0101
0102
0136
0534
0805
0201
0535
0114
0851
0208
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-ALSA
C-GITT
EC-IAZ
C-GIUE
N372NW
N634MX
HA-LPB
HL7711
G-OOAU
C-GIUF
B-2221
F-GRXA
N373NW
OY-KBB
N832AW
N665AW
F-GRXB
N374NW
N848UA
A7-ADB
N849UA
N531JB
N184US
N533JB
N850UA
B-2225
EC-IEF
A7-CJA
EC-ICK
F-GTAK
N334NB
N805FR
G-EUUA
N335NB
PR-MAB
N851UA
G-EUUH
VERSION RANK
G2F02 0001
ACA03 0003
JKK02 0003
ACA04 0004
NWA02 0022
SAB02 0017
AES02 0001
AAR02 0003
AMM01 0003
ACA04 0005
CES01 0010
AFR03 0026
NWA02 0023
SAS01 0003
AWE02 0028
AWE03 0013
AFR03 0027
NWA02 0024
UAL04 0020
QTR01 0002
UAL04 0021
J3K01 0013
USA03 0024
J3K01 0014
UAL04 0022
C9G07 0001
IBE03 0032
C8J01 0008
IWD01 0002
AFR02 0007
NWA03 0034
FFT02 0005
BAW03 0001
NWA03 0035
TAM02 0014
UAL04 0023
BAW03 0008
Page 62 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1666
1667
1668
1669
1670
1671
1672
1673
1674
1675
1676
1677
1678
1679
1680
1681
1682
1683
1684
1685
1686
1687
1688
1689
1690
1691
1692
1693
1694
1695
1696
1697
1698
1699
1700
1701
1702
FSN
0185
0001
0289
0487
0251
0852
0115
0290
0121
0004
0221
0984
0205
0152
0488
0205
0104
0536
0906
0537
0201
0002
0853
0202
0001
0137
0301
0538
0122
0104
0203
0304
0104
0985
0012
0186
0489
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N185UW
CS-TMW
C-GJTC
N487UA
HL7712
N852UA
PR-MAC
C-GJTA
EC-IEG
OY-KBH
EI-TAC
F-GRXC
OH-LXE
B-2223
N488UA
EC-ILO
EC-ICL
N336NB
N906FR
N337NB
C-FTDQ
G-TTOB
N853UA
G-EUUB
G-MEDF
F-GTAL
F-GRSN
N338NB
EC-IEI
B-HTG
G-EUUC
G-MIDR
9V-SBD
F-GRXD
TS-IMP
N186US
N489UA
VERSION RANK
USA03 0025
G2F01 0003
ACA03 0004
UAL03 0029
C9G06 0001
UAL04 0024
TAM02 0015
ACA03 0005
IBE03 0033
SAS01 0004
TAI04 0012
AFR03 0028
FIN03 0005
C9G07 0002
UAL03 0030
IBE04 0005
JKK02 0004
NWA03 0036
G8E05 0011
NWA03 0037
B2A01 0001
BAW04 0001
UAL04 0025
BAW03 0002
BAW05 0001
AFR02 0008
G2F03 0001
NWA03 0038
IBE03 0034
I2L15 0001
BAW03 0003
BMA02 0009
SLK02 0004
AFR03 0029
TAR03 0004
USA03 0026
UAL03 0031
Page 63 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1703
1704
1705
1706
1707
1708
1709
1710
1711
1712
1713
1714
1715
1716
1717
1718
1719
1720
1721
1722
1723
1724
1725
1726
1727
1728
1729
1730
1731
1732
1733
1734
1735
1736
1737
1738
1739
FSN
0012
0187
0534
0101
0103
0212
0539
0667
0002
0206
0203
0540
0003
0206
0019
0291
0235
0353
0056
0201
0004
0188
0262
0456
0253
0490
0101
0222
0854
0305
0986
0053
0207
0123
0855
0541
0535
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
PR-MAI
N187US
N534JB
N706MX
G-OZBE
G-EUUL
N339NB
N667AW
G-MEDG
OH-LXF
CS-TJG
N340NB
G-TTOC
EC-ILP
EC-ICN
C-GJVS
C-GJVT
G-OOAV
B-HSK
I-BIMA
G-TTOD
N188US
N262AV
C-GJVX
D-APAC
N490UA
5B-DBO
N486TA
N854UA
G-MIDP
F-GRXE
HL7713
OH-LXG
EC-ILQ
N855UA
N341NB
N535JB
VERSION RANK
TAI03 0007
USA03 0027
J3K01 0015
CMM01 0004
MON02 0001
BAW03 0012
NWA03 0039
AWE03 0014
BAW05 0002
FIN03 0006
TAP03 0003
NWA03 0040
BAW04 0002
IBE04 0006
G8E03 0013
ACA03 0006
ACA05 0001
AMM02 0001
HDA01 0003
AZA04 0001
BAW04 0003
USA03 0028
G8E03 0014
ACA04 0006
C8J02 0001
UAL03 0032
CYP02 0001
TAI04 0013
UAL04 0026
BMA02 0010
AFR03 0030
AAR02 0004
FIN03 0007
IBE03 0035
UAL04 0027
NWA03 0041
J3K01 0016
Page 64 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1740
1741
1742
1743
1744
1745
1746
1747
1748
1749
1750
1751
1752
1753
1754
1755
1756
1757
1758
1759
1760
1761
1762
1763
1764
1765
1766
1767
1768
1769
1770
1771
1772
1773
1774
1775
1776
FSN
0202
0491
0292
0907
0002
0203
0542
0103
0457
0151
0102
0104
0543
0153
0005
0492
0293
0402
0601
0908
0204
0909
0102
0104
0668
0294
0544
0004
0102
0001
0204
0116
0458
0003
0545
0020
0303
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
I-BIME
N491UA
C-GJVY
N907FR
TS-INC
I-BIMI
N342NB
6Y-JMI
C-GJWD
EC-IEJ
N750MX
6Y-JMJ
N343NB
B-2339
G-TTOE
N492UA
C-GJWE
EI-DJI
B-MAK
N908FR
G-EUUD
N909FR
D-ALTG
G-OZBF
N668AW
C-GJWF
N344NB
EC-IEQ
5B-DBP
EC-JDK
I-BIMO
PR-MAD
C-GJWI
A7-ADC
N345NB
EC-IEP
B-2282
VERSION RANK
AZA04 0002
UAL03 0033
ACA03 0007
FFT01 0004
LBT01 0002
AZA04 0003
NWA03 0042
C9G08 0001
ACA04 0007
JKK02 0005
CMM01 0005
G8E03 0015
NWA03 0043
CMM01 0006
BAW04 0004
UAL03 0034
ACA03 0008
I2L12 0001
I2L16 0001
G8E05 0012
BAW03 0004
FFT01 0005
LTU01 0001
MON02 0002
AWE03 0015
ACA03 0009
NWA03 0044
G8E03 0016
CYP02 0002
G2F03 0002
AZA04 0004
TAM02 0016
ACA04 0008
QTR01 0003
NWA03 0045
G8E03 0017
CBF01 0003
Page 65 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1777
1778
1779
1780
1781
1782
1783
1784
1785
1786
1787
1788
1789
1790
1791
1792
1793
1794
1795
1796
1797
1798
1799
1800
1801
1802
1803
1804
1805
1806
1807
1808
1809
1810
1811
1812
1814
FSN
0403
0159
0205
0404
0910
0205
0459
0536
0537
0160
0303
0304
0375
0602
0105
0669
0124
0004
0003
0546
0001
0005
0304
0547
0007
0542
0912
0117
0295
0103
0006
0106
0125
0548
0460
0376
0206
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
G-OOAW
B-2227
I-BIMJ
OY-VKL
N910FR
G-EUUE
C-GJWN
N536JB
N537JB
B-2226
OO-TCJ
B-2283
N375NC
B-MAL
OH-LVE
N669AW
EC-ILR
N586NK
MM-62209
N346NB
D-ALTH
OY-KBE
CS-TNM
N347NB
PR-MAL
N542JB
N912FR
PR-MAE
C-GKNW
D-ALTI
OY-KBF
OH-LVF
EC-ILS
N348NB
C-GJWO
N376NW
G-EUUF
VERSION RANK
AMM01 0004
G8E05 0013
AZA04 0005
I2L14 0001
FFT01 0006
BAW03 0005
ACA04 0009
J3K01 0017
J3K01 0018
G8E05 0014
G2F03 0003
CBF01 0004
NWA02 0025
I2L16 0002
FIN02 0005
AWE03 0016
IBE03 0036
D2F02 0001
C8J02 0002
NWA03 0046
LTU01 0002
SAS01 0005
TAP02 0007
NWA03 0047
TAM01 0007
J3K01 0019
G8E05 0015
TAM02 0017
ACA03 0010
LTU01 0003
SAS01 0006
FIN02 0006
IBE03 0037
NWA03 0048
ACA04 0010
NWA02 0026
BAW03 0006
Page 66 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1815
1816
1817
1818
1819
1820
1821
1823
1824
1825
1826
1827
1828
1829
1831
1832
1833
1834
1835
1836
1837
1838
1839
1840
1841
1842
1843
1844
1845
1846
1847
1848
1849
1850
1851
1852
1853
FSN
0549
0305
0007
0118
0550
0551
0493
0543
0552
0119
0008
0546
0553
0207
0009
0120
0554
0006
0544
0207
0010
0002
0555
0494
0914
0495
0003
0833
0496
0201
0497
0008
0547
0254
0915
0306
0296
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N349NB
CS-TNN
LN-RKI
PR-MAJ
N350NB
N351NB
N493UA
N543JB
N352NB
PR-MAK
PR-MAM
N546JB
N353NB
G-EUUG
PR-MAN
PR-MAG
N354NB
N834VX
N544JB
EC-IJN
PR-MAO
D-ALTJ
N355NB
N494UA
N914FR
N495UA
EC-IJU
N833AW
N496UA
C-GTDX
N497UA
SE-REG
N547JB
B-MAP
N915FR
I-EEZC
C-GKOB
VERSION RANK
NWA03 0049
TAP02 0008
SAS01 0007
TAM02 0018
NWA03 0050
NWA03 0051
UAL03 0035
J3K01 0020
NWA03 0052
TAM02 0019
TAM01 0008
J3K01 0021
NWA03 0053
BAW03 0007
TAM01 0009
TAM02 0020
NWA03 0054
AES02 0002
J3K01 0022
IBE04 0007
TAM01 0010
LTU01 0004
NWA03 0055
UAL03 0036
G8E05 0016
UAL03 0037
JKK01 0003
AWE02 0029
UAL03 0038
C9G10 0001
UAL03 0039
SAS01 0008
J3K01 0023
I2L18 0001
FFT01 0008
G2X04 0001
ACA03 0011
Page 67 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1854
1855
1856
1857
1858
1859
1860
1861
1862
1863
1864
1865
1866
1867
1868
1869
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
FSN
0011
0013
0051
0153
0012
0138
0263
0552
0152
0913
0236
0498
0651
0264
0548
0103
0556
0209
0652
0603
0237
0557
0916
0013
0001
0652
0254
0001
0653
0210
0654
0604
0297
0051
0154
0102
0917
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
CC-COO
PR-MAQ
TC-JLJ
PR-MAP
CC-COP
F-GTAM
N263AV
N552JB
EC-IIZ
N913FR
C-GKOD
N498UA
N866MX
N264AV
N548JB
G-TTIC
N356NB
G-EUUI
N872MX
F-GKXD
C-GKOE
N357NB
N916FR
CC-COQ
F-ORME
F-GKXE
D-APAD
OY-VKA
N882MX
G-EUUJ
C-GTDT
F-GKXF
C-GKOC
OY-VKE
PR-MAR
OY-VKM
N917FR
VERSION RANK
LAN01 0011
TAM01 0011
S2A05 0002
TAM02 0021
LAN01 0012
AFR02 0009
G8E03 0018
J3K01 0028
JKK02 0006
FFT01 0007
ACA05 0002
UAL03 0040
MXA02 0001
G8E03 0019
J3K01 0024
BAW02 0003
NWA03 0056
BAW03 0009
MXA02 0002
AFR06 0001
ACA05 0003
NWA03 0057
FFT01 0009
LAN01 0013
MEA01 0001
AFR06 0002
C8J02 0003
AIH02 0001
MXA02 0003
BAW03 0010
I2L19 0001
AFR07 0001
ACA03 0012
AIH03 0001
S2A05 0003
AIH01 0001
FFT01 0010
Page 68 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
1908
1909
1910
1911
1912
1913
1914
1915
1916
1917
1918
1920
1921
1922
1923
1924
1925
1926
1927
1928
FSN
0550
0007
0603
0653
0004
0553
0558
0554
0211
0605
0655
0008
0014
0556
0354
0211
0213
0001
0052
0214
0212
0604
0208
0105
0558
0107
0559
0006
0307
0002
0018
0559
0606
0656
0255
0561
0201
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N550JB
HA-LPE
B-MAM
F-GKXG
A7-ADD
N553JB
N358NB
N554JB
G-EUUK
F-GKXJ
C-GTDS
HA-LPD
CC-COT
N556JB
6Y-JMR
B-2228
G-EUUM
HS-TYR
TC-JLK
G-EUUN
B-2229
B-MAN
OH-LXH
EC-ILH
N558JB
OH-LVG
N559JB
G-TTOF
I-EEZD
OY-VKB
G-MEDH
N359NB
F-GKXH
N925MX
B-MAQ
N561JB
A7-ADS
VERSION RANK
J3K01 0025
AES02 0003
I2L16 0003
AFR06 0003
QTR01 0004
J3K01 0026
NWA03 0058
J3K01 0027
BAW03 0011
AFR07 0002
I2L19 0002
AES02 0004
LAN01 0014
J3K01 0029
I2L21 0001
CES02 0001
BAW03 0013
C8J02 0004
S2A05 0004
BAW03 0014
CES02 0002
I2L16 0004
FIN03 0008
JKK02 0007
J3K01 0030
FIN02 0007
I2L09 0007
BAW04 0005
G2X04 0002
AIH02 0002
S2A05 0005
NWA03 0059
AFR10 0001
MXA02 0004
I2L18 0002
J3K01 0031
QTR02 0001
Page 69 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1929
1931
1932
1933
1934
1935
1936
1937
1938
1939
1940
1941
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1964
1965
1966
FSN
0101
0003
0003
0106
0306
0601
0002
0308
0970
0801
0238
0105
0103
0918
0019
0020
0052
0251
0562
0607
0201
0254
0307
0002
0104
0252
0003
0005
0215
0560
0004
0101
0605
0298
0213
0105
0355
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-AICM
D-ALTK
OY-VKC
EC-IMB
N476TA
N601AW
3B-NBH
I-EEZE
F-GRXF
N801FR
C-FZUB
G-OZBG
OY-VKR
N918FR
PH-MPD
PH-MPE
EC-INB
D-APAA
N562JB
F-GKXI
I-LIVA
HB-IJU
N477TA
F-ORMF
OY-VKS
D-APAB
F-ORMG
A7-ADE
G-EUUO
N360NB
OY-VKD
G-SUEW
B-MAO
C-FWTF
B-2230
G-DHJZ
6Y-JMS
VERSION RANK
CFG02 0001
LTU01 0005
AIH02 0003
JKK02 0008
TAI03 0008
B2A01 0002
MAU01 0002
G2X04 0003
AFR09 0001
FFT02 0001
ACA05 0004
MON02 0003
AIH04 0001
FFT01 0011
S2A05 0006
S2A05 0007
I2L10 0002
C9G11 0001
J3K01 0032
AFR10 0002
S2A08 0001
I2L22 0001
TAI03 0009
MEA01 0002
AIH04 0002
C9G11 0002
MEA01 0003
QTR01 0005
BAW03 0015
NWA03 0060
AIH03 0002
AIH04 0003
I2L16 0005
ACA03 0013
CES02 0003
AIH04 0004
I2L21 0002
Page 70 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
1967
1968
1969
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
FSN
0004
0102
0007
0202
0101
0052
0026
0305
0309
0561
0005
0005
0107
0919
0214
0562
0025
0151
0102
0206
0356
0209
0563
0802
0101
0008
0351
0306
0053
0920
0108
0101
0001
0026
0564
0106
0103
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
F-ORMH
G-TCKE
G-TTOG
I-LIVB
B-6018
G-SMTJ
JA201A
B-2284
OO-TCI
N361NB
F-ORMI
OH-LZE
EC-INM
N919FR
B-6001
N362NB
I-EEZF
B-HTH
B-6019
G-MIDO
6Y-JMW
OH-LXI
N363NB
N802FR
SX-BVB
G-TTOH
D-ALSB
B-2285
TC-JLL
N920FR
EC-IOH
F-GYAS
B-6022
I-EEZG
N364NB
G-KKAZ
B-6020
VERSION RANK
MEA01 0004
CFG02 0002
BAW04 0006
S2A08 0002
I2L23 0001
AIH03 0003
ANA03 0001
CBF01 0005
G2X04 0004
NWA03 0061
MEA01 0005
FIN01 0005
JKK02 0009
G8E05 0017
CES02 0004
NWA03 0062
G8E03 0020
HDA02 0001
I2L23 0002
BMA02 0011
I2L21 0003
FIN03 0009
NWA03 0063
FFT02 0002
C9G09 0001
BAW04 0007
LTU02 0001
CBF01 0006
S2A05 0008
G8E05 0018
JKK02 0010
C8J02 0005
CCA01 0001
G8E03 0021
NWA03 0064
AIH04 0005
I2L23 0003
Page 71 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
FSN
0352
0563
0002
0104
0004
0921
0103
0922
0565
0401
0003
0102
0803
0239
0923
0564
0152
0215
0001
0255
0566
0109
0567
0670
0924
0565
0002
0206
0216
0801
0217
0001
0216
0568
0217
0202
0566
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
D-ALSC
N563JB
B-6023
B-6021
D-ALTL
N921FR
EC-INZ
N922FR
N365NB
HC-CDY
B-6024
SX-BVC
N803FR
C-FXCD
N923FR
N564JB
B-HTI
B-6002
V8-RBP
HB-IJV
N366NB
EC-IPI
N567NB
N670AW
N924FR
N565JB
V8-RBR
I-BIMB
B-6003
F-GUGA
B-6005
G-EZAM
G-EUUP
N568NB
G-EUUR
HL7722
N566JB
VERSION RANK
LTU02 0002
J3K01 0033
CCA01 0002
I2L23 0004
LTU01 0006
FFT01 0012
IWD01 0003
G8E05 0019
NWA03 0065
G2X04 0005
CCA01 0003
C9G09 0002
FFT02 0003
ACA05 0005
G8E05 0020
J3K01 0034
HDA02 0002
CES02 0005
RBA02 0001
I2L22 0002
NWA03 0066
JKK02 0011
NWA03 0067
AWE03 0017
G8E05 0021
J3K01 0035
RBA02 0002
AZA04 0006
CES02 0006
AFR08 0001
CES02 0007
EZY01 0001
BAW03 0016
NWA03 0068
BAW03 0017
AAR02 0005
J3K01 0036
Page 72 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2043
2044
2045
2046
2047
2048
2049
2050
2051
2052
2053
2054
2055
2056
2057
2058
2059
2060
2061
2062
2063
2064
2065
2066
2067
2068
2069
2070
2071
2072
2073
2074
2075
2076
2077
2078
2079
FSN
0002
0402
0203
0004
0569
0405
0218
0003
0804
0001
0004
0027
0006
0219
0207
0006
0802
0204
0028
0005
0568
0001
0210
0202
0307
0220
0002
0201
0803
0003
0202
0208
0569
0002
0671
0203
0203
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
G-EZDC
HC-CDZ
HL7723
9K-AKD
N369NB
6Y-JMK
B-6008
G-EZNC
N804FR
VP-BWA
G-EZMH
JA202A
F-ORMJ
B-6007
I-BIMC
9V-SLF
F-GUGB
TC-JMG
JA203A
G-EZSM
N568JB
CN-RNX
OH-LXK
XA-CMA
B-2288
B-6006
VP-BDM
SU-GBZ
F-GUGC
VP-BDN
SU-GCA
I-BIMD
N569JB
CN-RNY
N671AW
XA-MXA
SU-GCB
VERSION RANK
EZY01 0002
G2X04 0006
AAR02 0006
KAC02 0001
NWA03 0069
I2L24 0001
CES02 0008
EZY01 0003
FFT02 0004
AFL02 0001
EZY01 0004
ANA03 0002
MEA01 0006
CES02 0009
AZA04 0007
SLK01 0006
AFR08 0002
AIH03 0004
ANA03 0003
EZY01 0005
J3K01 0037
RAM01 0001
FIN03 0010
MXA02 0005
CBF01 0007
CES02 0010
AFL02 0002
MSR03 0001
AFR08 0003
AFL02 0003
MSR03 0002
AZA04 0008
J3K01 0038
RAM01 0002
AWE03 0018
MXA02 0006
MSR03 0003
Page 73 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2080
2081
2082
2083
2084
2085
2086
2087
2088
2089
2090
2091
2092
2093
2094
2095
2096
2097
2098
2099
2100
2101
2102
2103
2104
2105
2106
2107
2108
2109
2110
2112
2113
2114
2115
2116
2117
FSN
0308
0804
0377
0209
0223
0001
0210
0570
0204
0101
0002
0004
0378
0051
0205
0571
0102
0006
0401
0570
0805
0211
0224
0925
0126
0106
0101
0202
0103
0806
0054
0003
0701
0002
0208
0102
0055
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
B-2287
F-GUGD
N377NW
I-BIMF
N487TA
ZK-OJA
I-BIMG
N370NB
SU-GCC
CC-COU
ZK-OJB
VP-BDO
N378NW
VP-BWG
SU-GCD
N371NB
CC-COX
A7-ADF
G-DBCA
N570JB
F-GUGE
I-BIMH
N489TA
N925FR
EC-JFH
G-OZBH
VP-BDK
A7-ADT
D-ARFD
F-GUGF
HL7729
ZK-OJC
9H-AEG
EC-JDO
EC-ITN
VP-BWD
TC-KTD
VERSION RANK
CBF01 0008
AFR08 0004
NWA02 0027
AZA04 0009
TAI04 0014
ANZ01 0001
AZA04 0010
NWA03 0070
MSR03 0004
LAN02 0001
ANZ01 0002
AFL02 0004
NWA02 0028
AFL02 0005
MSR03 0005
NWA03 0071
LAN02 0002
QTR01 0006
BMA04 0001
J3K01 0039
AFR08 0005
AZA04 0011
TAI04 0015
FFT01 0013
IBE03 0038
MON02 0004
AFL01 0001
QTR02 0002
C9G09 0003
AFR08 0006
AAR04 0001
ANZ01 0003
I2L26 0001
AIH01 0002
IBE04 0008
AFL01 0002
AIH03 0005
Page 74 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2118
2119
2120
2121
2122
2123
2124
2125
2126
2127
2128
2129
2130
2131
2132
2133
2134
2135
2136
2137
2138
2139
2140
2141
2142
2143
2144
2145
2146
2147
2148
2149
2150
2151
2152
2153
2154
FSN
0225
0006
0007
0007
0702
0027
0110
0571
0657
0212
0104
0008
0004
0451
0579
0103
0256
0101
0580
0009
0008
0102
0654
0581
0406
0127
0104
0240
0211
0582
0005
0584
0583
0105
0001
0006
0212
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N488TA
G-EZEA
G-EZEB
A7-ADG
9H-AEH
EC-ISI
OH-LVK
N571JB
XA-NCA
I-BIML
D-ARFF
G-EZEC
ZK-OJD
OE-LDA
N579JB
VP-BWE
HB-IJW
V8-RBS
N580JB
G-TTOI
A7-ADH
V8-RBT
F-GKXK
N581JB
9H-AEF
EC-JFG
VP-BWF
C-FZQS
OH-LXL
N582JB
ZK-OJE
N584JB
N583JB
VP-BWH
F-OJSB
ZK-OJF
OH-LXM
VERSION RANK
TAI04 0016
EZY01 0006
EZY01 0007
QTR01 0007
I2L26 0002
G8E03 0022
FIN02 0008
J3K01 0040
MXA02 0007
AZA04 0012
C9G09 0004
EZY01 0008
ANZ01 0004
AUA05 0001
J3K01 0041
AFL01 0003
I2L22 0003
C9G09 0005
J3K01 0042
BAW04 0008
QTR01 0008
C9G09 0006
AFR06 0004
J3K01 0043
I2L25 0001
IBE03 0039
AFL01 0004
ACA05 0006
FIN03 0011
J3K01 0044
ANZ01 0005
I2L09 0008
J3K01 0045
AFL01 0005
ACI01 0001
ANZ01 0006
FIN03 0012
Page 75 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2155
2156
2157
2158
2159
2160
2161
2162
2163
2164
2165
2166
2167
2168
2169
2170
2171
2172
2173
2174
2175
2176
2177
2178
2179
2180
2181
2182
2183
2184
2185
2186
2187
2188
2189
2190
2191
FSN
0224
0022
0010
0411
0585
0586
0009
0006
0106
0023
0001
0412
0501
0153
0101
0009
0407
0004
0007
0452
0268
0010
0587
0310
0052
0101
0011
0408
0007
0012
0102
0703
0269
0402
0409
0203
0205
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
B-6016
9V-VLA
G-TTOJ
A6-ABA
N585JB
N586JB
A7-ADI
RP-C3228
VP-BWI
9V-VLB
HB-XY7
A6-ABB
PH-MPF
EC-IVG
VH-JQG
G-EZED
B-6028
B-6031
ZK-OJG
OE-LDB
N268AV
G-EZEF
N587JB
9H-AER
VP-BWJ
G-OOAX
G-EZEG
B-6029
RP-C3227
HB-JZF
VH-JQL
9H-AEJ
N269AV
G-DBCB
9H-AEI
G-MEDJ
EI-DEA
VERSION RANK
CES02 0017
S2A05 0009
BAW04 0009
I2L28 0001
J3K01 0046
J3K01 0047
QTR01 0009
AIH01 0003
AFL01 0006
S2A05 0010
G8E03 0023
I2L28 0002
G2X04 0007
JKK02 0012
S2A05 0011
EZY01 0009
CES02 0011
CCA01 0004
ANZ01 0007
AUA05 0002
G8E03 0024
EZY01 0010
J3K01 0048
G2X04 0008
AFL02 0006
AMM01 0005
EZY01 0011
CES02 0012
AIH01 0004
EZY01 0012
S2A05 0012
I2L26 0003
G8E03 0025
BMA04 0002
I2L25 0002
S2A09 0001
I2L28 0003
Page 76 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2193
2194
2195
2196
2197
2198
2199
2200
2201
2202
2203
2204
2205
2206
2207
2208
2209
2210
2211
2212
2213
2214
2215
2216
2217
2218
2219
2220
2221
2222
2223
2224
2225
2226
2227
2228
2229
FSN
0672
0403
0105
0013
0103
0926
0410
0105
0588
0005
0106
0502
0006
0206
0003
0006
0927
0110
0256
0221
0751
0014
0589
0257
0207
0806
0222
0209
0223
0053
0111
0015
0128
0252
0004
0752
0003
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N672AW
G-DBCC
9V-TAB
HB-JZG
VH-JQX
N926FR
B-6030
B-6039
N588JB
B-6032
B-6040
9V-TAA
B-6033
EI-DEB
EC-IZD
OH-LZF
N927FR
EC-IYG
SE-RDN
B-6015
F-GRXG
G-EZEJ
N589JB
SE-RDO
EI-DEC
N806FR
B-6009
EC-IXD
B-6010
VP-BWK
EC-IZK
G-EZEK
EC-IZH
HL7730
EC-JAB
F-GRXH
B-HSL
VERSION RANK
AWE03 0019
BMA04 0003
C9G09 0007
EZY01 0013
S2A05 0013
FFT01 0014
CES02 0013
I2L30 0001
J3K01 0049
CCA01 0005
I2L30 0002
G2X04 0009
CCA01 0006
I2L28 0004
C9G09 0008
FIN01 0006
FFT01 0015
JKK02 0013
I2L29 0001
CES02 0014
AFR11 0001
EZY01 0014
J3K01 0050
I2L29 0002
I2L28 0005
FFT02 0006
CES02 0015
IBE04 0009
CES02 0016
AFL02 0007
JKK02 0014
EZY01 0015
IBE03 0040
AAR04 0002
AIH04 0006
AFR11 0002
HDA03 0001
Page 77 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2230
2231
2232
2233
2234
2235
2236
2237
2238
2239
2240
2241
2242
2243
2244
2245
2246
2247
2248
2249
2250
2251
2252
2253
2254
2255
2256
2257
2258
2259
2260
2261
2262
2263
2264
2265
2266
FSN
0016
0590
0107
0151
0107
0225
0928
0101
0004
0226
0929
0930
0129
0054
0227
0017
0591
0204
0130
0018
0208
0019
0007
0931
0001
0001
0209
0008
0932
0592
0933
0002
0453
0001
0301
0020
0111
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
HB-JZH
N590JB
B-6041
VP-BWM
G-OZBI
B-6011
N928FR
B-6034
B-HSM
B-6012
N929FR
N930FR
EC-IZR
VP-BWL
B-6013
HB-JZI
N591JB
HL7731
XA-UDU
G-EZEO
EI-DEE
G-EZEP
9V-SLG
N931FR
HS-PGU
VN-A344
EI-DEF
ZK-OJH
N932FR
N592JB
N933FR
VN-A345
OE-LDC
FAB2101
EC-JAZ
HB-JZJ
OH-LVL
VERSION RANK
EZY01 0016
J3K01 0051
I2L30 0003
AFL01 0007
MON02 0005
CES02 0018
FFT01 0016
CCA02 0001
HDA03 0002
CES02 0019
G8E05 0022
FFT01 0017
IBE03 0041
AFL02 0008
CES02 0020
EZY01 0017
J3K01 0052
AAR02 0007
IBE03 0042
EZY01 0018
EIN04 0001
EZY01 0019
SLK01 0007
G8E05 0023
D2F01 0001
HVN01 0001
EIN04 0002
ANZ01 0008
FFT01 0018
J3K01 0053
G8E05 0024
HVN01 0002
AUA05 0003
C8J02 0007
IBE05 0001
EZY01 0020
FIN02 0009
Page 78 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2267
2268
2269
2270
2271
2272
2273
2274
2275
2276
2277
2278
2279
2280
2281
2282
2283
2284
2285
2286
2287
2288
2289
2290
2291
2292
2293
2294
2295
2296
2297
2298
2299
2300
2301
2302
2303
FSN
0003
0001
0102
0210
0021
0210
0108
0228
0201
0807
0803
0413
0753
0593
0002
0226
0022
0594
0103
0595
0934
0010
0023
0205
0414
0001
0104
0211
0103
0804
0009
0105
0002
0024
0227
0834
0004
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
VN-A347
ZS-SFD
B-6035
G-EZET
EI-DEG
B-6042
B-6017
B-2403
N807FR
N803BR
A6-ABC
F-GRXI
N593JB
ZS-SFE
N490TA
G-EZEU
N594JB
B-6036
N595JB
N934FR
A7-ADJ
G-EZEV
HL7735
9H-AEK
VH-VQZ
B-6037
EI-DEH
CC-COY
N804BR
ZK-OJI
B-6038
VH-VQY
G-EZEW
N491TA
N834AW
VN-A348
VERSION RANK
HVN01 0003
SAA02 0001
CCA02 0002
IBE04 0010
EZY01 0021
EIN04 0003
I2L30 0004
CES02 0021
C9G09 0009
FFT02 0007
BLR01 0001
I2L28 0006
AFR11 0003
J3K01 0054
SAA02 0002
TAI04 0017
EZY01 0022
J3K01 0055
CCA02 0003
J3K01 0056
G8E05 0025
QTR01 0010
EZY01 0023
AAR02 0008
I2L25 0003
QFA01 0001
CCA02 0004
EIN04 0004
LAN02 0003
BLR01 0002
ANZ01 0009
CCA02 0005
QFA01 0002
EZY01 0024
TAI04 0018
AWE02 0030
HVN01 0004
Page 79 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2304
2305
2306
2307
2308
2309
2310
2311
2312
2313
2314
2315
2316
2317
2318
2319
2320
2321
2322
2323
2324
2325
2326
2327
2328
2329
2330
2331
2332
2333
2334
2335
2336
2337
2338
2339
2340
FSN
0104
0101
0001
0597
0003
0301
0002
0302
0673
0301
0598
0302
0001
0807
0935
0025
0102
0105
0003
0103
0104
0270
0004
0271
0801
0004
0201
0002
0704
0802
0202
0805
0599
0202
0005
0308
0003
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
CC-COZ
G-EUXC
A5-RGF
N597JB
ZS-SFF
B-2289
HS-PGV
EC-JEI
N673AW
B-6043
N598JB
B-2290
9V-JSA
F-GUGG
N935FR
G-EZEX
G-EUXD
CC-CPE
VH-VQX
G-EUXE
G-EUXF
N270AV
ZS-SFG
N271AV
XA-UBQ
VH-VQW
VP-BWN
9V-TAC
9H-AEL
XA-UBR
B-2407
N805BR
N599JB
VP-BWO
VH-VQV
N478TA
9V-TAD
VERSION RANK
LAN02 0004
BAW06 0001
DRK01 0001
J3K01 0057
SAA02 0003
CES03 0001
D2F01 0002
IBE05 0002
AWE03 0020
CSC03 0001
J3K01 0058
CES03 0002
B2A01 0003
AFR08 0007
G8E05 0026
EZY01 0025
BAW06 0002
LAN02 0005
QFA01 0003
BAW06 0003
BAW06 0004
B2A01 0004
SAA02 0004
G8E03 0026
MXA03 0001
QFA01 0004
AFL03 0001
B2A01 0005
I2L26 0004
MXA03 0002
C9G09 0010
BLR01 0003
J3K01 0059
AFL03 0002
QFA01 0005
TAI03 0010
B2A01 0006
Page 80 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2341
2342
2343
2344
2345
2346
2347
2348
2349
2350
2351
2352
2353
2354
2355
2356
2357
2358
2359
2360
2361
2362
2363
2364
2365
2366
2367
2368
2369
2370
2371
2372
2373
2374
2375
2376
2377
FSN
0102
0203
0203
0808
0204
0002
0131
0302
0415
0809
0105
0603
0026
0051
0005
0002
0211
0803
0674
0027
0052
0806
0106
0212
0303
0024
0804
0605
0572
0028
0109
0121
0573
0213
0006
0025
0805
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
A7-CJB
VP-BWP
B-2405
F-GUGH
B-2374
A5-RGG
XA-UDT
B-6045
A6-ABD
F-GUGI
G-EUXG
N603JB
G-EZEY
B-2406
ZS-SFH
9V-JSB
EC-JDM
XA-UBS
N674AW
G-EZEZ
B-2408
N806BR
G-EUXH
EI-DEJ
EC-JDL
VT-ADV
XA-UBT
N605JB
N372NB
G-EZMK
B-2294
PR-MAS
N373NB
EI-DEI
ZS-SFI
VT-ADW
XA-UBU
VERSION RANK
C8J02 0008
AFL03 0003
C9G09 0011
AFR08 0008
C9G09 0012
DRK01 0002
IBE03 0043
CSC03 0002
I2L28 0007
AFR08 0009
BAW06 0005
J3K01 0060
EZY01 0026
CSN02 0001
SAA02 0005
B2A01 0007
IBE04 0011
MXA03 0003
AWE03 0021
EZY01 0027
CSN02 0002
BLR01 0004
BAW06 0006
EIN04 0005
IBE05 0003
S2A11 0001
MXA03 0004
J3K01 0061
NWA03 0072
EZY01 0028
I2L30 0005
B2A01 0008
NWA03 0073
I2L28 0008
SAA02 0006
S2A11 0002
MXA03 0005
Page 81 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2378
2379
2380
2381
2382
2383
2384
2385
2386
2387
2388
2389
2390
2391
2392
2393
2394
2395
2396
2397
2398
2399
2400
2401
2402
2403
2404
2405
2406
2407
2408
2409
2410
2411
2412
2413
2414
FSN
0029
0007
0030
0212
0705
0807
0606
0031
0607
0032
0005
0404
0416
0132
0936
0122
0806
0003
0808
0301
0033
0214
0937
0004
0034
0001
0809
0675
0938
0006
0110
0215
0258
0216
0035
0101
0810
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
G-EZMS
ZS-SFJ
G-EJJB
EC-JEJ
9H-AEM
N807BR
N606JB
G-EZPG
N607JB
G-EZBS
EC-JFF
G-DBCD
CS-TKK
EC-JFN
N936FR
PR-MAV
XA-UBV
9V-JSC
N808BR
HL7737
G-HMCC
EI-DEK
N937FR
9V-JSD
G-EZNM
VP-CMS
N809BR
N675AW
N938FR
EC-JGM
B-2295
EI-DEL
SE-RDP
EI-DEM
G-EJAR
VT-KFA
N810BR
VERSION RANK
EZY01 0029
SAA02 0007
EZY01 0030
IBE04 0012
I2L26 0005
BLR01 0005
J3K01 0062
EZY01 0031
J3K01 0063
EZY01 0032
G8E07 0001
BMA04 0004
I2L32 0001
IBE03 0044
FFT01 0019
B2A01 0009
MXA03 0006
S2A11 0003
BLR01 0006
AAR05 0001
EZY01 0033
I2L28 0009
FFT01 0020
S2A11 0004
EZY01 0034
ANZ01 0010
BLR01 0007
AWE03 0022
FFT01 0021
G8E07 0002
I2L30 0006
I2L28 0010
I2L29 0003
EIN04 0006
EZY01 0035
D2F04 0001
BLR01 0008
Page 82 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2415
2416
2417
2418
2419
2420
2421
2422
2423
2424
2425
2426
2427
2428
2429
2430
2431
2432
2433
2434
2435
2436
2437
2438
2439
2440
2441
2442
2443
2444
2445
2446
2447
2448
2449
2450
2451
FSN
0608
0454
0123
0008
0004
0036
0001
0676
0005
0101
0417
0111
0037
0005
0405
0677
0811
0217
0102
0228
0112
0038
0229
0009
0005
0001
0026
0039
0102
0309
0101
0040
0612
0939
0613
0041
0230
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N608JB
OE-LDD
PR-MAW
ZS-SFK
RP-C3240
G-EZIA
VP-CCJ
N676AW
TC-OGO
N501NK
CS-TKL
B-2296
G-EZIB
B-HSN
G-DBCE
N677AW
N811BR
EI-DEN
N502NK
N492TA
B-2297
G-EZIC
B-2410
ZS-SFL
RP-C3241
F-ONAS
G-MEDK
G-EZID
VT-KFB
N479TA
ZK-OJK
G-EZIE
N612JB
N939FR
N613JB
G-EZIF
B-2411
VERSION RANK
J3K01 0064
AUA05 0004
S2A11 0005
SAA02 0008
C9G12 0001
EZY01 0036
C8J02 0009
AWE03 0023
I2L34 0001
NKS01 0001
I2L32 0002
I2L30 0007
EZY01 0037
HDA03 0003
BMA04 0005
AWE03 0024
BLR01 0009
I2L28 0011
NKS01 0002
TAI04 0019
I2L30 0008
EZY01 0038
CES02 0022
SAA02 0009
C9G12 0002
C8J02 0010
S2A12 0001
EZY01 0039
D2F04 0002
TAI03 0011
ANZ02 0001
EZY01 0040
J3K01 0065
FFT01 0022
J3K01 0066
EZY01 0041
CES02 0023
Page 83 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2452
2453
2454
2455
2456
2457
2458
2459
2460
2461
2462
2463
2464
2465
2466
2467
2468
2469
2470
2471
2472
2473
2474
2475
2476
2477
2478
2479
2480
2481
2482
2483
2484
2485
2486
2487
2488
FSN
0812
0006
0007
0006
0754
0007
0835
0302
0042
0615
0104
0043
0574
0940
0406
0814
0815
0010
0103
0044
0213
0104
0575
0007
0005
0045
0231
0154
0005
0046
0678
0941
0053
0105
0218
0101
0214
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N812BR
TC-OGP
B-2404
VH-VQU
F-GRXJ
TC-OGR
N835AW
HL7738
G-EZIG
N615JB
G-TTID
G-EZIH
N374NB
N940FR
G-DBCF
N814BR
N815BR
ZS-SFM
N503NK
G-EZII
EC-JGS
N504NK
N375NB
VH-VQT
N587NK
G-EZIJ
B-2412
EC-JJD
VN-A349
G-EZIK
N678AW
N941FR
B-6251
N505NK
EI-DEO
4K-AZ01
EC-JDR
VERSION RANK
BLR01 0010
I2L34 0002
CCA01 0007
QFA01 0006
AFR11 0004
I2L34 0003
AWE02 0031
AAR05 0002
EZY01 0042
J3K01 0067
BAW06 0007
EZY01 0043
NWA03 0074
FFT01 0023
BMA04 0006
BLR01 0011
BLR01 0012
SAA02 0010
NKS01 0003
EZY01 0044
IBE04 0013
NKS01 0004
NWA03 0075
QFA01 0007
NKS02 0001
EZY01 0045
CES02 0024
JKK02 0015
HVN01 0005
EZY01 0046
AWE03 0025
FFT01 0024
CSN02 0003
NKS01 0005
EIN04 0007
C8J03 0001
IBE04 0014
Page 84 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2489
2490
2491
2492
2493
2494
2495
2496
2497
2498
2499
2500
2501
2502
2503
2504
2505
2506
2507
2508
2509
2510
2511
2512
2513
2514
2515
2516
2517
2518
2519
2520
2521
2522
2523
2524
2525
FSN
0618
0106
0621
0047
0232
0455
0048
0103
0942
0233
0106
0102
0011
0104
0049
0623
0113
0054
0004
0107
0003
0303
0055
0050
0124
0051
0008
0001
0008
0943
0251
0624
0309
0001
0807
0001
0108
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
N618JB
N506NK
N621JB
G-EZIL
B-2413
OE-LDE
G-EZIM
VT-KFC
N942FR
B-2415
B-2364
ZK-OJL
ZS-SFN
VT-KFD
G-EZIN
N623JB
B-6205
B-6252
MM-62243
B-6004
HS-PGW
B-6054
B-6253
G-EZIO
PR-MAZ
G-EZIP
VH-VQS
4K-AZ03
9V-SLH
N943FR
B-6200
N624JB
B-2417
VT-KFE
XA-UBW
VT-DKZ
B-6014
VERSION RANK
J3K01 0068
NKS01 0006
J3K01 0069
EZY01 0047
CES02 0025
AUA05 0005
EZY01 0048
D2F04 0003
FFT01 0025
CES02 0026
CCA02 0006
ANZ02 0002
SAA02 0011
D2F04 0004
EZY01 0049
J3K01 0070
I2L30 0009
CSN02 0004
C8J02 0011
CCA02 0007
D2F01 0003
CSC03 0003
CSN02 0005
EZY01 0050
TAM03 0001
EZY01 0051
QFA01 0008
AHY01 0001
SLK01 0008
FFT01 0026
CSN03 0001
J3K01 0071
CBF01 0009
10X01 0001
MXA03 0007
DKN01 0001
CCA02 0008
Page 85 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2526
2527
2528
2529
2530
2531
2532
2533
2534
2535
2536
2537
2538
2539
2540
2541
2542
2543
2544
2545
2546
2547
2548
2549
2551
2552
2553
2554
2555
2556
2557
2558
2559
2560
2561
2562
2563
FSN
0009
0052
0053
0001
0310
0002
0109
0011
0304
0625
0108
0010
0054
0001
0007
0252
0219
0303
0808
0110
0253
0456
0055
0304
0111
0809
0401
0151
0152
0001
0001
0153
0008
0107
0002
0106
0215
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
VH-VQR
G-EZIR
G-EZIS
OE-LEA
B-2418
VT-KFF
B-6044
ZK-OJM
B-2298
N625JB
G-EUXI
VH-VQQ
G-EZIT
B-6201
B-2291
XA-UBX
B-6046
B-6202
OE-LDF
G-EZIU
B-2292
B-6047
XA-UBY
N566TA
B-6203
RP-C3189
B-6210
B-6048
N507NK
B-6211
VERSION RANK
QFA01 0009
EZY01 0052
EZY01 0053
NLY01 0001
CBF01 0010
10X01 0002
CCA02 0009
ANZ01 0011
CSC03 0004
J3K01 0072
BAW06 0008
QFA01 0010
EZY01 0054
BER01 0001
C9G12 0003
CSN03 0002
I2L28 0012
CES03 0003
MXA03 0008
CCA02 0010
CSN03 0003
AUA05 0006
EZY01 0055
CES03 0004
CCA02 0011
MXA03 0009
TAI05 0001
CSN03 0004
CSN03 0005
CEB01 0001
CHH01 0001
CSN03 0006
CCA01 0008
NKS01 0007
CHH01 0002
CES02 0027
IBE04 0015
Page 86 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2564
2565
2566
2567
2568
2569
2570
2571
2572
2573
2574
2575
2576
2577
2578
2579
2580
2581
2582
2583
2584
2585
2586
2587
2588
2589
2590
2591
2594
2595
2596
2597
2598
2599
2600
2601
2603
FSN
0002
0056
0001
0108
0105
0001
0836
0004
0106
0011
0114
0810
0003
0627
0057
0115
0629
0003
0810
0220
0002
0107
0002
0012
0002
0155
0006
0107
0012
0837
0008
0305
0101
0216
0013
0811
0109
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
VT-DKY
G-EZIV
A4O-AA
N508NK
9V-SBE
N836AW
CC-CPF
VH-VQP
B-6206
XA-UBZ
VT-KFG
N629JB
G-EZIW
B-6207
N627JB
B-6212
F-GUGJ
CC-CPI
RP-C3190
VH-VQO
ZK-OJN
N837AW
B-2299
VH-VQN
F-GUGK
N509NK
VERSION RANK
DKN01 0002
EZY01 0056
24X01 0001
NKS01 0008
SLK02 0005
15X01 0001
AWE04 0001
B2A02 0001
LAN02 0006
QFA01 0011
I2L30 0010
MXA03 0010
10X01 0003
J3K01 0073
EZY01 0057
I2L30 0011
J3K01 0074
CHH01 0003
AFR08 0010
I2L28 0013
15X01 0002
LAN02 0007
CEB01 0002
QFA01 0012
AHY01 0002
JKK02 0016
NKS02 0002
CES02 0028
ANZ01 0012
AWE04 0002
C9G12 0004
CSC03 0005
RJA02 0001
IBE04 0016
QFA01 0013
AFR08 0011
NKS01 0009
Page 87 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2604
2605
2606
2607
2608
2609
2610
2611
2612
2613
2614
2615
2616
2617
2619
2620
2621
2622
2623
2625
2626
2627
2628
2630
2631
2632
2633
2634
2635
2636
2637
2638
2639
2640
2643
2644
2646
FSN
0008
0058
0108
0251
0014
0054
0402
0004
0001
0679
0009
0838
0001
0005
0002
0001
0051
0110
0009
0003
0055
0109
0252
0680
0101
0253
0002
0052
0221
0059
0056
0004
0306
0630
0010
0006
0060
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
VH-VQM
D-AVXQ
B-6215
N679AW
D-AVXS
N838AW
VT-KFH
RP-C3191
N680AW
VT-KFI
RP-C3192
B-2300
VERSION RANK
I2L34 0004
EZY01 0058
CES02 0029
G8E08 0001
QFA01 0014
THY01 0001
TAI05 0002
CHH01 0004
AXM01 0001
AWE05 0001
CCA01 0009
AWE04 0003
78Y01 0001
CHH01 0005
BER01 0002
89Y01 0001
10X02 0001
NKS01 0010
C9G12 0005
CEB01 0003
THY01 0002
CES02 0030
G8E08 0002
AWE05 0002
D2F05 0001
G8E08 0003
AXM01 0002
10X02 0002
I2L28 0014
EZY01 0059
CSN02 0006
CEB01 0004
CSC03 0006
J3K01 0075
CCA01 0010
CHH01 0006
EZY01 0060
Page 88 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2648
2649
2651
2652
2653
2654
2655
2656
2657
2658
2659
2660
2663
2664
2665
2666
2667
2668
2669
2670
2672
2673
2674
2677
2678
2679
2681
2682
2683
2684
2687
2690
2691
2692
2693
2697
2698
FSN
0102
0102
0016
0457
0003
0003
0103
0003
0310
0002
0111
0104
0013
0053
0419
0311
0116
0002
0839
0004
0001
0112
0002
0061
0006
0113
0062
0105
0004
0002
0403
0840
0063
0103
0401
0408
0114
OPERATOR ID
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
ZK-OJO
VT-KFJ
OE-LEB
VT-KFK
VERSION RANK
D2F05 0002
RJA02 0002
QFA01 0016
AUA05 0007
LAJ01 0001
BER01 0003
D2F05 0003
AXM01 0003
TAI03 0012
89Y01 0002
NKS01 0011
D2F05 0004
ANZ01 0013
10X02 0003
I2L25 0004
TAI03 0013
I2L30 0012
NLY01 0002
AWE04 0004
10X01 0004
CSZ01 0001
NKS01 0012
78Y01 0002
EZY01 0061
C9G12 0007
NKS01 0013
EZY01 0062
BAW07 0001
AXM01 0004
CSZ01 0002
TAI05 0003
AWE04 0005
EZY01 0063
RJA02 0003
CES04 0001
BMA05 0002
NKS01 0014
Page 89 of 90
INTRODUCTION
00.030
FLIGHT CREW TRAINING MANUAL
AIRCRAFT ALLOCATION TABLE
JUL 28/05
MSN
2702
FSN
0064
OPERATOR ID
ENV
ENV A318/A319/A320/A321 FLEET FCTM
REGISTRATION
VERSION RANK
EZY01 0064
Page 90 of 90
FLIGHT CREW TRAINING MANUAL
INTRODUCTION
00.040
LIST OF SECTIONS
JUL 28/05
Section
00.010
00.030
00.040
00.070
Date
JUL 28/05
JUL 28/05
JUL 28/05
JUL 28/05
01.010
01.020
01.030
01.040
JUL
JUL
JUL
JUL
28/05
28/05
28/05
28/05
02.010
02.020
02.030
02.040
02.050
02.060
02.070
02.080
02.090
02.100
02.110
02.120
02.130
02.140
02.150
02.160
02.170
02.180
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
03.010
03.020
03.022
03.024
03.026
03.027
03.028
03.029
03.032
03.034
03.070
03.090
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
JUL
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
28/05
04.010
04.020
04.030
JUL 28/05
JUL 28/05
JUL 28/05
ENV A318/A319/A320/A321 FLEET FCTM
Section
04.040
04.050
04.060
04.070
Date
JUL 28/05
JUL 28/05
JUL 28/05
JUL 28/05
Page 1 of 1
FLIGHT CREW TRAINING MANUAL
Rev.
MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
20139
.. ....
J0016
LANDING GEAR - MAIN LANDING GEAR INSTALL A 4 WHEEL BOGIE -
JUL 28/05
20141
.. ....
P0107
STANDARD PRACTICES - ENGINE - INSTALL
CFM56-5-A1 ENGINE RATED AT 23500 BLS
JUL 28/05
20141
.. ....
P0115
POWER PLANT - ENGINE - INSTALL CFM
56-5A1 ENGINE RATED AT 25.000 LBS
JUL 28/05
20141
.. ....
P0896
ENGINE - INSTALL CFM 56-5-A1 ENGINE
REQUIRED FOR FIRST FLIGHT OF A320 A/C
JUL 28/05
20165
.. ....
P0116
STD. PRACTICES-ENGINE - INSTALL IAE
V2500 ENGINE RATED AT 23500 LBS
JUL 28/05
20165
.. ....
P0117
POWER PLANT - ENGINE - INSTALL IAE
V2500 ENGINE RATED AT 25.000 LBS
JUL 28/05
20165
.. ....
P0706
POWER PLANT - V2500 PROPULSION
SYSTEM CHANGE (MODIFIED BOOSTER)
JUL 28/05
20165
.. ....
P1300
ENGINE FUEL AND CONTROL - V2500
ENGINE - PANEL 22VU - PROVIDE N1 BAK
UP MODE SELECTION
JUL 28/05
20165
.. ....
P1466
AUTO FLIGHT - IMPROVED STANDARD OF
IAE - FAC -
JUL 28/05
20165
.. ....
P1879
POWER PLANT-V2500 ENGINE -FAN EXIT
GUIDE VANEINCORPORATE REVISED
BONDING PROCESS
JUL 28/05
20165
.. ....
P1880
OIL - V2500 ENGINE -INCORPORATE
MODIFIED N˚4 AND N˚5 BEARING OIL
SCAVENGE TUBE ASSEM BLIES
JUL 28/05
20165
.. ....
P1922
ENGINE-V2500 ENGINE OIL -REPLACE THE
CLIPPINGBRACKETS ON THE OIL TANK AT
CP0787 AND CP0788
JUL 28/05
20165
.. ....
P1941
ENGINE - V2500 ENGINE - INCORPORATE
RE-ROUTEDEGT HARNESS ASSY
JUL 28/05
20268
.. ....
J0071
WINGS-WING TIP FENCES-INTRODUCE
WING TIPS INCLUDING FENCES-
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 8
FLIGHT CREW TRAINING MANUAL
Rev.
MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
22013
.. ....
K2113
FUSELAGE - REAR FUSELAGE SECTION 16A
- DEFINE A321 BASIC STRUCTURE
JUL 28/05
22093
72-1010
P2219
POWER PLANT - ENGINE - INSTALL CFM
56-5-A3 ENGINE RATED AT 26.500 LBS
JUL 28/05
22249
22-1015
P2316
AUTO FLIGHT - ACTIVATE WINDSHEAR
FUNCTION
JUL 28/05
22989
.. ....
P2500
POWER PLANT - INSTALL IAE V2500 A5
ENGINES ON A321 RATED AT 30.000 LBS
JUL 28/05
23008
.. ....
P2652
POWER PLANT - IAE - INSTALL DERATED
V2500-A5 ON A320 A/C
JUL 28/05
23083
.. ....
P2566
POWER PLANT - INSTALL CFM 56-5B1
ENGINES RATED AT 30.000 LBS FOR A321.
JUL 28/05
23083
.. ....
P3239
ELECTRICAL POWER - PROVIDE A NEW
GCU STANDARD TO INCORPORATE A
CFM56 ENGINE COOLING
JUL 28/05
23119
29-1055
K2962
HYDRAULIC POWER-BLUE MAIN HYDRAULIC
POWER-IMPROVE MAINTENANCE STATUS
OF BLUE HYDRAULIC RESERVOIR
JUL 28/05
23151
.. ....
K2984
FUSELAGE - FLOOR PANELS INSTALLATION OF FLOOR PANELS AT DOOR
NR 2 RH (AREA 30)
JUL 28/05
23152
.. ....
P2930
POWER PLANT - ENGINES - INSTALL CFM
56-B2 ENGINE RATED AT 31.000 LBS
JUL 28/05
23885
34-1119
P3345
NAVIGATION - SATELLITE NAVIGATION INSTALL DUAL LITTON GPS
JUL 28/05
24035
.. ....
P3379
INDICATING/RECORDING SYSTEMS GENERAL- DEFINE CPIP3
JUL 28/05
24044
32-1136
32-1263
P3341
LANDING GEAR - WHEELS AND BRAKES INSTALL MESSIER GOODRICH WHEELS AND
BRAKES ON A321
JUL 28/05
24105
.. ....
K3154
FUSELAGE - REAR FUSELAGE - ADAPT
SECTION 17/19 STRUCTURE TO A319
DEFINITION
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 8
FLIGHT CREW TRAINING MANUAL
Rev.
MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
24160
.. ....
P3476
INDICATING/RECORDING SYSTEMS GENERAL - DEFINE PIN PROGRAMMING
FOR UA1 VERSION
JUL 28/05
24189
22-1026
P3515
INDICATING/RECORDING SYSTEMS GENERAL - DEFINE PIN PROGRAMMING
FOR ENERGY MANAGEMENT RETROFIT
JUL 28/05
24197
.. ....
P3437
AUTO FLIGHT - A320 - INHIBIT ENERGY
MANAGEMENT FUNCTIONS FOR IAE AND
CFM ENGINES
JUL 28/05
24211
31-1068
P3516
INDICATING/RECORDING SYSTEMS GENERAL - DEFINE PIN PROGRAMMING
FOR CPIP3 RETROFIT
JUL 28/05
24215
22-1022
P3511
AUTO FLIGHT - FAC - INSTALL TWO FACS
P/N BAM 0509
JUL 28/05
24251
.. ....
P2981
POWER PLANT - A320 - CFM 56 - INSTALL
DERATED ENGINES CFM 56-B4
JUL 28/05
24309
22-1059
P3560
AUTO FLIGHT - FMGC - PROVIDE TIME
CONSTRAINT AND TEN CHARACTERS RTE
IDENT FUNCTIONS
JUL 28/05
24404
.. ....
P3060
POWER PLANT - GENERAL - A321 - CFM
56-5B 1/2 (30KBLS) - INSTALL ENGINE WITH
DOUBLE ANNULAR COMBUSTOR
JUL 28/05
24405
.. ....
P3605
POWER PLANT - GENERAL - A320 - CFM
56-5B - 4/2 (26.5 KLBS) - INSTALL ENGINE
WITH DOUBLE ANNULAR COMBUSTOR
JUL 28/05
24588
22-1038
P3686
AUTO FLIGHT-FAC-INTRODUCE FAC P/N
BAM 510
JUL 28/05
24932
.. ....
P3916
POWER PLANT-INSTALL CFM 56-5B5
ENGINES FOR A319 (22 KLBS)
JUL 28/05
24946
32-1162
P3924
LANDING GEAR - MLG - MESSIER INTRODUCE BRAKES P/N C202253
JUL 28/05
25068
72-1012
P3978
POWER PLANT - INSTALL IAE V2527E A5
ENGINES (INCREASED TAKE-OFF THRUST
AT HIGH ALTITUDES)
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 8
FLIGHT CREW TRAINING MANUAL
Rev.
MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
25205
34-1132
P4085
NAVIGATION-PRIMARY MEANS USING
HONEYWELL GPS (HYBRID ARCHITETURE)
PROVIDING RAIM FUNCTION (CL)
JUL 28/05
25225
22-1057
P4089
AUTO FLIGHT-FMGC-REDUCE VAPP FOR
A320 CFM/IAE
JUL 28/05
25238
.. ....
P4100
POWERPLANT - INSTALL CFM 56-5A4
ENGINES FOR A319 (22KBS)
JUL 28/05
25286
.. ....
P4122
POWERPLANT - GENERAL - INSTALL ON
A319 RATED VERSION OF CFM 56-5A5 AT
23500 LBS
JUL 28/05
25287
.. ....
P4125
POWERPLANT - GENERAL - INSTALL ON
A319 ENGINE RATED VERSION OF CFM
56-5B6 23500 LBS
JUL 28/05
25534
22-1052
P4197
AUTO FLIGHT-F.A.C.-INTRODUCE
WINDSHEAR -2 FAC (AAM0509 AND CAM
0101)
JUL 28/05
25643
.. ....
P4390
POWER PLANT - GENERAL - INSTALL IAE
V2533-A5 ENGINE ON A321-231 RATED AT
33000 LBS
JUL 28/05
25863
22-1058
P4319
AUTO FLIGHT - FCU - DEFINE FLIGHT
DIRECTOR ENGAGEMENT IN CROSSED
BARS AT GO AROUND
JUL 28/05
25951
32-1174
P4507
LANDING GEAR - INSTALL ABS A321
WHEELS AND BRAKES ON A320
JUL 28/05
26111
34-1143
P4391
NAVIGATION - GPS - ACTIVATE A PRIMARY
GPS MEANS OF NAVIGATION USING LITTON
GPS (CLASS C1 - HYBRID ARCHITECTURE)
JUL 28/05
26152
.. ....
P4658
POWER PLANT - GENERAL - IAE V2522-A5
AT 22000 LBF (97.9 KN) NOMINAL THRUST
A319-131
JUL 28/05
26298
.. ....
P4771
POWER PLANT-GENERAL-INTRODUCE IAE
V2524-A5 ON A319-132 A/C
ENV A318/A319/A320/A321 FLEET FCTM
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MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
26359
.. ....
P4599
POWER PLANT-GENERAL-INTRODUCE CFM
56-5B3 ENGINE RATED AT 330K LBS
JUL 28/05
26485
34-1155
P5358
NAVIGATION-MMR-INSTALL SEXTANT MMR
PROVIDING ILS FUNCTION (FM IMMUNE)
AND GPS FUNCTION IN AUTONOMOUS
ARCHITECTURE
JUL 28/05
26497
22-1072
P4320
AUTO FLIGHT-GENERAL-ACTIVATE GLOBAL
SPEED PROTECTION AND F/D
DISENGAGEMENT UPON SPEED
CONSTRAINTS
JUL 28/05
26760
32-1188
P5345
LANDING GEAR-MLG-REPLACE BF
GOODRICH WHEELS AND BRAKES BY
MESSIER BUGATTI WHEELS AND BRAKES
(SEPCARD III)
JUL 28/05
26925
.. ....
P4576
LANDING GEAR-ALTERNATE BRAKINGINTRODUCE MODIFIED ALTERNATE
BRAKING SYSTEM
JUL 28/05
26965
.. ....
P4808
LANDING GEAR-WHEELS AND BRAKESINTRODUCE BSCU COMMON STD
JUL 28/05
26999
34-1162
P5168
NAVIGATION - MMR - INSTALL COLLINS
MMR PROVIDING ILS AND GPS FUNCTION
JUL 28/05
27567
72-1020
P5261
POWER PLANT - GENERAL - INTRODUCE
THIRD RATING ON CFM 56-5B7 FOR A319
A/C
JUL 28/05
27568
.. ....
P5262
POWER PLANT-GENERAL-INTRODUCE
THIRD RATING ON IAE ENGINES V2527-M-A5
FOR A319 A/C
JUL 28/05
27640
.. ....
P5594
ENGINE - GENERAL - INSTALL
CFM56-5B3/2P ENGINES AT 33.000 LBS
JUL 28/05
27773
32-1196
32-1232
P5518
LANDING GEAR-NORMAL BRAKINGINTRODUCE STD 8 BSCU (TWIN VERSION)
JUL 28/05
27917
34-1167
P5721
NAVIGATION - INSTALL LITTON ADIRS
(4MCU) INSTEAD OF HONEYWELL ADIRS
(4MCU) - FOR RETROFIT ONLY
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 8
FLIGHT CREW TRAINING MANUAL
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MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
28160
24-1096
P5768
ELEC PWR-AC EMERGENCY GENERATIONACTIVATE A319/A321 ELECTRICAL
EMERGENCY CONFIGURATION ON A320 A/C
JUL 28/05
28290
.. ....
P5983
AUTO FLIGHT - GENERAL - DE-ACTIVATE
THE ’SPEED PROTECTION’ PACKAGE
(ANTI-MOD 26497)
JUL 28/05
28382
34-1186
34-1232
P6054
NAVIGATION - MMR - ACTIVATE GPS
PRIMARY FUNCTION (HYBRID) IN SEXTANT
MMR (WITH HONEYWELL OR LITTON ADIRU)
JUL 28/05
28399
.. ....
P6025
AUTOFLIGHT - FMGC - DEACTIVATE THE ’
REDUCED VAPP’ FUNCTION FOR A320
CFM/IAE VERSIONS
JUL 28/05
28495
34-1232
P6183
NAVIGATION - MMR - REMOVE COLLINS
MMR PROVIDING ILS (FM IMMUNE) AND
GPS PRIMARY FUNCTION (PREVIOUS SPEC.)
JUL 28/05
28497
.. ....
P6193
AUTOFLIGHT - FMS - DEACTIVATE BATCH 1
OPTION OF FMS (PREVIOUS SPEC.)
JUL 28/05
28551
.. ....
P6197
AUTOFLIGHT - FCU - DEACTIVATE
FUNCTION ’FD’ ENGAGEMENT IN CROSSED
BARS ’GOAROUND’ FROM FCU (PREVIOUS
SPEC.)
JUL 28/05
28917
.. ....
P6387
ELECTRICAL POWER-AC EMERGENCY
GENERATION-REINSTALL A320 ELECTRICAL
EMERGENCY CONFIGURATION
JUL 28/05
30062
32-1201
P6375
LANDING GEAR-PARKING/ULTIMATE
EMERGENCY BRAKING-INTRODUCE A
PRESSURE SWITCH
JUL 28/05
30241
34-1207
P6551
NAVIGATION-MMR-INSTL COLLINS MMR
PROVIDING ILS (FM IMMUNE) AND GPS
PRIMARY FUNCTION INSTEAD OF SEXTANT
MMR
JUL 28/05
30631
34-1208
P6755
NAV-ILS (MMR)-INSTL COLLINS MMR
PROVIDING ILS FUNCTION (FM IMMUNE)
AND GPS FUNCTION IN AUTONOMOUS
ARCHITECTURE
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 8
FLIGHT CREW TRAINING MANUAL
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MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
31896
22-1089
P7519
AUTOFLIGHT-FMGC-INSTALL FMGC CFM
C13042AA01 (EQUIPPED WITH FMS2)
HONEYWELL
JUL 28/05
31897
22-1090
P7520
AUTOFLIGHT-FMGC-INSTALL FMGC IAE
C13042BA01 (EQUIPPED WITH FMS2
HONEYWELL)
JUL 28/05
32028
.. ....
P7598
ENGINE FUEL AND CONTROL - GENERALINSTALL CFM56-5B8/P ENGINES AT 21600
LBS ON A318
JUL 28/05
32150
32-1245
32-1276
P7688
LANDING GEAR-WHEELS AND
BRAKES-INSTALL BFG WHEELS AND
BRAKES IN PLACE OF MESSIER WHEELS
AND BRAKES (BY SB)
JUL 28/05
32238
32-1244
P7692
LANDING GEAR-WHEELS AND BRAKESINSTALL MESSIER WHEELS&SEPCARB III
PLUS BRAKES IN PLACE OF GOODRICH
WHEELS AND BRAKES
JUL 28/05
32239
32-1242
32-1276
P7691
LANDING GEAR-WHEELS AND BRAKESINSTALL MESSIER WHEELS &SUBCARB III
PLUS BRAKES IN PLACE OF ABS(A321TYPE)
WHEELS&BRAKES
JUL 28/05
32311
32-1247
P7721
LANDING GEAR-WHEELS AND
BRAKES-CANCEL MIXABILITY BETWEEN
GOODRICH BRAKES 2-1600-2 AND -3
AUTHOR. WITH MOD 31803
JUL 28/05
32332
.. ....
P7706
AUTOFLIGHT-FMGC-RE-INSTALL FMS1 CFM
P/N B546CAM0103 (ANTI MOD 31896) (CFM
GPS+ACARS)
JUL 28/05
32333
.. ....
P7707
AUTOFLIGHT-FMGC-RE-INSTALL FMS1 IAE
P/N B546CCM0105 (ANTI MOD 31897) (IAE
GPS+ACARS)
JUL 28/05
32401
22-1124
P7372
AUTOFLIGHT - FMGC DEFINE AND INSTALL
FMGC IAE C13043BA01 THALES(EQUIPPED
WITH FMS2 THALES/SMITH)
ENV A318/A319/A320/A321 FLEET FCTM
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MOD
SB
INTRODUCTION
00.070
LIST OF MODIFICATIONS
JUL 28/05
MP
Title
Validity
JUL 28/05
32402
22-1130
P7373
AUTOFLIGHT - FMGC DEFINE AND INSTALL
FMGC CFM C13043AA01 THALES(EQUIPPED
WITH FMS2 THALES/SMITH)
JUL 28/05
32475
22-1103
22-1152
P7808
AUTOFLIGHT - FMGC - INSTALL NEW
THALES FMGC EQUIPED WITH FMS2
SMITHS (REV 01) FOR CFM ENGINES (BY
RETROFIT ONLY)
JUL 28/05
32600
22-1123
P7790
AUTO FLIGHT - FLIGHT MANAGEMENT AND
GUIDANCE SYSTEM - ACTIVATE FMA
ENHANCEMENT FUNCTION
JUL 28/05
32656
73-1075
P7876
ENGINE FUEL AND CONTROL CONTROLLING - INTRODUCE EEC
SOFTWARE STANDARD ’SCN17’ ON
V2500-A5 ENGINES
JUL 28/05
32929
22-1116
22-1153
P7666
AUTO FLIGHT - FMGC DEVELOP FMS 2ND
GENERATION THALES/SMITH REV 1
STANDARD
JUL 28/05
33181
.. ....
P8161
AUTO FLIGHT-FMS- ACTIVATE LOC
BACK-BEAM APPROACH & BACK COURSE
TAKE OFF OPTION ON THALES &
HONEYWELL FMS2
P8194
NAVIGATION - ADIRS ACTIVATE ALIGNMENT
IMPROVEMENT FUNCTION ON ADIRU
JUL 28/05
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 8
OPERATIONAL PHILOSOPHY
01.000
TABLE OF CONTENTS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
01.010
01.020
INTRODUCTION
-- INTRODUCTION
1
-- OPERATIONAL GOLDEN RULES
1
FLIGHT CONTROLS
-- INTRODUCTION
1
-- NORMAL LAW
1
-- ALTERNATE LAW
6
-- DIRECT LAW
7
-- INDICATIONS
7
-- PROTECTIONS
01.030
01.040
8
-- MECHANICAL BACKUP
20
-- ABNORMAL ATTITUDES
21
-- SIDESTICK AND PRIORITY P/B
22
AP / FD / ATHR
-- AUTOPILOT/FLIGHT DIRECTOR
1
-- AUTOTHRUST (A/THR)
5
-- AP, FD, A/THR MODE CHANGES AND REVERSIONS
19
-- TRIPLE CLICK
28
ECAM
-- PURPOSE OF THE ECAM
1
-- MAIN PRINCIPLES
1
-- ECAM HANDLING
3
-- USE OF SUMMARIES
8
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OPERATIONAL PHILOSOPHY
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INTRODUCTION
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FLIGHT CREW TRAINING MANUAL
INTRODUCTION
ALL
The Airbus cockpit is designed to achieve pilot operational needs throughout the
aircraft operating environment, while ensuring maximum commonality within the
Fly by Wire family. The cockpit design objectives are driven by three criteria:
. Reinforce the safety of flight
. Improve efficiency of flight
. Answer pilot requirements in a continuously changing environment
Airbus operational rules result from the design concept, more particularly from
the following systems:
. The Fly by wire system with its control laws and protections, commanded
through the side stick,
. An integrated Auto Flight System (AFS) comprising:
-- The FMS interfaced through the MCDU,
-- The AP/FD interfaced through the FCU,
-- The A/THR interfaced through the non back driven thrust levers,
-- The FMA, providing Guidance targets and Information, to monitor the AFS
. A set of Display units (DU) providing information and parameters required by
the crew
-- To operate and to navigate the aircraft (the EFIS)
-- To communicate (the DCDU)
-- To manage the aircraft systems (the ECAM)
-- FMA interface to provide Guidance targets and information to monitor the
AFS/FD
. A Forward Facing Cockpit Layout with "Lights out" or "Dark Cockpit"
concept assisting the crew to properly control the various aircraft systems.
The operational rules applicable to these specific features are given in the other
sections of this chapter.
OPERATIONAL GOLDEN RULES
ALL
1. The aircraft can be flown like any other aircraft
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2. Fly, navigate, communicate - in that order
3. One head up at all times
4. Cross check the accuracy of the FMS
5. Know your FMA at all times
6. When things dont go as expected - take over
7. Use the proper level of automation for the task
8. Practice task sharing and back-up each other
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
01.020
FLIGHT CONTROLS
JUL 28/05
INTRODUCTION
ALL
The relationship between the Pilot Flyings (PFs) input on the sidestick, and the
aircrafts response, is referred to as control law. This relationship determines the
handling characteristics of the aircraft.
There are three sets of control laws, and they are provided according to the
status of the: Computers, peripherals, and hydraulic generation.
The three sets of control laws are:
. Normal law
. Alternate law
. Direct law.
NORMAL LAW
ALL
OBJECTIVES
The aim of normal law is to provide the following handling characteristics within
the normal flight envelope (regardless of aircraft speed, altitude, gross weight
and CG):
. Aircraft must be stable and maneuverable
. The same response must be consistently obtained from the aircraft
. The Actions on the sidestick must be balanced in pitch and in roll.
The normal law handling characteristics, at the flight envelope limit are:
. The PF has full authority to achieve Maximum aircraft Performance
. The PF can have instinctive/immediate reaction, in the event of an emergency
. There is a reduced possibility of overcontrolling or overstressing the aircraft.
Normal Law is the law that is most commonly available, and it handles single
failures.
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
CHARACTERISTICS IN PITCH
IN FLIGHT
When the PF performs sidestick inputs, a constant G-load maneuver is ordered,
and the aircraft responds with a G-Load/Pitch rate. Therefore, the PFs order is
consistent with the response that is "naturally" expected from the aircraft: Pitch
rate at low speed; Flight Path Rate or G, at high speed.
So, if there is no input on the stick:
. The aircraft maintains the flight path, even in case of speed changes
. In case of configuration changes or thrust variations, the aircraft compensates
for the pitching moment effects
. In turbulence, small deviations occur on the flight path. However, the aircraft
tends to regain a steady condition.
AIRBUS PITCH CHARACTERISTIC
Sidestick pushed
Sidestick released
Sidestick released
Sidestick pulled
Sidestick released
+ 2.5 g
+ 1.0 g
0g
− 1.0 g
NOF 01020 04064 0001
Operational Recommendation:
Since the aircraft is stable and auto-trimmed, the PF needs to perform minor
corrections on the sidestick, if the aircraft deviates from its intended flight path.
The PF should not fight the sidestick, or overcontrol it. If the PF senses an
overcontrol, the sidestick should be released.
AT TAKEOFF AND LANDING
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OPERATIONAL PHILOSOPHY
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
The above-mentioned pitch law is not the most appropriate for takeoff and flare,
because the stable flight path is not what the PF naturally expects. Therefore,
the computers automatically adapt the control laws to the flight phases:
. GROUND LAW: The control law is direct law
. FLARE LAW: The control law is a pitch demand law.
Operational Recommendation:
Takeoff and landing maneuvers are naturally achieved. For example, a flare
requires the PF to apply permanent aft pressure on the sidestick, in order to
achieve a progressive flare. Whereas, derotation consists of smoothly flying
the nosegear down, by applying slight aft pressure on the sidestick.
LATERAL CHARACTERISTICS
NORMAL CONDITIONS
When the PF performs a lateral input on the sidestick, a roll rate is ordered and
naturally obtained.
Therefore, at a bank angle of less than 33 degrees, with no input on the
sidestick, a zero roll rate is ordered, and the current bank angle is maintained.
Consequently, the aircraft is laterally stable, and no aileron trim is required.
However, lateral law is also a mixture of roll and yaw demand with:
-- Automatic turn coordination
-- Automatic yaw damping
-- Initial yaw damper response to a major aircraft assymetry.
In addition, if the bank angle is less than 33 degrees, pitch compensation is
provided.
If the bank angle is greater than 33 degrees, spiral stability is reintroduced and
pitch compensation is no longer available. This is because, in normal situations,
there is no operational reason to fly with such high bank angles for a long
period of time.
AIRBUS LATERAL CHARACTERISTIC
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
Turn coordination provided
Pitch and bank remain constant
to
33
°
Attitude maintained
tu
(When pilot releases the stick)
Re
nk
rn
67°
Ba
n
io
at es
ns uc °
3
pe d
m re to 3
co le
h ng
tc a
Pi k
o an
N B
33°
ang
le l
imi
t
67°
mit
e li
ank
l
ang
B
NOF 01020 04065 0001
Operational Recommendation:
During a normal turn (bank angle less than 33 degrees), in level flight:
. The PF moves the sidestick laterally (the more the sidestick is moved
laterally, the greater the resulting roll rate - e.g. 15 degrees/second at max
deflection)
. Not necessary to make a pitch correction
. Not necessary to use the rudder.
In the case of steep turns (bank angle greater than 33 degrees), the PF must
apply:
. Lateral pressure on the sidestick to maintain bank
. Aft pressure on the sidestick to maintain level flight.
ENGINE FAILURE
If an engine failure occurs, and no input is applied on the sidestick, lateral
normal law controls the natural tendency of the aircraft to roll and yaw.
If no input is applied on the sidestick, the aircraft will reach an approximate
5-degree constant bank angle, a constant sideslip, and a slowly-diverging
heading rate.
The lateral behavior of aircraft is safe.
However, the PF is best suited to adapt the lateral trimming technique, when
necessary. From a performance standpoint, the most effective flying technique, in
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
the event of an engine failure at takeoff, is to fly a constant heading with roll
surfaces retracted. This technique dictates the amount of rudder that is required,
and the resulting residual sideslip.
As a result, to indicate the amount of rudder that is required to correctly fly with
an engine-out at takeoff, the measured sideslip index is shifted on the PFD by
the computed, residual-sideslip value. This index appears in blue, instead of in
yellow, and is referred to as the beta target. If the rudder pedal is pressed to
center the beta target index, the PF will fly with the residual slip, as required by
the engine-out condition. Therefore, the aircraft will fly at a constant heading with
retracted roll surfaces.
BETA TARGET ON PFD
Blue Side Slip
target or
Bêta Target
NOF 01020 04066 0001
Operational Recommendation:
In the case of an engine failure at takeoff, the PF must:
. Smoothly pitch the aircraft down to maintain safe speed (as per SRS)
. Not be in a hurry to react on the pedals, since the aircraft is laterally safe.
. Center the Beta target, using the rudder pedals
. Zero the residual heading drift, by applying small lateral sidestick inputs.
AVAILABLE PROTECTIONS
Normal Law provides five different protections (Refer to the "Protections"
paragraph):
. High angle-of-attack protection
. Load factor protection
. High pitch attitude protection
. Bank angle protection
. High speed protection.
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OPERATIONAL PHILOSOPHY
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FLIGHT CREW TRAINING MANUAL
ALTERNATE LAW
ALL
In some double failure cases, the integrity and redundancy of the computers and
of the peripherals are not sufficient to achieve normal law and associated
protections. System degradation is progressive, and will evolve according to the
availability of remaining peripherals or computers.
Alternate law characteristics (usually triggered in case of a dual failure):
. In pitch: Same as in normal law with FLARE in DIRECT
. In roll: Roll DIRECT
. Most protections are lost, except Load factor protection
At the flight envelope limit, the aircraft is not protected, i.e.:
. In high speed, natural aircraft static stability is restored with an overspeed
warning
. In low speed, the auto pitch trim stops at Vc prot (below VLS), and natural
longitudinal static stability is restored, with a stall warning at 1.03 VS1g.
In certain failure cases, such as the loss of VS1g computation or the loss of two
ADRs, the longitudinal static stability cannot be restored at low speed. In the
case of a loss of three ADRs, it cannot be restored at high speed.
In alternate law, VMO setting is reduced to 320 kt, and A FLOOR is inhibited.
(On A318, MMO setting is also reduced to .77.)
Operational Recommendation:
The handling characteristics within the normal flight envelope, are identical in
pitch with normal law.
Outside the normal flight envelope, the PF must take appropriate preventive
actions to avoid losing control, and/or avoid high speed excursions. These
actions are the same as those that would be applied in any case where non
protected aircraft (e.g. in case of stall warning: add thrust, reduce pitch, check
speedbrakes retracted).
DIRECT LAW
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ALL
In most triple failure cases, direct law triggers. When this occurs:
. Elevator deflection is proportional to stick deflection. Maximum deflection
depends on the configuration and on the CG
. Aileron and spoiler deflections are proportional to stick deflection, but vary with
the aircraft configuration
. Pitch trim is commanded manually
Handling characteristics are natural, of high-quality aircraft, almost independent of
the configuration and of the CG. Therefore, the aircraft obviously has no
protections, no automatic pitch trim, but overspeed or stall warnings.
Operational Recommendation:
The PF must avoid performing large thrust changes, or sudden speedbrake
movements, particularly if the center of gravity is aft. If the speedbrakes are out,
and the aircraft has been re-trimmed, the PF must gently retract the speedbrakes,
to give time to retrim, and thereby avoid a large, nose-down trim change.
ALL
INDICATIONS
The ECAM and PFD indicate any control law degradation.
. On the ECAM
-- In ALTN Law:
FLT CTL ALTN LAW (PROT LOST)
MAX SPEED......320(320/.77 on A318)
-- In Direct Law:
FLT CTL ALTN LAW (PROT LOST)
MAX SPEED......320/.77
MAN PITCH TRIM USE
. On the PFD
The PFD enhances the PFs awarness of the status of flight controls.
Specific symbols (= in green), and specific formatting of low speed information
on the speed scale in normal law, indicate which protections are available.
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When protections are lost, amber crosses (X) appear, instead of the green
protection symbols (=).
When automatic pitch trim is no longer available, the PFD indicates this with an
amber USE MAN PITCH TRIM" message below the FMA.
FLY-BY-WIRE STATUS AWARENESS VIA THE PFD
USE MAN PITCH TRIM
NORMAL
ALTN
DIRECT
NOF 01020 04068 0001
Therefore, by simply looking at this main instrument (PFD), the flight crew is
immediately aware of the status of flight controls, and the operational
consequences.
PROTECTIONS
MSN 0031-0032 0034 0040-0041 0043 0045-0051 0056-0058 0060 0074-0075 0080 0089-0090
0095-0097 0106-0107 0113-0114 0118-0119 0121 0123-0125 0152-0153 0160 0171 0185
0191-0192 0197 0205-0206 0208 0213 0221-0222 0230 0234 0247 0252 0259-0263 0272-0273
0275-0276 0281-0282 0294 0296-0299 0301 0306-0307 0318-0321 0325 0329 0332 0338-0340
0345 0347 0349 0353 0355 0358 0360-0361 0367-0375 0380-0381 0387-0388 0390 0395-0400
0402 0406-0410 0416-0419 0421 0423 0427 0431-0432 0441 0451 0467 0469 0478
OBJECTIVES
One of the PF’s primary tasks is to maintain the aircraft within the limits of the
normal flight envelope. However, some circumstances, due to extreme situations
or aircraft mishandling, may provoke the violation of these limits.
The protections are not designed to allow PFs to exceed the normal flight
envelope, as this is not authorized. In addition, these protections are not
designed to be structural limit protections (e.g. opposite rudder pedal inputs).
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FLIGHT CREW TRAINING MANUAL
Rather, they are designed to assist the PF in emergency and stressful situations,
where only instinctive and rapid reactions will be effective.
Protections are intended to:
. Provide full authority to the PF to consistently achieve the best possible
aircraft performance in extreme conditions
. Reduce the risks of overcontrolling, or overstressing the aircraft
. Provide PF with an instinctive and immediate procedure to ensure that the PF
achieves the best possible result.
BANK ANGLE PROTECTION
Bank angle protection prevents that any major upset, or PF mishandling, causes
the aircraft to be in a high-bank situation (wherein aircraft recovery is complex,
due to the difficulty to properly assess such a situation and readily react). Bank
angle protection provides the PF with full authority to efficiently achieve any
required roll maneuver.
The maximum achievable bank angle is plus or minus:
. 67 degrees, within the Normal Flight envelope (2.5 g level flight)
. 45 degrees, in high Speed protection (to prevent spiral dive)
HIGH SPEED PROTECTION
When flying beyond maximum design speeds VD/MD (which are greater that
VMO/MMO), there is an increased potential for aircraft control difficulties and
structural concerns, due to high air loads. Therefore, the margin between
VMO/MMO and VD/MD must be such that any possible overshoot of the normal
flight envelope should not cause any major difficulty.
High speed protection adds a positive nose-up G demand to a sidestick order, in
order to protect the aircraft, in the event of a dive or vertical upset. As a result,
this enables a reduction in the margin betwen VMO/MMO and VD/MD.
Therefore, in a dive situation:
. If there is no sidestick input on the sidestick, the aircraft will slightly overshoot
VMO/MMO and fly back towards the envelope.
. If the sidestick is maintained full forward, the aircraft will significantly overshoot
VMO/MMO without reaching VD/MD. At approximately VMO + 16 / MMO +
0.04, the pitch nose-down authority smoothly reduces to zero (which does not
mean that the aircraft stabilizes at that speed).
AIRBUS HIGH SPEED PROTECTION
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FLIGHT CREW TRAINING MANUAL
a)
360
340
360
340
320
320
HSP
activation
b)
360
360
380
340
16
16
340
360
320
320
340
High speed protection activation:a) stick free
b) stick full forward
NOF 01020 04070 0001
The PF, therefore, has full authority to perform a high speed/steep dive escape
maneuver, when required, via a reflex action on the sidestick.
Note:
1. An OVERSPEED warning is provided.
2. At high altitude, this may result in activation of the angle of attack
protection.
Depending on the ELAC standard, the crew may have to push on the
stick to get out of this protection law.
LOAD FACTOR PROTECTION
On commercial aircraft, high load factors can be encountered during evasive
maneuvers due to potential collisions, or CFIT
Pulling "g" is efficient, if the resulting maneuver is really flown with this "g"
number. If the aircraft is not able to fly this trajectory, or to perform this
maneuver, pulling "g" will be detrimental.
On commercial aircraft, the maximum load that is structurally allowed is:
. 2.5 g in clean configuration,
. 2.0 g with the flaps extended.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CONTROLS
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AIRBUS LOAD FACTOR PROTECTION AND SAFETY
Ra 2.5
di g
us
2.5 g trajectory when
aircraft within proper flight domain.
2.5 g pull
shallow trajectory when
a/c out of proper
flight domain.
NOF 01020 04071 0001
On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very
remote. Furthermore, as G Load information is not continuously provided in the
cockpit, airline PFs are not used to controlling this parameter. This is further
evidenced by inflight experience, which reveals that: In emergency situations,
initial PF reaction on a yoke or sidestick is hesitant, then aggressive.
With load factor protection, the PF may immediately and instinctively pull the
sidestick full aft: The aircraft will initially fly a 2.5 g maneuver without losing time.
Then, if the PF still needs to maintain the sidestick full aft stick, because the
danger still exists, then the high AOA protection will take over. Load factor
protection enhances this high AOA protection.
Load factor protection enables immediate PF reaction, without any risk of
overstressing the aircraft.
Flight experience has also revealed that an immediate 2.5 g reaction provides
larger obstacle clearance, than a hesitant and delayed high G Load maneuver
(two-second delay).
HIGH PITCH ATTITUDE PROTECTION
Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to
hazardous situations:
. Too high a nose-up u Very rapid energy loss
. Too low a nose-down u Very rapid energy gain
Furthermore, there is no emergency situation that requires flying at excessive
attitudes. For these reasons, pitch attitude protection limits pitch attitude to plus
30 degrees/minus 15 degrees.
Pitch attitude protection enhances high speed protection, high load factor
protection, and high AOA protection.
HIGH ANGLE-OF-ATTACK (AOA) PROTECTION
High AOA protection enables the PF to pull the sidestick full aft in dangerous
situations, and thus consistently achieve the best possible aircraft lift. This
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FLIGHT CONTROLS
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action on the sidestick is instinctive, and the high AOA protection minimizes the
risk of stalls or control loss.
High AOA protection is an aerodynamic protection:
. The PF will notice if the normal flight envelope is exceeded for any reason,
because the autopitch trim will stop, the aircraft will sink to maintain its current
AOA (alpha PROT, strong static stability), and a significant change in aircraft
behavior will occur.
. If the PF then pulls the sidestick full aft, a maximum AOA (approximately
corresponding to CL Max) is commanded. In addition, the speedbrakes will
automatically retract, if extended.
AIRBUS AOA PROTECTION
VLS
CL
V prot
V Max
AOA
Max Full aftstick
Prot Stick Neutral
THS stopped
VLS Angle of attack
corresponding to
minimum allowed speed
Floor − ATHR function
NOF 01020 04072 0001
In addition to this aerodynamic protection, there are three more energy features:
. If ATHR is in SPEED mode, the speed cannot drop below VLS, even if the
target speed is below VLS
. If the angle-of-attack still increases and reaches ALPHA Floor threshold, the
A/THR triggers TOGA thrust and engages (unless in some cases of one
engine-out).
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OPERATIONAL PHILOSOPHY
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FLIGHT CREW TRAINING MANUAL
In case of an emergency situation, such as Windshear or CFIT, the PF is
assisted in order to optimize aircraft performance via the:
. A/THR: Adds thrust to maintain the speed above VLS
. ALPHA FLOOR: Provides TOGA thrust
. HIGH AOA protection: Provides maximum aerodynamic lift
. Automatic speedbrake retraction: Minimizes drag.
Operational Recommendations:
When flying at alpha max, the PF can make gentle turns, if necessary.
The PF must not deliberately fly the aircraft in alpha protection, except for brief
periods, when maximum maneuvering speed is required.
If alpha protection is inadvertently entered, the PF must exit it as quickly as
possible, by easing the sidestick forward to reduce the angle-of-attack, while
simultaneously adding power (if alpha floor has not yet been activated, or has
been cancelled). If alpha floors has been triggered, it must be cancelled with the
disconnect pushbutton (on either thrust lever), as soon as a safe speed is
resumed.
In case of GPWS/SHEAR:
. Set the thrust levers to TOGA
. Pull the sidestick to full aft (For shear, fly the SRS, until full aft sidestick).
. Initially maintain the wings level
This immediately provides maximum lift/maximum thrust/minimum drag. Therefore,
CFIT escape maneuvers will be much more efficient.
PROTECTED A/C VERSUS NON PROTECTED A/C GO-AROUND TRAJECTORY
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OPERATIONAL PHILOSOPHY
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
ALT (ft)
D
200
Initial a/c conditions:
Landing Conf.
VAPP
V/S − 1500ft/mn
E
CT
A/C
ED
E
OT
CT
E
OT
PR
100
PR
ON
INITIAL
ALTITUDE
N
−100
DIST (ft)
1000
1500
2000
2500
GPWS PULL UP
Call out
NOF 01020 04073 0001
The above-illustrated are typical trajectories flown by all protected or not
protected aircraft, when the PF applies the escape procedure after an aural
GPWS PULL UP" alert.
The graph demonstrates the efficiency of the protection, to ensure a duck-under
that is 50 percent lower, a bucket-distance that is 50 percent shorter, a safety
margin that more than doubles (due to a quicker reaction time), and a significant
altitude gain (+/- 250 ft). These characteristics are common to all protected
aircraft, because the escape procedure is easy to achieve, and enables the PF
to fly the aircraft at a constant AOA, close to the max AOA. It is much more
difficult to fly the stick shaker AOA on an aircraft that is not protected.
MSN 0002-0030 0033 0035-0039 0042 0044 0052-0055 0059 0061-0073 0076-0078
0091-0094 0098-0104 0108-0112 0115-0117 0120 0122 0126-0151 0154-0159
0172-0184 0186-0190 0193-0196 0198-0204 0207 0209-0212 0214-0220 0223-0229
0235-0246 0248-0251 0253-0258 0264-0271 0274 0277-0280 0283-0293 0295 0300
0308-0317 0322-0324 0326-0328 0330-0331 0333-0337 0341-0344 0346 0348
0354 0356-0357 0359 0362-0366 0376-0379 0382-0386 0389 0391-0394 0401
0411-0415 0420 0422 0424-0426 0428-0430 0434-0440 0442-0450 0452-0466 0468
0479-2702
0081-0088
0161-0170
0231-0233
0302-0305
0350-0352
0403-0405
0470-0477
OBJECTIVES
One of the PF’s primary tasks is to maintain the aircraft within the limits of the
normal flight envelope. However, some circumstances, due to extreme situations
or aircraft mishandling, may provoke the violation of these limits.
The protections are not designed to allow PFs to exceed the normal flight
envelope, as this is not authorized. In addition, these protections are not
designed to be structural limit protections (e.g. opposite rudder pedal inputs).
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
Rather, they are designed to assist the PF in emergency and stressful situations,
where only instinctive and rapid reactions will be effective.
Protections are intended to:
. Provide full authority to the PF to consistently achieve the best possible
aircraft performance in extreme conditions
. Reduce the risks of overcontrolling, or overstressing the aircraft
. Provide PF with an instinctive and immediate procedure to ensure that the PF
achieves the best possible result.
BANK ANGLE PROTECTION
Bank angle protection prevents that any major upset, or PF mishandling, causes
the aircraft to be in a high-bank situation (wherein aircraft recovery is complex,
due to the difficulty to properly assess such a situation and readily react). Bank
angle protection provides the PF with full authority to efficiently achieve any
required roll maneuver.
The maximum achievable bank angle is plus or minus:
. 67 degrees, within the Normal Flight envelope (2.5 g level flight)
. 45 degrees, in high Speed protection (to prevent spiral dive)
HIGH SPEED PROTECTION
When flying beyond maximum design speeds VD/MD (which are greater that
VMO/MMO), there is an increased potential for aircraft control difficulties and
structural concerns, due to high air loads. Therefore, the margin between
VMO/MMO and VD/MD must be such that any possible overshoot of the normal
flight envelope should not cause any major difficulty.
High speed protection adds a positive nose-up G demand to a sidestick order, in
order to protect the aircraft, in the event of a dive or vertical upset. As a result,
this enables a reduction in the margin betwen VMO/MMO and VD/MD.
Therefore, in a dive situation:
. If there is no sidestick input on the sidestick, the aircraft will slightly overshoot
VMO/MMO and fly back towards the envelope.
. If the sidestick is maintained full forward, the aircraft will significantly overshoot
VMO/MMO without reaching VD/MD. At approximately VMO + 16 / MMO +
0.04, the pitch nose-down authority smoothly reduces to zero (which does not
mean that the aircraft stabilizes at that speed).
AIRBUS HIGH SPEED PROTECTION
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
a)
360
340
360
340
320
320
HSP
activation
b)
360
360
380
340
16
16
340
360
320
320
340
High speed protection activation:a) stick free
b) stick full forward
NOF 01020 04075 0001
The PF, therefore, has full authority to perform a high speed/steep dive escape
maneuver, when required, via a reflex action on the sidestick.
Note:
1. An OVERSPEED warning is provided.
2. At high altitude, this may result in activation of the angle of attack
protection.
Depending on the ELAC standard, the crew may have to push on the
stick to get out of this protection law.
LOAD FACTOR PROTECTION
On commercial aircraft, high load factors can be encountered during evasive
maneuvers due to potential collisions, or CFIT
Pulling "g" is efficient, if the resulting maneuver is really flown with this "g"
number. If the aircraft is not able to fly this trajectory, or to perform this
maneuver, pulling "g" will be detrimental.
On commercial aircraft, the maximum load that is structurally allowed is:
. 2.5 g in clean configuration,
. 2.0 g with the flaps extended.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
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01.020
FLIGHT CONTROLS
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AIRBUS LOAD FACTOR PROTECTION AND SAFETY
Ra 2.5
di g
us
2.5 g trajectory when
aircraft within proper flight domain.
2.5 g pull
shallow trajectory when
a/c out of proper
flight domain.
NOF 01020 04076 0001
On most commercial aircraft, the potential for an efficient 2.5 g maneuver is very
remote. Furthermore, as G Load information is not continuously provided in the
cockpit, airline PFs are not used to controlling this parameter. This is further
evidenced by inflight experience, which reveals that: In emergency situations,
initial PF reaction on a yoke or sidestick is hesitant, then aggressive.
With load factor protection, the PF may immediately and instinctively pull the
sidestick full aft: The aircraft will initially fly a 2.5 g maneuver without losing time.
Then, if the PF still needs to maintain the sidestick full aft stick, because the
danger still exists, then the high AOA protection will take over. Load factor
protection enhances this high AOA protection.
Load factor protection enables immediate PF reaction, without any risk of
overstressing the aircraft.
Flight experience has also revealed that an immediate 2.5 g reaction provides
larger obstacle clearance, than a hesitant and delayed high G Load maneuver
(two-second delay).
HIGH PITCH ATTITUDE PROTECTION
Excessive pitch attitudes, caused by upsets or inappropriate maneuvers, lead to
hazardous situations:
. Too high a nose-up u Very rapid energy loss
. Too low a nose-down u Very rapid energy gain
Furthermore, there is no emergency situation that requires flying at excessive
attitudes. For these reasons, pitch attitude protection limits pitch attitude to plus
30 degrees/minus 15 degrees.
Pitch attitude protection enhances high speed protection, high load factor
protection, and high AOA protection.
HIGH ANGLE-OF-ATTACK (AOA) PROTECTION
High AOA protection enables the PF to pull the sidestick full aft in dangerous
situations, and thus consistently achieve the best possible aircraft lift. This
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action on the sidestick is instinctive, and the high AOA protection minimizes the
risk of stalls or control loss.
High AOA protection is an aerodynamic protection:
. The PF will notice if the normal flight envelope is exceeded for any reason,
because the autopitch trim will stop, the aircraft will sink to maintain its current
AOA (alpha PROT, strong static stability), and a significant change in aircraft
behavior will occur.
. If the PF then pulls the sidestick full aft, a maximum AOA (approximately
corresponding to CL Max) is commanded. In addition, the speedbrakes will
automatically retract, if extended.
AIRBUS AOA PROTECTION
VLS
CL
V prot
V Max
AOA
Max Full aftstick
Prot Stick Neutral
THS stopped
VLS Angle of attack
corresponding to
minimum allowed speed
Floor − ATHR function
NOF 01020 04077 0001
In addition to this aerodynamic protection, there are three more energy features:
. If ATHR is in SPEED mode, the speed cannot drop below VLS, even if the
target speed is below VLS
. A "LOW ENERGY" aural alert triggers, when the aircraft energy level drops
below a specific threshold function of, for example, IAS, ACCEL/DECEL, or
FPA.
For example, if the aircraft decelerates at 1 kt/sec, and:
-- The FPA is -3 degrees, the alert will trigger at approximately VLS -8,
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FLIGHT CREW TRAINING MANUAL
-- The FPA is -4 degrees, the alert will trigger at approximately VLS -2.
This "SPEED, SPEED, SPEED" alert draws the PF’s attention to the SPEED
scale, and indicates the need to adjust thrust.
It comes immediately before the ALPHA Floor, and is available when the
aircraft is below 2000 feet RA and is in CONF ≥ 2.
. If the angle-of-attack still increases and reaches ALPHA Floor threshold, the
A/THR triggers TOGA thrust and engages (unless in some cases of one
engine-out).
In case of an emergency situation, such as Windshear or CFIT, the PF is
assisted in order to optimize aircraft performance via the:
. A/THR: Adds thrust to maintain the speed above VLS
. Low Energy Speed - Speed warning: Enhances PF awareness
. ALPHA FLOOR: Provides TOGA thrust
. HIGH AOA protection: Provides maximum aerodynamic lift
. Automatic speedbrake retraction: Minimizes drag.
Operational Recommendations:
When flying at alpha max, the PF can make gentle turns, if necessary.
The PF must not deliberately fly the aircraft in alpha protection, except for brief
periods, when maximum maneuvering speed is required.
If alpha protection is inadvertently entered, the PF must exit it as quickly as
possible, by easing the sidestick forward to reduce the angle-of-attack, while
simultaneously adding power (if alpha floor has not yet been activated, or has
been cancelled). If alpha floors has been triggered, it must be cancelled with the
disconnect pushbutton (on either thrust lever), as soon as a safe speed is
resumed.
In case of GPWS/SHEAR:
. Set the thrust levers to TOGA
. Pull the sidestick to full aft (For shear, fly the SRS, until full aft sidestick).
. Initially maintain the wings level
This immediately provides maximum lift/maximum thrust/minimum drag. Therefore,
CFIT escape maneuvers will be much more efficient.
PROTECTED A/C VERSUS NON PROTECTED A/C GO-AROUND TRAJECTORY
ENV A318/A319/A320/A321 FLEET FCTM
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OPERATIONAL PHILOSOPHY
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FLIGHT CONTROLS
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FLIGHT CREW TRAINING MANUAL
ALT (ft)
D
200
Initial a/c conditions:
Landing Conf.
VAPP
V/S − 1500ft/mn
E
CT
A/C
ED
E
OT
CT
E
OT
PR
100
PR
ON
INITIAL
ALTITUDE
N
−100
DIST (ft)
1000
1500
2000
2500
GPWS PULL UP
Call out
NOF 01020 04078 0001
The above-illustrated are typical trajectories flown by all protected or not
protected aircraft, when the PF applies the escape procedure after an aural "
GPWS PULL UP" alert.
The graph demonstrates the efficiency of the protection, to ensure a duck-under
that is 50 percent lower, a bucket-distance that is 50 percent shorter, a safety
margin that more than doubles (due to a quicker reaction time), and a significant
altitude gain (+/- 250 ft). These characteristics are common to all protected
aircraft, because the escape procedure is easy to achieve, and enables the PF
to fly the aircraft at a constant AOA, close to the max AOA. It is much more
difficult to fly the stick shaker AOA on an aircraft that is not protected.
MECHANICAL BACKUP
ALL
The purpose of the mechanical backup is to achieve all safety objectives in
MMEL dispatch condition: To manage a temporary and total electrical loss, the
temporary loss of five fly-by-wire computers, the loss of both elevators, or the
total loss of ailerons and spoilers.
It must be noted that it is very unlikely the mechanical backup will be used, due
to the fly-by-wire architecture. For example, in case of electrical emergency
configuration, or an all-engine flameout, alternate law remains available.
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FLIGHT CONTROLS
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In the unlikely event of such a failure, mechanical backup enables the PF to
safely stabilize the aircraft, using the rudder and manual pitch trim, while
reconfiguring the systems.
In such cases, the objective is not to fly the aircraft accurately, but to maintain
the aircraft attitude safe and stabilized, in order to allow the restoration of lost
systems.
The pitch trim wheel is used to control pitch. Any action on the pitch trim wheel
should be applied smoothly, because the THS effect is significant due to its large
size.
The rudder provides lateral control, and induces a significant roll with a slight
delay. The PF should apply some rudder to turn, and wait for the aircraft reaction.
To stabilize and level the wings, anticipate by releasing the rudder pedals.
A red MAN PITCH TRIM ONLY" message appears on the PFD to immediately
inform the PF that the mechanical backup is being used.
BACK-UP INDICATION ON PFD
MAN PITCH TRIM ONLY
NOF 01020 04069 0001
ABNORMAL ATTITUDES
ALL
If the aircraft is, for any reason, far outside the normal flight envelope and
reaches an abnormal attitude, the normal controls are modified and provide the
PF with maximum efficiency in regaining normal attitudes. (An example of a
typical reason for being far outside the normal flight envelope would be a mid-air
collision).
The so-called "abnormal attitude" law is :
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. Pitch alternate with load factor protection (without autotrim)
. Lateral direct law with yaw alternate
These laws trigger, when extreme values are reached:
. Pitch (50 degrees up, 30 degrees down)
. Bank (125 degrees)
. AOA (30 degrees, -10 degrees)
. Speed (440 kt, 60 kt)
. Mach (0.96, 0.1).
It is very unlikely that the aircraft will reach these attitudes, because fly-by-wire
provides protection to ensure rapid reaction far in advance. This will minimize
the effect and potential for such aerodynamic upsets.
The effectiveness of fly-by-wire architecture, and the existence of control laws,
eliminate the need for upset recovery maneuvers to be trained on protected
Airbus aircraft.
SIDESTICK AND PRIORITY P/B
ALL
When the Pilot Flying (PF) makes an input on the sidestick, an order (an
electrical signal) is sent to the fly-by-wire computer. If the Pilot Not Flying (PNF)
also acts on the stick, then both signals/orders are added.
Therefore, as on any other aircraft type, PF and PNF must not act on their
sidesticks at the same time. If the PNF (or Training Captain) needs to take over,
the PNF must press the sidestick priority pushbutton, and announce: "I have
control".
If a flight crewmember falls on a sidestick, or a mechanical failure leads to a
jammed stick (there is no associate ECAM caution), the "failed" sidestick order is
added to the "non failed" sidestick order.
In this case, the other not affected flight crewmember must press the sidestick
priority pushbutton for at least 40 seconds, in order to deactivate the "failed"
sidestick.
A pilot can at any time reactivate a deactivated stick by momentarily pressing
the takeover push button on either stick.
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In case of a "SIDE STICK FAULT" ECAM warning, due to an electrical failure,
the affected sidestick order (sent to the computer) is forced to zero. This
automatically deactivates the affected sidestick. This explains why there is no
procedure associated with that warning.
Note: When a sidestick is deactivated by the opposite sidestick priority
pushbutton, it can be reactivated with its own sidestick priority pushbutton.
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OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
AUTOPILOT/FLIGHT DIRECTOR
ALL
OBJECTIVE
The Auto Pilot (AP) and Flight Director (FD) assist the flight crew to fly the
aircraft within the normal flight envelope, in order to:
.
Optimize performance in the takeoff, go-around, climb, or descent phases
.
Follow ATC clearances (lateral or vertical)
.
Repeatedly fly and land the aircraft with very high accuracy in CAT II and
CAT III conditions.
To achieve these objectives:
.
The AP takes over routine tasks. This gives the Pilot Flying (PF) the
necessary time and resources to assess the overall operational situation.
.
The FD provides adequate attitude or flight path orders, and enables the PF
to accurately fly the aircraft manually.
MANAGED AND SELECTED MODES
The choice of mode is a strategic decision that is taken by the PF.
Managed
To fly along the
pre−planned F−PLN,
entered in the MCDU
Selected
For specific ATC requests,
or when there is not sufficient
time to modify the MCDU F−PLN
NOF 01030 04079 0001
Managed modes require:
.
.
Good FMS navigation accuracy (or GPS PRIMARY)
An appropriate ACTIVE F-PLN (i.e. the intended lateral and vertical
trajectory is entered, and the sequencing of the F-PLN is monitored).
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OPERATIONAL PHILOSOPHY
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AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
If these two conditions are not fulfilled
Revert to selected modes
NOF 01030 04080 0001
MAIN INTERFACES WITH THE AP/FD
MCDU
Long−term* interface
To prepare lateral or vertical
revisions, or to preset the speed
for the next phase.
FCU
Short−term interface
To select the ATC HDG,
expedite, speed, etc.
(quickly performed "head−up")
NOF 01030 04081 0001
*The DIR TO function is an exception to this rule.
OPERATIONAL RECOMMENDATION:
With the FMS, anticipate flight plan updates by preparing:
. EN ROUTE DIVERSIONS
. DIVERSION TO ALTN
. CIRCLING
. LATE CHANGE OF RWY
in the SEC F-PLN. This enables the MCDU to be used for short-term actions.
TASKSHARING AND COMMUNICATIONS
The FCU and MCDU must be used, in accordance with the rules outlined below,
in order to ensure:
. Safe operation (correct entries made)
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OPERATIONAL PHILOSOPHY
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AP / FD / ATHR
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FLIGHT CREW TRAINING MANUAL
. Effective inter-pilot communication (knowing each other’s intentions)
. Comfortable operations (use "available hands", as appropriate)
MCDU entries are performed by the
PF, during a temporary transfer of
command to the PNF.
FCU entries are performed by:
− The PF, with the AP on.
− The PNF (upon PF request),
with the AP off.
A crosscheck must be performed.
FCU entries must be announced.
Time−consuming entries should be
avoided below 10000 feet.
Entries should be restricted to those that
have an operational benefit.
(PERF APPR, DIR TO, DIR TO
INTERCEPT, RAD NAV, LATE
CHANGE OF RUNWAY, ACTIVATE
SEC F−PLN, ENABLE ALTN)
Upon FCU entries:
The PF must check and announce the
corresponding PFD/FMA target and
mode.
The PNF must crosscheck and
announce "CHECKED".
NOF 01030 04082 0001
AP/FD MONITORING
The FMA indicates the status of the AP, FD, and A/THR, and their corresponding
operating modes. The PF must monitor the FMA, and announce any FMA
changes. The flight crew uses the FCU or MCDU to give orders to the AP/FD.
The aircraft is expected to fly in accordance with these orders.
The main concern for the flight crew should be:
WHAT IS THE AIRCRAFT EXPECTED TO FLY NOW ?
WHAT IS THE AIRCRAFT EXPECTED TO FLY NEXT ?
If the aircraft does not fly as expected:
And, if in managed mode
Select the desired target
NOF 01030 04083 0001
- Or, disengage the AP, and fly the aircraft manually.
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 29
OPERATIONAL PHILOSOPHY
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AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
AUTOPILOT (AP) OPERATION
The AP can be engaged within the normal flight envelope, 5 seconds after liftoff
and at least 100ft. It automatically disengages, when the aircraft flies
significantly outside the normal flight envelope limits.
The AP cannot be engaged, when the aircraft is outside the flight envelope.
Flight control laws are designed to assist the flight crew to return within the flight
envelope, in accordance with the selected strategy.
The AP may be used:
. For autoland: Down to the aircraft landing rollout, in accordance with the
limitations indicated in the FCOM
. For other approaches, down to:
-- The MDA for straight in Non Precision Approach
-- MDA-100 ft for circling approach
-- 160 ft for ILS approach with CAT1 displayed on FMA
-- 500 ft for all others phases.
It may also be used, in case of:
. Engine failure: Without any restriction, within the demonstrated limits, including
for autoland
. Abnormal configuration (e.g. slats/flaps failure): Down to 500 feet AGL. Extra
vigilance is required in these configurations. The flight crew must be ready to
take over, if the aircraft deviates from its intended, safe flight path.
The sidestick’s instinctive disconnect pushbutton should be used to disengage the
AP. Instinctive override action on the sidestick consists of pushing or pulling the
sidestick, when the AP is engaged. This action disengages the AP, and should
be done as per design, i.e. in case of an instinctive reaction (to an AP hard over
for example).
USE OF THE FD WITHOUT THE AP
When manually flying the aircraft with the FDs on, the FD bars or the FPD
symbol provide lateral and vertical orders, in accordance with the active modes
that the flight crew selects.
Therefore:
⇒ Fly with a centered FD or FPD
⇒ If not using FD orders, turn off the FD.
It is strongly recommended to turn off both FDs, to ensure that the A/THR is in
SPEED mode, if the A/THR is active.
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
AUTOTHRUST (A/THR)
MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091
0095-0099 0112-0114 0119 0123-0124 0138-0139 0148 0151 0163-0170 0178-0182 0189-0190
0193-0196 0198 0205 0212 0219 0221-0222 0225 0230 0238 0243 0245 0247 0249-0251
0256-0258 0271 0289 0293-0295 0299-0301 0304 0308 0314-0317 0322 0326-0328 0334-0336
0338 0343-0344 0348-0349 0351 0354 0357 0362-0363 0365-0366 0370-0371 0376 0379
0383 0386 0389-0394 0396 0398 0402 0406 0411 0413-0414 0416 0422-0425 0429-0432
0437 0440-0441 0443-0444 0446-0448 0451 0453 0455 0460-0461 0469 0471 0476 0478
0480-0482
OBJECTIVE
The A/THR computer (within the FG) interfaces directly with the engine computer,
referred to as the FADEC.
The A/THR sends to the FADEC the thrust targets that are needed to:
. Obtain and maintain a target speed, when in SPEED mode
. Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.
INTERFACE
When the A/THR is active, the thrust lever position determines the maximum
thrust that the A/THR can command in SPEED or THRUST mode. Therefore,
with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel.
The A/THR computer does not drive back the thrust levers. The PF sets them to
a specific detent on the thrust lever range. The A/THR system provides cues
that indicate the energy of the aircraft:
. Speed, acceleration, or deceleration, obtained by the speed trend vector
. N1, and N1 command on the N1 gauge.
All these cues are in the flight crews direct line of vision.
In other words, the Thrust Lever Position (TLP) should not be used to monitor
correct A/THR operation. Neither should the thrust lever position of a conventional
autothrottle, be considered a cue because, in many hazardous situations, the
thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).
THE TLP DETERMINES MAX THRUST FOR THE A/THR
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
CL
Thrust Lever
Position
(TLP)
B
T
MC
5
60.0
TLP
CL
B
5
T
MC
60.0
NOF 01030 04084 0001
NORMAL OPERATIONS
The A/THR can only be active, when the thrust levers are between IDLE and the
CLB detent.
When the thrust levers are beyond the CLB detent, thrust is controlled manually
to the thrust lever position, and the A/THR is armed (A/THR appears in blue on
the FMA). This means that the A/THR is ready to be re-activated, when the flight
crew sets the thrust levers back to the CLB detent (or below).
A/THR OPERATING SECTORS _ ALL ENGINES OPERATING
r
ON
HR
AT
Secto
CL
B
T
MC
R
TH ed
AN rm
M RA
H
T
A
IDLE STOP
TOGA
NOF 01030 04085 0001
At Takeoff
The thrust levers are set either full forward to TOGA, or to the FLX detent.
Thrust is manually controlled to the TLP, and A/THR is armed. The FMA
indicates this in blue.
After Takeoff
When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers
back to the CLB detent. This activates A/THR. MAX CLB will, therefore, be the
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
maximum normal thrust setting that will be commanded by the A/THR in CLB,
CRZ, DES, or APPR, as required.
Thrust Lever(s) below the CLB Detent
If one thrust lever is set to below the CLB detent, the FMA triggers a LVR
ASYM message, as a reminder to the flight crew (e.g. this configuration might be
required due to an engines high vibration level). However, if all thrust levers are
set to below the CLB detent, with the A/THR active, then CLB or LVR CLB
flashes in the first FMA column. This is because there is no operational reason
to be in such a situation, and to permanently limit A/THR authority on all
engines. In this case, all thrust levers should either be brought back to the CLB
detent, or the A/THR should be set to OFF.
Thrust Levers Beyond the CLB Detent
If all thrust levers are set to beyond the CLB detent, when A/THR is active, the
flight crew manually controls thrust to the Thrust Lever Position. The FMA
displays THR or MAN THR in the first FMA column, and the A/THR is armed.
As a reminder, CLB or LVR CLB flashes on the FMA. This technique is most
efficient, when the aircraft speed goes significantly below the target. When the
aircraft speed or acceleration is satisfactory, the thrust levers should be brought
back to the CLB detent. This re-activates the A/THR.
SPEED DROP IN APPROACH: RECOMMENDED RECOVERY TECHNIQUE
Push levers
Bring levers
beyond CLB
back into CLB detent
(if acceleration satisfactory)
IAS Iower than
target speed
with ATHR SPEED mode
MAN THR
with ATHR blue
Thrust Increases
NOF 01030 04086 0001
Note: When using this technique during approach (e.g. to regain VAPP), the
thrust levers should be moved past the CLB detent, but not beyond the
MCT. In most cases, it is not necessary to go beyond MCT, and the PF
may inadvertently advance thrust levers all the way to the TOGA stop, and
thereby engage go-around mode.
OPERATIONS WITH ONE ENGINE INOPERATIVE
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The above-noted principles also apply to an one-engine inoperative situation,
except that A/THR can only be active, when the thrust levers are set between
IDLE and MCT.
A/THR OPERATING SECTORS - ONE ENGINE INOPERATIVE
A FLOOR
A/THR
TOGA LK
When A Floor triggered
When out of A FLOOR
TOGA thrust
(although levers Idle)
TOGA LK
A/THR
NOF 01030 04091 0001
In case of engine failure, the thrust levers will be in MCT detent for remainder of
the flight. This is because MCT is the maximum thrust that can usually be
commanded by the A/THR for climb or acceleration, in all flight phases (e.g.
CLB, CRZ, DES or APPR ).
TO SET AUTOTHRUST TO OFF
HOW TO SET A/THR OFF
A
N
RO
TH
Sect
or
HR
N T ed
M A Arm
HR
AT
T
MC
IDLE
TOGA
NOF 01030 04087 0001
1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
If the I/D pushbutton is pressed when the thrust levers are in CLB detent, thrust
will increase to MAX CLB. This may cause a not desired thrust change. For
example, during approach, A/THR in SPEED mode, commands approximately N1
55 %. If the PF presses the I/D pushbutton, the A/THR is set to off, and thrust
goes to MAX CLB. This will perturbate the approach.
Therefore, the recommended technique for setting A/THR to off is:
-- Return the thrust levers to approximately the current thrust setting, by
observing the TLP symbol on the thrust gauge
-- Press the I/D pushbutton
This technique minimizes thrust discontinuity, when setting A/THR to off.
RECOMMENDED TECHNIQUE TO SET A/THR OFF
SPD
HDG
LAT
305
ALT
LVL/CH
V/S
29000
HDG V/S
HDG
TRK
V/S
FPA
UP
1000
100
SPD
MACH
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
ON
LOC
A/THR
1
ALT
APPR
A/THR
RECOMMENDED METHOD:
3
USE OF THE INSTINCTIVE
TO
DISCONNECT P/B
GA
NOT RECOMMENDED:
USE OF ATHR P/B ON FCU
FLX
M
C
T
2
COMMONLY USED AT LANDING:
THRUST LEVERS
SET TO IDLE
A
/
T
H
R
0
NOF 01030 04088 0001
2) THRUST LEVERS SET TO IDLE
If thrust levers are set to IDLE, A/THR is set to off. This technique is usually
used in descent, when the A/THR is in THR IDLE, or at landing. During flare,
with the A/THR active, the thrust levers are set to the CLB detent. Then, when
thrust reduction is required for landing, the thrust levers should be moved
smoothly and set to the IDLE stop. This will retard thrust, and set A/THR to off.
As a reminder, the "RETARD" aural alert will sound. In flare, this aural alert will
occur at 20 feet, except in the case of autoland, where it occurs at 10 feet.
It should be noted that, when the thrust levers are set back to IDLE and A/THR
set to off: The A/THR can be reactivated by pressing the pushbutton on the
FCU, and returning the thrust levers to the applicable detent. The thrust levers
should be immediately returned to the applicable detent, in order to avoid
flashing CLB or LVR CLB message on the first FMA column.
3) USE OF THE FCU PUSHBUTTON
ENV A318/A319/A320/A321 FLEET FCTM
Page 9 of 29
OPERATIONAL PHILOSOPHY
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AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Use of the FCU pushbutton is considered to be an involuntary A/THR off
command (e.g. in the case of a failure). When pressed, thrust is frozen and
remains locked at the value it had when the flight crew pressed the A/THR
pushbutton, as long as the thrust levers remain in the CLB or MCT detent.
If thrust levers are out of detent, thrust is manually controlled and, therefore,
unlocked.
A THR LK message appears in amber on the FMA
In this case, when the flight crew moves the thrust levers out of detent, full
manual control is recovered, and the THR LK message disappears from the FMA.
This feature should not be used, unless the instinctive disconnect pushbuttons
are inoperative.
ALPHA FLOOR
When the aircraft’s angle-of-attack goes beyond the ALPHA FLOOR threshold,
this means that the aircraft has decelerated significantly (below ALPHA PROT
speed): A/THR activates automatically and orders TOGA thrust, regardless of
the thrust lever position.
The example below illustrates that:
. The aircraft is in descent with the thrust levers manually set to IDLE.
. The aircraft decelerates, during manual flight with the FD off, as indicated on
the FMA.
SPEED SCALE AND FMA INDICATIONS IN A TYPICAL A FLOOR CASE
A/THR ON
Press I/D
Bring thrust
5
55.0
levers to actual
thrust
TLP 55
5
A/THR OFF
55.0
NOF 01030 04089 0001
When the speed decreases, so that the angle-of-attack reaches the ALPHA
FLOOR threshold, A/THR activates and orders TOGA thrust, despite the fact that
the thrust levers are at IDLE.
When the aircraft accelerates again, the angle-of-attack drops below the ALPHA
FLOOR threshold. TOGA thrust is maintained or locked. This enables the flight
ENV A318/A319/A320/A321 FLEET FCTM
Page 10 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
crew to reduce thrust, as necessary. TOGA LK appears on the FMA to indicate
that TOGA thrust is locked. The desired thrust can only be recovered by setting
A/THR to off, with the instinctive disconnect pushbutton.
ALPHA floor is available, when the flight controls are in NORMAL LAW, from
liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure.
A/THR USE - SUMMARY
Use of A/THR is recommended during the entire flight. It may be used in most
failures cases, including:
. Engine failure, even during autoland
. Abnormal configurations
A/THR USE IN FLIGHT
At THR RED ALT (until landing)
Thrust levers: CLB (or MCT in case of engine failure)
A/THR active (white on FMA) in speed or thrust mode
In APPROACH
Thrust levers: CLB (or MCT in case of engine failure)
A/THR active in speed mode
At TAKE OFF
Thrust levers: TOGA or FLEX
A/THR armed (blue on FMA)
Hold the thrust levers and push them forward (not
above MCT) temporarily if required for additional thrust
FLARE and LANDING
Thrust levers: IDLE when required
A/THR off
GO AROUND
Thrust levers: TOGA
A/THR armed (blue on FMA)
Note: no automatic RETARD except
in autoland. This explains
why the RETARD call out comes
at 20 ft in all cases, except
AUTOLAND where it comes at
10 ft.
NOF 01030 04090 0001
A/THR should be monitored via the:
. FMA
SPEED / SPEED TREND on the PFD
. N1/N1 command (EPR) on the ECAM E/WD.
ENV A318/A319/A320/A321 FLEET FCTM
Page 11 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0111 0115-0118 0120-0122 0125-0137 0140-0147 0149-0150 0152-0162
0171-0177 0183-0188 0191-0192 0197 0199-0204 0206-0211 0213-0218 0220 0223-0224
0226-0229 0231-0237 0239-0242 0244 0246 0248 0252-0255 0259-0270 0272-0288 0290-0292
0296-0298 0302-0303 0305-0307 0309-0313 0318-0321 0323-0325 0329-0333 0337 0339-0342
0345-0347 0350 0352-0353 0355-0356 0358-0361 0364 0367-0369 0372-0375 0377-0378
0380-0382 0384-0385 0387-0388 0395 0397 0399-0401 0403-0405 0407-0410 0412 0415
0417-0421 0426-0428 0434-0436 0438-0439 0442 0445 0449-0450 0452 0454 0456-0459
0462-0468 0470 0472-0475 0477 0479 0483-2702
OBJECTIVE
The A/THR computer (within the FG) interfaces directly with the engine computer,
referred to as the FADEC.
The A/THR sends to the FADEC the thrust targets that are needed to:
. Obtain and maintain a target speed, when in SPEED mode
. Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.
INTERFACE
When the A/THR is active, the thrust lever position determines the maximum
thrust that the A/THR can command in SPEED or THRUST mode. Therefore,
with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel.
The A/THR computer does not drive back the thrust levers. The PF sets them to
a specific detent on the thrust lever range. The A/THR system provides cues
that indicate the energy of the aircraft:
. Speed, acceleration, or deceleration, obtained by the speed trend vector
. N1, and N1 command on the N1 gauge.
All these cues are in the flight crews direct line of vision.
In other words, the Thrust Lever Position (TLP) should not be used to monitor
correct A/THR operation. Neither should the thrust lever position of a conventional
autothrottle, be considered a cue because, in many hazardous situations, the
thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).
THE TLP DETERMINES MAX THRUST FOR THE A/THR
ENV A318/A319/A320/A321 FLEET FCTM
Page 12 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
CL
Thrust Lever
Position
(TLP)
B
T
MC
5
60.0
TLP
CL
B
5
T
MC
60.0
NOF 01030 04092 0001
NORMAL OPERATIONS
The A/THR can only be active, when the thrust levers are between IDLE and the
CLB detent.
When the thrust levers are beyond the CLB detent, thrust is controlled manually
to the thrust lever position, and the A/THR is armed . This means that the
A/THR is ready to be re-activated, when the flight crew sets the thrust levers
back to the CLB detent (or below).A/THR appears in blue on the FMA.
A/THR OPERATING SECTORS _ ALL ENGINES OPERATING
r
ON
HR
AT
Secto
CL
B
T
MC
R
TH ed
AN rm
M RA
H
T
A
IDLE STOP
TOGA
NOF 01030 04093 0001
At Takeoff
The thrust levers are set either full forward to TOGA, or to the FLX detent.
Thrust is manually controlled to the TLP, and A/THR is armed. The FMA
indicates this in blue.
After Takeoff
When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers
back to the CLB detent. This activates A/THR. MAX CLB will, therefore, be the
ENV A318/A319/A320/A321 FLEET FCTM
Page 13 of 29
OPERATIONAL PHILOSOPHY
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AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
maximum normal thrust setting that will be commanded by the A/THR in CLB,
CRZ, DES, or APPR, as required.
Thrust Lever(s) below the CLB Detent
If one thrust lever is set to below the CLB detent, the FMA triggers a LVR
ASYM message, as a reminder to the flight crew (e.g. this configuration might be
required due to an engines high vibration level). However, if all thrust levers are
set to below the CLB detent, with the A/THR active, then the ECAM repeatedly
triggers the AUTO FLT AUTOTHRUST LIMITED caution. This is because there is
no operational reason to be in such a situation, and to permanently limit A/THR
authority on all engines. In this case, all thrust levers should either be brought
back to the CLB detent, or the A/THR should be set to OFF.
Thrust Levers Beyond the CLB Detent
If all thrust levers are set to beyond the CLB detent, when A/THR is active, the
flight crew manually controls thrust to the Thrust Lever Position. The FMA
displays THR or MAN THR, and the A/THR is armed. As a reminder, CLB or
LVR CLB flashes on the FMA. This technique is most efficient, when the aircraft
speed goes significantly below the target. When the aircraft speed or acceleration
is satisfactory, the thrust levers should be brought back to the CLB detent. This
re-activates the A/THR.
SPEED DROP IN APPROACH: RECOMMENDED RECOVERY TECHNIQUE
Push levers
Bring levers
beyond CLB
back into CLB detent
(if acceleration satisfactory)
IAS Iower than
target speed
with ATHR SPEED mode
MAN THR
with ATHR blue
Thrust Increases
NOF 01030 04094 0001
Note: When using this technique during approach (e.g. to regain VAPP), the
thrust levers should be moved past the CLB detent, but not beyond the
MCT. In most cases, it is not necessary to go beyond MCT, and the PF
may inadvertently advance thrust levers all the way to the TOGA stop, and
thereby engage go-around mode.
OPERATIONS WITH ONE ENGINE INOPERATIVE
ENV A318/A319/A320/A321 FLEET FCTM
Page 14 of 29
OPERATIONAL PHILOSOPHY
01.030
AP / FD / ATHR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The above-noted principles also apply to an one-engine inoperative situation,
except that A/THR can only be active, when the thrust levers are set between
IDLE and MCT.
A/THR OPERATING SECTORS - ONE ENGINE INOPERATIVE
A
N
RO
TH
r
Secto
HR
N T ed
M A Arm
HR
AT
MC
T
IDLE
TOGA
NOF 01030 04095 0001
In case of engine failure, the thrust levers will be in MCT detent for remainder of
the flight. This is because MCT is the maximum thrust that can usually be
commanded by the A/THR for climb or acceleration, in all flight phases (e.g.
CLB, CRZ, DES or APPR ).
TO SET AUTOTHRUST TO OFF
HOW TO SET A/THR OFF
SPD
HDG
LAT
305
ALT
LVL/CH
V/S
29000
HDG V/S
HDG
TRK
V/S
FPA
UP
1000
100
SPD
MACH
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
AP2
ON
LOC
A/THR
1
ALT
APPR
A/THR
RECOMMENDED METHOD:
3
USE OF THE INSTINCTIVE
TO
DISCONNECT P/B
GA
NOT RECOMMENDED:
USE OF ATHR P/B ON FCU
FLX
M
C
T
2
COMMONLY USED AT LANDING:
THRUST LEVERS
SET TO IDLE
A
/
T
H
R
0
NOF 01030 04096 0001
1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON
ENV A318/A319/A320/A321 FLEET FCTM
Page 15 of 29
OPERATIONAL PHILOSOPHY
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FLIGHT CREW TRAINING MANUAL
If the I/D pushbutton is pressed when the thrust levers are in CLB detent, thrust
will increase to MAX CLB. This may cause a not desired thrust change. For
example, during approach, A/THR in SPEED mode, commands approximately N1
55 %. If the PF presses the I/D pushbutton, the A/THR is set to off, and thrust
goes to MAX CLB. This will perturbate the approach.
Therefore, the recommended technique for setting A/THR to off is:
-- Return the thrust levers to approximately the current thrust setting, by
observing the TLP symbol on the thrust gauge
-- Press the I/D pushbutton
This technique minimizes thrust discontinuity, when setting A/THR to off.
RECOMMENDED TECHNIQUE TO SET A/THR OFF
A/THR ON
Press I/D
Bring thrust
5
55.0
levers to actual
thrust
TLP 55
5
A/THR OFF
55.0
NOF 01030 04097 0001
2) THRUST LEVERS SET TO IDLE
If thrust levers are set to IDLE, A/THR is set to off. This technique is usually
used in descent, when the A/THR is in THR IDLE, or at landing. During flare,
with the A/THR active, the thrust levers are set to the CLB detent. Then, when
thrust reduction is required for landing, the thrust levers should be moved
smoothly and set to the IDLE stop. This will retard thrust, and set A/THR to off.
As a reminder, the "RETARD" aural alert will sound. In flare, this aural alert will
occur at 20 feet, except in the case of autoland, where it occurs at 10 feet.
It should be noted that, when the thrust levers are set back to IDLE and A/THR
set to off: The A/THR can be reactivated by pressing the pushbutton on the
FCU, and returning the thrust levers to the applicable detent. The thrust levers
should be immediately returned to the applicable detent, in order to avoid an
ECAM "AUTOTHRUST LIMITED" message
3) USE OF THE FCU PUSHBUTTON
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Use of the FCU pushbutton is considered to be an involuntary A/THR off
command (e.g. in the case of a failure). When pressed, thrust is frozen and
remains locked at the value it had when the flight crew pressed the A/THR
pushbutton, as long as the thrust levers remain in the CLB or MCT detent.
If thrust levers are out of detent, thrust is manually controlled and, therefore,
unlocked.
An ECAM caution and an FMA message trigger during thrust lock:
⇒ THR LK appears in amber on the FMA
⇒ The ECAM caution is:
AUTOFLT: ATHR OFF
ENG.........THR LOCKED
thrust levers.....move
In this case, when the flight crew moves the thrust levers out of detent, full
manual control is recovered, and the THR LK message disappears from the FMA.
This feature should not be used, unless the instinctive disconnect pushbuttons
are inoperative.
ALPHA FLOOR
When the aircraft’s angle-of-attack goes beyond the ALPHA FLOOR threshold,
this means that the aircraft has decelerated significantly (below ALPHA PROT
speed): A/THR activates automatically and orders TOGA thrust, regardless of
the thrust lever position.
The example below illustrates that:
. The aircraft is in descent with the thrust levers manually set to IDLE.
. The aircraft decelerates, during manual flight with the FD off, as indicated on
the FMA.
SPEED SCALE AND FMA INDICATIONS IN A TYPICAL A FLOOR CASE
A FLOOR
A/THR
TOGA LK
When A Floor triggered
When out of A FLOOR
TOGA thrust
(although levers Idle)
TOGA LK
A/THR
NOF 01030 04099 0001
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When the speed decreases, so that the angle-of-attack reaches the ALPHA
FLOOR threshold, A/THR activates and orders TOGA thrust, despite the fact that
the thrust levers are at IDLE.
When the aircraft accelerates again, the angle-of-attack drops below the ALPHA
FLOOR threshold. TOGA thrust is maintained or locked. This enables the flight
crew to reduce thrust, as necessary. TOGA LK appears on the FMA to indicate
that TOGA thrust is locked. The desired thrust can only be recovered by setting
A/THR to off, with the instinctive disconnect pushbutton.
ALPHA floor is available, when the flight controls are in NORMAL LAW, from
liftoff to 100 ft R/A at landing. It is inhibited in some cases of engine failure.
A/THR USE - SUMMARY
Use of A/THR is recommended during the entire flight. It may be used in most
failures cases, including:
. Engine failure, even during autoland
. Abnormal configurations
A/THR USE IN FLIGHT
At THR RED ALT (until landing)
Thrust levers: CLB (or MCT in case of engine failure)
A/THR active (white on FMA) in speed or thrust mode
In APPROACH
Thrust levers: CLB (or MCT in case of engine failure)
A/THR active in speed mode
At TAKE OFF
Thrust levers: TOGA or FLEX
A/THR armed (blue on FMA)
Hold the thrust levers and push them forward (not
above MCT) temporarily if required for additional thrust
FLARE and LANDING
Thrust levers: IDLE when required
A/THR off
GO AROUND
Thrust levers: TOGA
A/THR armed (blue on FMA)
Note: no automatic RETARD except
in autoland. This explains
why the RETARD call out comes
at 20 ft in all cases, except
AUTOLAND where it comes at
10 ft.
NOF 01030 04098 0001
A/THR should be monitored via the:
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. FMA
SPEED / SPEED TREND on the PFD
. N1/N1 command (EPR) on the ECAM E/WD.
AP, FD, A/THR MODE CHANGES AND REVERSIONS
MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085
0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146
0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199
0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280
0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354
0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409
0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487
0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528
0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573
0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617
0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656
0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691
0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740
0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781
0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817
0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857
0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227
INTRODUCTION
The flight crew manually engages the modes. However, they may change
automatically, depending on the:
. AP, FD, and A/THR system integration
. Logical sequence of modes
. So-called "mode reversions".
AP, FD, ATHR SYSTEM INTEGRATION
There is a direct relationship between aircraft pitch control, and engine thrust
control. This relationship is designed to manage the aircrafts energy.
. If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):
A/THR controls speed
. If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):
A/THR controls thrust (THR CLB, THR IDLE)
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. If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):
A/THR controls speed
Therefore, any change in the AP/FD pitch mode is associated with a change in
the A/THR mode.
Note: For this reason, the FMA displays the A/THR mode and the AP/FD vertical
mode columns next to each other.
THE LOGICAL SEQUENCE OF MODES
In climb, when the flight crew selects a climb mode, they usually define an
altitude target, and expect the aircraft to capture and track this altitude.
Therefore, when the flight crew selects a climb mode, the next logical mode is
automatically armed.
For example:
AP/FD MODE CAPTURE AND TRACKING (1)
OP CLB
ALT
ALT*
Capture
Condition
ALT
Tracking
Condition
NOF 01030 04596 0001
The flight crew may also manually arm a mode in advance, so that the AP/FD
intercepts a defined trajectory.
Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL. When
the capture or tracking conditions occur, the mode will change sequentially.
AP/FD MODE CAPTURE AND TRACKING (2)
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HDG
NAV
ALT
G/S
NAV
HDG
LOC
ALT
G/S
LOC*
ALT LOC
G/S
NOF 01030 04597 0001
These logical mode changes occur, when the modes are armed.
in blue on the FMA.
They appear
MODE REVERSIONS
GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are
designed to ensure coherent AP, FD, and A/THR operations, in conjunction with
flight crew input (or when entering a F-PLN discontinuity).
For example, a reversion will occur, when the flight crew:
. Changes the FCU ALT target in specific conditions
. Engages a mode on one axis, that will automatically disengage the associated
mode on the other axis
Due to the unexpected nature of their occurrence, the FMA should be
closely-monitored for mode reversions.
FLIGHT CREW CHANGE OF FCU ALT TARGET u ACTIVE VERTICAL MODE
NOT POSSIBLE
FCU CHANGE RESULTING REVERSION TO VS MODE
DOWN, while in
OP CLB (CLB)
FCU ALT Target
Change
While ALT *
V/S (FPA)
UP, while in OP DES (DES)
NOF 01030 04598 0001
This reversion to the V/S (FPA) mode on the current V/S target does not modify
the pitch behaviour of the aircraft.
It is the flight crew’s responsibility to change it as required.
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FLIGHT CREW HDG OR TRK MODE ENGAGEMENT u DISENGAGEMENT OF
ASSOCIATED MODE ON THE VERTICAL AXIS
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.
When the flight crew defines a F-PLN, the FMS considers this F-PLN as a whole
(lateral + vertical). Therefore, the AP will guide the aircraft along the entire F-PLN:
. Along the LAT F-PLN (NAV
APP NAV modes)
. Along the VERT F-PLN (CLB DES
FINAL modes).
Vertical managed modes can only be used, if the lateral managed NAV mode is
used. If the flight crew decides to divert from the lateral F-PLN, the autopilot will
no longer guide the aircraft along the vertical F-PLN.
Therefore, in climb:
LATERAL MODE CHANGE AND VERTICAL MODE REVERSION
OP CLB HDG NAV
CLB NAV
If HDG or TRK mode is
engaged,
CLB reverts to OP CLB
NOF 01030 04599 0001
In descent:
LATERAL MODE CHANGE AND VERTICAL MODE REVERSION
DES NAV
FINAL APP
or
APP NAV FINAL
G/S
LOC
If HDG or TRK mode is
engaged,
V/S
HDG
V/S
TRK
or
The vertical mode reverts
to V/S
NOF 01030 04600 0001
This reversion to V/S (FPA) mode on the current V/S target does not modify the
pitch behavior of the aircraft. It is the flight crews responsibility to adapt pitch, if
necessary.
THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY
NAV mode is lost, when entering a F-PLN discontinuity. On the lateral axis, the
aircraft reverts to HDG (or TRK) mode. On the vertical axis, the same reversion
(as the one indicated above) occurs.
THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, AND DOES
NOT FOLLOW THE FD PITCH ORDERS
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If the flight crew does not follow the FD pitch orders, an A/THR mode reversion
occurs. This reversion is effective, when the A/THR is in THRUST MODE (THR
IDLE, THR CLB), and the aircraft reaches the limits of the speed envelope (VLS,
VMAX):
REVERSION TO SPEED MODE
FD ON
THR IDLE
OPEN DES
THR IDLE
DES
If the flight crew
FD ON
pitches
V/S
The aircraft up, SPEED
And the speed
decreases
To VLS
SPEED
V/S
A/THR REVERTS TO SPEED MODE
FD ON
THR CLB
FD ON
If the flight crew
pitches
OPEN CLB The aircraft down, SPEED
V/S
THR CLB
CLB
And the speed
increases
To VMAX
SPEED
V/S
A/THR REVERTS TO SPEED MODE
NOF 01030 04601 0001
MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107
0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172
0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263
0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346
0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412
0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505
0509 0513-0522 0524 0526 0529 0532-0533 0535 0541 0544-0545 0548 0553 0559-0560
0562-0564 0566-0567 0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0598-0600
0603 0608-0610 0612 0616 0618 0621 0623 0625 0627 0629 0635-0637 0640-0644 0647
0651-0653 0657 0660 0663-0665 0668 0673 0676 0679-0681 0686-0687 0689-0690 0692
0694 0696 0698-0701 0703-0710 0712-0713 0715-0718 0720 0722-0725 0727 0729-0730
0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755 0760-0761 0764-0768 0771 0774
0776-0778 0782-0783 0786 0788-0790 0793 0796-0798 0801 0804 0806-0807 0809-0810 0815
0818-0819 0821 0825 0827 0830 0832-0833 0835 0837-0838 0841 0843-0844 0846-0850
0853-0855 0858-0864 0867-0868 0870-0876 0878-0879 0881-0887 0889-0962 0964-1007
1009-1041 1043-1203 1205-1226 1228-2702
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INTRODUCTION
The flight crew manually engages the modes. However, they may change
automatically, depending on the:
. AP, FD, and A/THR system integration
. Logical sequence of modes
. So-called "mode reversions".
AP, FD, ATHR SYSTEM INTEGRATION
There is a direct relationship between aircraft pitch control, and engine thrust
control. This relationship is designed to manage the aircrafts energy.
. If the AP/FD pitch mode controls a vertical trajectory (e.g. ALT, V/S, FPA, G/S):
A/THR controls speed
. If the AP/FD pitch mode controls a speed (e.g. OP CLB, OP DES):
A/THR controls thrust (THR CLB, THR IDLE)
. If no AP/FD pitch mode is engaged (i.e. AP is off and FD is off):
A/THR controls speed
Therefore, any change in the AP/FD pitch mode is associated with a change in
the A/THR mode.
Note: For this reason, the FMA displays the A/THR mode and the AP/FD vertical
mode columns next to each other.
THE LOGICAL SEQUENCE OF MODES
In climb, when the flight crew selects a climb mode, they usually define an
altitude target, and expect the aircraft to capture and track this altitude.
Therefore, when the flight crew selects a climb mode, the next logical mode is
automatically armed.
For example:
AP/FD MODE CAPTURE AND TRACKING (1)
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ALT*
OP CLB
ALT
Capture
Condition
ALT
Tracking
Condition
NOF 01030 04590 0001
The flight crew may also manually arm a mode in advance, so that the AP/FD
intercepts a defined trajectory.
Typically, the flight crew may arm NAV, LOC-G/S, and APPNAV-FINAL. When
the capture or tracking conditions occur, the mode will change sequentially.
AP/FD MODE CAPTURE AND TRACKING (2)
HDG
NAV
ALT
G/S
NAV
HDG
LOC
ALT
G/S
LOC*
ALT LOC
G/S
NOF 01030 04591 0001
These logical mode changes occur, when the modes are armed.
in blue on the FMA.
They appear
MODE REVERSIONS
GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are
designed to ensure coherent AP, FD, and A/THR operations, in conjunction with
flight crew input (or when entering a F-PLN discontinuity).
For example, a reversion will occur, when the flight crew:
. Changes the FCU ALT target in specific conditions
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. Engages a mode on one axis, that will automatically disengage the associated
mode on the other axis
. Manually flies the aircraft with the FD on, but does not follow the FD orders,
which leads to the aircraft to the limits of the flight envelope.
Due to the unexpected nature of their occurrence, the FMA should be
closely-monitored for mode reversions.
FLIGHT CREW CHANGE OF FCU ALT TARGET u ACTIVE VERTICAL MODE
NOT POSSIBLE
FCU CHANGE RESULTING REVERSION TO VS MODE
DOWN, while in
OP CLB (CLB)
FCU ALT Target
Change
V/S (FPA)
While ALT *
UP, while in OP DES (DES)
NOF 01030 04592 0001
This reversion to the V/S (FPA) mode on the current V/S target does not modify
the pitch behaviour of the aircraft.
It is the flight crew’s responsibility to change it as required.
FLIGHT CREW HDG OR TRK MODE ENGAGEMENT u DISENGAGEMENT OF
ASSOCIATED MODE ON THE VERTICAL AXIS
This reversion is due to the integration of the AP, FD, and A/THR with the FMS.
When the flight crew defines a F-PLN, the FMS considers this F-PLN as a whole
(lateral + vertical). Therefore, the AP will guide the aircraft along the entire F-PLN:
. Along the LAT F-PLN (NAV
APP NAV modes)
. Along the VERT F-PLN (CLB DES
FINAL modes).
Vertical managed modes can only be used, if the lateral managed NAV mode is
used. If the flight crew decides to divert from the lateral F-PLN, the autopilot will
no longer guide the aircraft along the vertical F-PLN.
Therefore, in climb:
LATERAL MODE CHANGE AND VERTICAL MODE REVERSION
OP CLB HDG NAV
CLB NAV
If HDG or TRK mode is
engaged,
CLB reverts to OP CLB
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NOF 01030 04593 0001
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In descent:
LATERAL MODE CHANGE AND VERTICAL MODE REVERSION
DES NAV
FINAL APP
or
APP NAV FINAL
G/S
LOC
If HDG or TRK mode is
engaged,
V/S
HDG
or
The vertical mode reverts
to V/S
V/S
TRK
NOF 01030 04594 0001
This reversion to V/S (FPA) mode on the current V/S target does not modify the
pitch behavior of the aircraft. It is the flight crews responsibility to adapt pitch, if
necessary.
THE AIRCRAFT ENTERS A F-PLN DISCONTINUITY
NAV mode is lost, when entering a F-PLN discontinuity. On the lateral axis, the
aircraft reverts to HDG (or TRK) mode. On the vertical axis, the same reversion
(as the one indicated above) occurs.
THE PF MANUALLY FLIES THE AIRCRAFT WITH THE FD ON, AND DOES
NOT FOLLOW THE FD PITCH ORDERS
If the flight crew does not follow the FD pitch orders, an A/THR mode reversion
occurs. This reversion is effective, when the A/THR is in THRUST MODE (THR
IDLE, THR CLB), and the aircraft reaches the limits of the speed envelope (VLS,
VMAX):
REVERSION TO SPEED MODE
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FD ON
THR IDLE
OPEN DES
THR IDLE
DES
If the flight crew
pitches
The aircraft up, SPEED
And the speed
decreases
To VLS
FD OFF
SPEED
A/THR REVERTS TO SPEED MODE
FD ON
THR CLB
If the flight crew
pitches
OPEN CLB The aircraft down, SPEED
THR CLB
CLB
And the speed
increases
To VMAX
FD OFF
SPEED
A/THR REVERTS TO SPEED MODE
NOF 01030 04595 0001
A/THR in SPEED mode automatically readjusts thrust to regain the target speed.
The FD bars will disappear, because they are not being followed by the PF.
TRIPLE CLICK
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0100-0102
0108 0115 0128-0131 0133 0144-0145 0155-0156 0184 0186-0188 0203 0214-0215 0220
0226-0228 0235-0237 0239 0244 0270 0278 0285-0287 0337 0352 0377 0491 0498 0509
0521 0529 0544 0598 0600 0608 0618 0625 0637 0644 0647 0660 0777 0796 0938 0985
0998 1000 1020 1025 1036 1133 1137 1150-1151 1189-1190 1201 1216 1267 1271 1299
1344 1387 1404 1415 1444 1449 1458 1471 1476 1478 1502 1505 1524 1616 1622
1640 1645 1658 1660 1677 1691 1699 1733 1794 1859 1873 1879 1885 1894 1900
1924 1928 1938-1939 1949 1952-1953 1967 1991 2015 2017 2019 2021 2023 2026 2028
2030 2032-2033 2035 2037 2039 2041 2043 2045 2047 2050-2053 2055 2057 2059-2060
2062 2064 2066-2067 2069 2071-2072 2074 2076-2103 2105-2136 2138-2142 2144-2156
2158-2224 2226-2241 2243-2247 2249-2251 2253-2310 2312-2380 2382-2390 2392-2471
2473-2487 2489-2562 2564-2598 2600-2702
The "triple click" is an aural alert. It is an attention-getter, designed to draw the
flight crew’s attention to the FMA.
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The PFD FMA highlights a mode change or reversion with a white box around
the new mode, and the pulsing of its associated FD bar.
The reversions, described in the previous paragraph, are also emphasized via
the triple click aural alert.
Note: The triple click also appears in the following, less usual, cases:
. SRS u CLB (OPCLB) reversion: If, the flight crew selects a speed on
the FCU
. The V/S selection is "refused" during ALT *: The flight crew pulls the
V/S knob, while in ALT*
. The V/S target is not followed, because the selected target is too high,
and leads to VMIN/VMAX.
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ECAM
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PURPOSE OF THE ECAM
ALL
The Electronic Centralized Aircraft Monitoring (ECAM) system is a main
component of Airbus two-crewmember cockpit, which also takes the "dark
cockpit" and "forward-facing crew" philosophies into account.
The purpose of the ECAM is to:
. Display aircraft system information
. Monitor aircraft systems
. Indicate required flight crew actions, in most normal, abnormal and emergency
situations.
As the ECAM is available in most failure situations, it is a significant step in the
direction towards a paperless cockpit and the removal of memory items.
ALL
MAIN PRINCIPLES
INFORMATION PROVIDED WHEN NEEDED
One of the main advantages of the ECAM is that it displays applicable
information to the flight crew, on an "as needed" basis. The following outlines
the ECAMs operating modes:
. Normal Mode:
Automatically displays systems and memos, in accordance with the flight phase.
. Failure Mode:
Automatically displays the appropriate emergency/abnormal procedures, in
addition to their associated system synoptic.
. Advisory Mode:
Automatically displays the appropriate system synoptic, associated with a
drifting parameter.
. Manual Mode:
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Enables the flight crew to manually select any system synoptic via the ECAM
Control Panel (ECP).
Most warnings and cautions are inhibited during critical phases of flight (T/O
INHIBIT LDG INHIBIT), because most system failures will not affect the aircrafts
ability to continue a takeoff or landing.
FAILURE LEVELS
The ECAM has three levels of warnings and cautions. Each level is based on
the associated operational consequence(s) of the failure. Failures will appear in
a specific color, according to defined color-coding system, that advises the flight
crew of the urgency of a situation in an instinctive, unambiguous manner. In
addition, Level 2 and 3 failures are accompanied by a specific aural warning: A
Continuous Repetitive Chime (CRC) indicates a Level 3 failure, and a Single
Chime (SC) indicates a Level 2 failure.
Failure Level
Priority
Color
Coding
Aural
Warning
Recommended Crew
Action
Level 3
Safety
Red
CRC
Immediate
Level 2
Abnormal
Amber
SC
Level 1
Degradation
Amber
None
Awareness, then
action
Awareness, then
Monitoring
When there are several failures, the FWC displays them on the Engine Warning
Display (E/WD) in an order of priority, determined by the severity of the
operational consequences. This ensures that the flight crew sees the most
important failures first.
FEEDBACK
The ECAM provides the flight crew with feedback, after action is taken on
affected controls:
. The System Synoptic:
Displays the status change of affected components.
. The Memo:
Displays the status of a number of systems selected by the flight crew (e.g.
anti ice).
. The Procedures:
When the flight crew performs a required action on the cockpit panel, the
ECAM usually clears the applicable line of the checklist (except for some
systems or actions, for which feedback is not available).
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
The ECAM reacts to both failures and pilot action.
ECAM HANDLING
ALL
Task sharing is essential to effective ECAM operation, particularly in the case of
abnormal operations.
NORMAL OPERATIONS
On ground, the ECAM MEMO is reviewed for feedback on temporarily-selected
items (e.g. SEAT BELTS/IGNITION/ENG A/I), and to check whether IRs are
aligned. If alignment is not complete, the time remaining will be displayed. It is,
therefore, not necessary to refer to the OVHD panel.
In cruise, the main systems should periodically be reviewed during flight (ENG,
BLEED, ELEC AC/DC, HYD, FUEL, F/CTL), to ensure that they are operating
normally, and to detect any potential problem in advance.
The ECAM MEMO must be included in the instrument review. In cruise, in most
of the cases, it should be blank. It helps to make the flight crew aware of any
system that a flight crewmember temporarily selected, but forgot to deselect.
An STS label, displayed at the bottom of the E/WD, indicates that there is a
STATUS to be reviewed. Therefore, when a C/L calls for STATUS review, press
STS, only if the label appears.
If there is an STS at engine shutdown, it will pulse at the bottom of the E/WD. If
this is the case, the STATUS page should be reviewed for help in completing the
technical log.
ADVISORY MODE
The flight crewmember that first notices an advisory announces: "ADVISORY on
XYZ system". Then, the PF requests the PNF to review the drifting parameter. If
time permits, the PNF may refer to the QRH Part 2, containing recommended
actions in various advisory situations.
FAILURE MODE
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
TASK SHARING RULES
When the ECAM displays a warning or a caution, the first priority is to ensure
that a safe flight path is maintained. The successful outcome of any ECAM
procedure depends on: Correct reading and application of the procedure,
effective task sharing, and conscious monitoring and crosschecking.
It is important to remember that:
. The PFs task is to fly the aircraft, navigate, and communicate.
. The PNFs task is to manage the failure, on PF command.
The PF usually remains the PF for the entire flight, unless the Captain decides
to take control.
When the PF announces: "I have control & communication", the PNF confirms:
"You have control & communication".
The PF will then control the aircrafts flight path, speed, configuration, and
engines. The PF will also manage navigation and communication, and initiate the
ECAM actions to be performed by the PNF, and check that the actions are
completed correctly.
The PNF has a considerable workload: Managing ECAM actions and assisting
the PF on request. The PNF reads the ECAM and checklist, performs ECAM
actions on PF command, requests PF confirmation to clear actions, and performs
actions required by the PF. The PNF never touches the thrust levers, even if
requested by the ECAM.
Some selectors or pushbuttons (including the ENG MASTER switch, FIRE
pushbutton, IR, IDG and, in general, all guarded switches) must be completely
crosschecked by both the PF and PNF, before they are moved or selected, to
prevent the flight crew from inadvertently performing irreversible actions.
To avoid mistakes in identifying the switches, Airbus overhead panels are
designed to be uncluttered. When the ECAM requires action on overhead panel
pushbuttons or switches, the correct system panel can be identified by referring
to the white name of the system on the side of each panel. Before performing
any action, the PNF should keep this sequence in mind: "System, then
procedure/selector, then action" (e.g. "air, crossbleed, close"). This approach,
and announcing an intended selection before action, enables the PNF to keep
the PF aware of the progress of the procedure.
It is important to remember that, if a system fails, the associated FAULT light on
the system pushbutton (located on the overhead panel) will come on in amber,
and enable correct identification.
When selecting a system switch or pushbutton, the PNF should check the SD to
verify that the selected action has occurred (e.g. closing the crossbleed valve
should change the indications that appear on the SD).
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
GENERAL OVERVIEW OF ASSIGNED ACTIONS
PF
PNF
First pilot who notices:
MASTER CAUTION/MASTER WARNING ....... RESET
ANNOUCE ................................ "TITLE OF FAILURE"
FLIGHT THE AIRCRAFT
ECAM .............................. CONFIRM (1)
ORDER ................. ECAM ACTION (2)
(3)
ECAM ACTIONS .................. PERFORM
REQUEST ...... CLEAR "name of SYS"?
ECAM ACTION COMPLETE .... CHECK
CONFIRM .................................. CLEAR
ECAM ........................................ CLEAR
(4)
CONFIRM .................................. CLEAR
CONFIRM .......................... STATUS (5)
CONFIRM ................... CLEAR STATUS
SYSTEM PAGE .................... ANALYSE
REQUEST ...... CLEAR "name of SYS"?
SYSTEM DISPLAY .................... CLEAR
ANNOUNCE .......................... STATUS?
STATUS ....................................... READ
REQUEST ................. CLEAR STATUS?
STATUS ............................... CLEAR (6)
ANNOUNCE .............. ECAM ACTIONS
COMPLETED
SITUATION ASSESMENT/DECISION
NOF 01040 04114 0001
1. The PNF should review the associated SD to analyze and confirm the failure,
prior to taking any action, and should bear in mind that the sensors used for
the SD are different from the sensors that trigger failure.
2. In case of a failure during takeoff or go-around, ECAM actions should be
delayed until the aircraft reaches approximately 400 feet, and is stabilized on
a safe trajectory. This is an appropriate compromise between stabilizing the
aircraft and delaying action.
3. When the ECAM displays several failures, the sequence (action, then request
and confirmation, before clearance) should be repeated for each failure.
When all necessary actions are completed, amber messages and red titles will
no longer appear on the E/WD.
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
4. When the ECAM displays several system pages, the sequence (request and
confirmation before clearance) should be repeated for each system page.
5. The PF may call out "STOP ECAM" at any time, if other specific actions must
be performed (normal C/L, application of an OEB, or performing a computer
reset). When the action is completed, the PF must call out: "CONTINUE
ECAM".
6. When the flight crew selects CONF 1 for approach, or sets QNH (QFE) during
descent (when APPR C/L should be requested), the SD automatically displays
the STATUS. The STS should be carefully reviewed, and the required
procedure applied.
7. When ECAM actions have been completed, and the ECAM status has been
reviewed, the PNF may refer to the FCOM procedure for supplementary
information, if time permits. However, in critical situations the flight should not
be prolonged only to consult the FCOM.
IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE
PROCEDURE
If an ECAM warning disappears, while a procedure is being applied, the warning
can be considered no longer applicable. Application of the procedure can be
stopped.
For example, during the application of an engine fire procedure, if the fire is
successfully extinguished with the first fire extinguisher bottle, the ENG FIRE
warning disappears, and the procedure no longer applies. Any remaining ECAM
procedures should be performed as usual.
SOME ADDITIONAL REMARKS
. There are very few memory items:
-- Emergency descent initiation
-- First reaction, in case of an unreliable speed indication
-- Loss of braking
-- Windshear (reactive and predictive)
-- EGPWS and GPWS
-- TCAS
.
LAND ASAP:
-- RED LAND ASAP:
If an emergency procedure causes LAND ASAP to appear in red on the
ECAM, the crew should land at the nearest suitable airport.
-- AMBER LAND ASAP:
If an abnormal procedure causes LAND ASAP to appear in amber on the
ECAM, the crew should consider the seriousness of the situation and the
selection of a suitable airport
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
. OEB Reminder
Some Operational Engineering Bulletins (OEBs) contain information that may
impact flight crew action, in the event of a system failure. OEBs are filed in
the QRH.
If the OEB reminder function is activated for an ECAM warning/caution, the
ECAM will display the : "Refer to QRH Proc" line, when necessary. This line
may appear instead of the procedure, or it may be added to the ECAM
STATUS.
In such failure cases, the flight crew should refer to the applicable procedure
in the QRH.
. Some procedures require reference to the QRH
IN CASE OF AN ECAM SYSTEM FAULT
DISPLAY UNIT FAILURE
If one ECAM screen fails, the remaining one will display the E/WD. However, in
such a case, if a failure or advisory occurs, the system or status page are not
displayed automatically. The PNF can display a system synoptic on the remaining
display unit, by pressing the assigned system pushbutton on the ECP. The
synoptic will appear, as long as the pushbutton is pressed.
Therefore, in the case of an advisory and/or failure (indicated by an ADV flag
that pulses in white on the bottom of the E/WD), the PNF must call up the
affected system synoptic, by pressing the related pushbutton.
To review two or three pages of status messages: The PNF should release the
STS pushbutton for less than two seconds, then press and hold it again.
A double ECAM screen configuration can be recovered using the ECAM/ND
switching selector:
. If the Captain is the PNF, the switch should be set to "CPT".
. If the First Officer is the PNF, the switch should be set to "F/O".
The applicable ND screen will then display the second ECAM image.
DMC FAILURES
In case all of the ECAM DMC channels fail, each flight crewmember may display
the engine standby page on their respective ND (generated by the DMCs EFIS
channel).
ECP FAILURE
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
In the case of an ECP failure, the CLR, RCL, STS, ALL and EMER CANCEL
keys will continue to operate, because they are hardwired to the FWC/DMC.
Therefore, the "ALL" key can be used to scroll all SD pages and display the
desired one (by releasing the key, when the desired SD page appears).
FLUCTUATING CAUTION
Any fluctuating caution can be deleted with the EMER CANCEL pushbutton.
When pressed, the EMER CANCEL pushbutton deletes both the aural alert, and
the caution for the remainder of the flight. This is indicated on the STATUS
page, by the "CANCELLED CAUTION" title. Any caution messages that have
been inhibited via the EMER CANCEL pushbutton can be recalled by pressing
and holding the RCL key for more than three seconds.
The EMER CANCEL pushbutton inhibits any aural warning that is associated
with a red warning, but does not affect the warning itself.
ALL
USE OF SUMMARIES
GENERAL
Summaries consist of QRH procedures, and are designed to assist the flight
crew to manage applicable actions, in the event of an EMER ELEC CONFIG or
a dual hydraulic failure.
In any case, ECAM actions should be applied first (actions and STATUS
review). The PNF should refer to the applicable QRH summary, only after
announcing: "ECAM ACTIONS COMPLETED".
When a failure occurs, and after
refer to the "CRUISE" section of
coefficient. Due to the fact that
page, the PNF can compute the
whether or not to divert.
performing the ECAM actions, the PNF should
the summary, to determine the landing distance
normal landing distances also appear on this
landing distance with the failure, and decide
APPROACH PREPARATION
As usual, approach preparation includes a review of the ECAM STATUS.
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
After reviewing the STATUS, the PNF should refer to the "CRUISE" section of
the summary, to determine the VREF correction, and compute the VAPP.
This assumes that the PNF is aware of the computation method, and uses the
VREF displayed on the MCDU (with the updated destination). The summary
provides a VREF table, in the event that failure results in the loss of the MCDU.
The LANDING and GO-AROUND sections of the summary should be used for
the approach briefing.
APPROACH
To perform the APPR PROC, the APPROACH section of the summary should be
read (mainly because of the flap extension procedure, that does not entirely
appear on the ECAM).
This assumes that the recommendations, provided in this part of the summary are
sufficient for understanding, and that it will not be necessary for the flight crew to
consult the "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure.
The PNF should then review the ECAM STATUS, and check that all the APPR
PROC actions have been completed.
SEQUENCE
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OPERATIONAL PHILOSOPHY
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ECAM
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FLIGHT CREW TRAINING MANUAL
QRH SUMMARY
E/WD
PROC
3
1
CRUISE
5
In cruise
Decision
Vapp
APPR
SD
STATUS
2
Approach
preparation
4
8
7
LANDING
Approach
6
Briefing
GO AROUND
NOF 01040 04115 0001
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FLIGHT CREW TRAINING MANUAL
02.010
NORMAL OPERATIONS
02.000
TABLE OF CONTENTS
JUL 28/05
GENERAL
-- INTRODUCTION
02.020
-- USE OF NORMAL CHECK LIST
1
-- COMMUNICATION
2
PRE START
-- MEL
1
-- HANDLING OF MAINTENANCE MESSAGES ON ECAM
STATUS PAGE
-- SECURED AND TRANSIT STOP
3
4
-- SAFETY EXTERIOR INSPECTION
4
-- PRELIMINARY COCKPIT PREPARATION
5
-- EXTERIOR INSPECTION
5
-- ADIRS INITIALIZATION
02.030
02.040
1
6
-- COCKPIT PREPARATION
10
-- MISCELLANEOUS
24
START
-- ENGINE AUTO START
1
-- AVERAGE IDLE ENGINE PARAMETERS
3
-- ENGINE START MALFUNCTION
6
-- MANUAL ENGINE START
6
-- TAILPIPE FIRE
6
-- ENGINES WARM UP PERIOD
7
-- AFTER START FLOW PATTERN
7
TAXI
-- POWERPUSH
1
-- TAXI ROLL AND STEERING
2
-- FIGURES
6
-- BRAKE CHECK
12
-- CARBON BRAKE WEAR
12
-- TAXI SPEED AND BRAKING
13
-- BRAKE TEMPERATURE
13
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02.050
NORMAL OPERATIONS
02.000
TABLE OF CONTENTS
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-- BRAKING ANOMALIES
14
-- FLIGHT CONTROL CHECK
15
-- TAKE-OFF BRIEFING CONFIRMATION
16
-- TAXI WITH ONE ENGINE SHUTDOWN
16
-- MISCELLANEOUS
18
-- BEFORE TAKE-OFF FLOW PATTERN
19
TAKEOFF
-- THRUST SETTING
2
-- TAKE-OFF ROLL
7
-- TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER
LIFT-OFF
-- ROTATION
7
-- AIRCRAFT GEOMETRY
02.060
8
8
-- TAIL STRIKE AVOIDANCE
12
-- CROSSWIND TAKE-OFF LIMITATIONS
15
-- AP ENGAGEMENT
15
-- VERTICAL PROFILE
15
-- LATERAL PROFILE
16
-- THRUST REDUCTION ALTITUDE
17
-- ACCELERATION ALTITUDE
17
-- TAKE-OFF AT HEAVY WEIGHT
18
-- IMMEDIATE TURN AFTER TAKE-OFF
19
-- LOW ALTITUDE LEVEL-OFF
19
-- NOISE ABATEMENT TAKE-OFF
19
CLIMB
-- GENERAL
1
-- AP/FD CLIMB MODES
1
-- SPEED CONSIDERATIONS
5
-- VERTICAL PERFORMANCE PREDICTIONS
7
-- LATERAL NAVIGATION
7
-- 10.000 FT FLOW PATTERN
7
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NORMAL OPERATIONS
02.000
TABLE OF CONTENTS
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FLIGHT CREW TRAINING MANUAL
02.070
02.080
CRUISE
-- PREFACE
1
-- FMS USE
2
-- FMS USE: MISCELLANEOUS
6
-- COST INDEX
9
-- SPEED CONSIDERATIONS
10
-- ALTITUDE CONSIDERATIONS
12
-- STEP CLIMB
14
-- EFFECT OF ALTITUDE ON FUEL CONSUMPTION
17
-- FIGURES
18
-- FUEL MONITORING
22
-- FUEL TEMPERATURE
22
-- APPROACH PREPARATION
23
-- APPROACH BRIEFING
25
DESCENT
-- PREFACE
1
-- COMPUTATION PRINCIPLES
1
-- GUIDANCE AND MONITORING
2
-- MODE REVERSION
7
-- DESCENT CONSTRAINTS
9
-- 10.000 FT FLOW PATTERN
02.090
02.100
10
HOLDING
-- PREFACE
1
-- HOLDING SPEED AND CONFIGURATION
1
-- IN THE HOLDING PATTERN
1
APPROACH GENERAL
-- PREFACE
1
-- INITIAL APPROACH
2
-- INTERMEDIATE APPROACH
-- FINAL APPROACH
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11
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NORMAL OPERATIONS
02.000
TABLE OF CONTENTS
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FLIGHT CREW TRAINING MANUAL
02.110
02.120
-- VAPP
14
-- GROUND SPEED MINI
17
ILS APPROACH
-- PREFACE
1
-- INITIAL APPROACH
1
-- INTERMEDIATE APPROACH
4
-- FINAL APPROACH
5
-- ILS RAW DATA
6
NON PRECISION APPROACH
-- PREFACE
1
-- APPROACH STRATEGY
1
-- LIMITATIONS
1
-- INITIAL APPROACH
2
-- INTERMEDIATE APPROACH
02.130
13
-- REACHING THE MINIMA
16
-- LOC ONLY APPROACH
16
-- LOC BACK COURSE APPROACH
17
CIRCLING APPROACH
-- PREFACE
02.140
02.150
6
-- FINAL APPROACH
1
-- APPROACH PREPARATION
1
-- FINAL INSTRUMENT APPROACH
2
-- CIRCLING APPROACH
2
VISUAL APPROACH
-- INITIAL APPROACH
1
-- INTERMEDIATE/FINAL APPROACH
3
PRECISION APPROACH
-- GENERAL
1
-- DEFINITION
1
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NORMAL OPERATIONS
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TABLE OF CONTENTS
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-- FLIGHT PREPARATION
3
-- APPROACH PREPARATION
3
-- APPROACH PROCEDURE
5
-- FAILURE AND ASSOCIATED ACTIONS
8
-- AUTOLAND IN CAT 1 OR BETTER WEATHER
CONDITIONS
8
LANDING
-- PREFACE
1
-- MAIN GEAR CLEARANCE
1
-- FLARE
3
-- LANDING CROSSWIND LIMITATIONS
4
-- CALL OUT
5
-- DEROTATION
6
-- ROLL OUT
7
-- BRAKING
02.170
02.180
7
-- FACTORS AFFECTING LANDING DISTANCE
11
-- CLEARANCE AT TOUCH DOWN
13
-- TAIL STRIKE AVOIDANCE
17
GO AROUND
-- PREFACE
1
-- CONSIDERATIONS ABOUT GO-AROUND
1
-- AP/FD GO-AROUND PHASE ACTIVATION
2
-- GO-AROUND PHASE
4
-- ENGINES ACCELERATION
7
-- LEAVING THE GO-AROUND PHASE
7
-- REJECTED LANDING
8
TAXI IN
-- BRAKE FANS (IF INSTALLED)
1
-- BRAKE TEMPERATURE
2
-- ENGINES COOLING PERIOD
4
-- TAXI WITH ONE ENGINE SHUTDOWN
4
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NORMAL OPERATIONS
02.000
TABLE OF CONTENTS
JUL 28/05
-- AFTER LANDING FLOW PATTERN
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NORMAL OPERATIONS
02.010
GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
INTRODUCTION
ALL
The NORMAL OPERATIONS Chapter outlines the techniques that should be
applied for each flight phase, in order to optimize the use of Airbus aircraft.
This chapter must be read in parallel with the FCOM, which provides normal
procedures, and their associated tasksharing, callouts, and checklists.
All of these flying techniques are applicable to normal conditions.
Other techniques applicable to adverse weather conditions, are addressed in the
ADVERSE WEATHER section of Chapter 4.
There are flow patterns at the end of some flight phases to indicate where the
actions are to be performed. All flight crewmembers must apply the flow patterns,
to ensure that the flight crew performs the actions necessary for a specific flight
phase, before completing an applicable checklist.
USE OF NORMAL CHECK LIST
ALL
Airbus’ NORMAL CHECKLIST takes into account ECAM information, and includes
only those items that can directly impact flight safety and efficiency, if actions are
not correctly performed. These checklists are of a "non-action" type (i.e. all actions
should be completed from memory before the flight crew performs the checklist).
The NORMAL CHECKLIST includes eight flight phases. The BEFORE START,
BEFORE TAKEOFF, and AFTER TAKEOFF checklists are divided in two
sections: The "Down to the Line" section, and the "Below the Line" section. This
format is designed to help flight crews to manage the workload.
For example, the "BEFORE START - Down to the Line" checklist may be called
out, as soon as the Load and Trim Sheet is available and takeoff data is set. On
the other hand, the "BEFORE START - Below the Line" checklist may called out
after obtaining start-up clearance.
The Pilot Flying (PF) requests the NORMAL CHECKLIST, and the Pilot Non
Flying (PNF) reads it. The checklist actions are referred to as
"challenge/response"-type actions. The PF "responds" to the "challenge" only
after checking the configuration.
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NORMAL OPERATIONS
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GENERAL
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If the configuration does not correspond to the checklist response, the PF must
take corrective action before "responding" to the "challenge". If corrective action
is not possible, then the PF must modify the response to reflect the real situation
(with a specific answer). When necessary, the other flight crewmember must
crosscheck the validity of the response. The challenger (PNF) waits for a
response before proceeding with the checklist. For the checklist items that are
identified as "AS RQRD", the response should correspond to the real condition
or configuration of the system.
The PNF must announce "LANDING CHECKLIST COMPLETED", after reading
and completing the checklist.
COMMUNICATION
ALL
EMERGENCY CALL
Some abnormal/emergency procedures require flight and cabin crews to use
specific phraseology when communicating with each other. To ensure effective
communication between the flight and cabin crews, the standard phraseology
may be recalled at the preflight phase.
FROM
cockpit
TO
cabin
PHRASEOLOGY
"PURSER TO COCKPIT,
PLEASE" (PA)
REMARKS
The Purser, or any other cabin
crewmember, must go to the
cockpit
Cabin
Cockpit
EMER CALL or PRIO
CAPTAIN (INT)
Any crew member can make
such a call. The cockpit crew
must reply.
cockpit
cabin
ATTENTION CREW! AT
STATIONS
(PA)
An emergency evacuation may
soon be required.
cockpit
cabin
CABIN CREW and
PASSENGERS REMAIN
SEATED (PA)
The captain decides that an
evacuation is not required
cockpit
cabin
PASSENGERS
EVACUATE (PA)
The captain orders an
immediate evacuation.
CROSS-COCKPIT COMMUNICATION
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NORMAL OPERATIONS
02.010
GENERAL
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FLIGHT CREW TRAINING MANUAL
The term "cross-cockpit communication" refers to communication between the PF
and the PNF. This communication is vital for any flight crew. Each time one flight
crewmember adjusts or changes information and/or equipment on the flight deck,
the other flight crewmember must be notified, and an acknowledgement must be
obtained.
Whenever cross-cockpit communication is used, standard phraseology is essential
to ensure effective crew communication. The phraseology should be concise and
exact. It is defined in FCOM 3.03.90.
Such adjustments and changes include:
. FMGS alterations
. Changes in speed or Mach
. Tuning navigation aids
. Flight path modifications
. System selections (e.g. anti-ice system).
When using cross-cockpit communication, standard phraseology is essential to
ensure effective flight crew communication. This phraseology should be concise
and exact, and is defined in the FCOM 3.04.90.
The flight crew must use the headset:
. From the ENGINE START phase until the TOP OF CLIMB phase
. From The TOP OF DESCENT phase until the aircraft is parked.
STERILE COCKPIT RULE
When the aircraft is below 10 000 feet, any conversation that is not essential
should be avoided: This includes conversations that take place in the cockpit, or
between the flight and cabin crewmembers. It is important to adhere to this
policy, in order to facilitate communication between both of the flight crew, and to
ensure the effective communication of emergency or safety-related information,
between flight and cabin crew members.
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NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MEL
ALL
GENERAL
The Master Minimum Equipment List (MMEL) is published by the aircraft
manufacturer. It is a certified document that enables an aircraft to be dispatched,
with some equipment, or functions inoperative. Some limitations, operational
procedures and/or maintenance procedures may have to be performed. The
Minimum Equipment List (MEL) is published by the operator, and approved by
local authorities. It must be at least as restrictive as MMEL. The MMEL cannot
be used to replace the MEL.
Aircraft can be dispatched with one, or more, secondary airframe part/parts
missing. In this case, the flight crew must refer to the Configuration Deviation
List (CDL), in the Aircraft Flight Manual.
ATA 100 FORMAT
All items/equipment listed in the MEL are identified using the Air Transport
Association (ATA) format. The ATA is the official reference for the classification of
aircraft systems and/or functions. The aircraft systems/functions are classified with
six digits. For example, 21-52-01 refers to:
21: ATA 21: Air conditioning
52: Air-cooling system
01: Air conditioning pack
MEL DESCRIPTION
The MEL has four parts:
. ECAM warnings/ MEL entry
. List of items that may be inoperative for dispatch
. Associated operational procedures
. Associated maintenance procedures
MEL OPERATIONAL USE
The MEL usually applies to revenue flights, and should be consulted before taxi
out. If a failure occurs during taxi out, and before the take off roll starts, the
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decision to continue the flight is subject to pilot judgment and good airmanship.
The Captain may consult the MEL before deciding to continue the flight
(particularly if the failure has an effect on the takeoff performance).
During preliminary cockpit preparation, the flight crew must press the RCL P/B,
for at least 3 seconds, in order to recall any previous cautions or warnings that
have been cleared or cancelled. The flight crew should consult the technical
logbook to confirm that the indications are compatible with the MEL.
A failure may occur if a Circuit Breaker (C/B) disengages. When on ground, do
not re-engage any fuel pump C/Bs. The flight crew may re-engage any other
tripped C/Bs, provided that the action is coordinated with the maintenance team,
and the cause of the tripped C/B is identified.
The MMEL section 0 is called ECAM Warnings/MMEL Entry. The purpose of this
section is to help the flight crew to determine the MMEL entry point, when an
ECAM caution/warning message triggers. The ECAM Warnings/MMEL Entry
section provides the relationship between the ECAM caution/warnings, and MMEL
items, if applicable.
If a failed item does not appear in the MEL, it is not possible to dispatch the
aircraft. However, items that do not affect the airworthiness of the aircraft, such
as galley equipment, entertainment systems, or passenger convenience items, do
not appear in the MEL: The dispatch applicability of these items is not relevant
to the MEL.
In most cases, if the failed item appears in the MEL, the dispatch of the aircraft
is authorized, provided that all dispatch conditions are fulfilled:
. Check the rectification time interval has not expired
. Consider location and, where repair is possible
. (*) Means that an INOP placard is required
. (O) Means that a specific operational procedure or limitation is required (Refer
to MEL chapter 2)
. (M) Means that a specific maintenance procedure is required.
When the MEL requires both maintenance and operational procedures, the
maintenance procedures must be performed before applying the operational
procedures.
MMEL SYMBOL
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MASTER MINIMUM EQUIPMENT LIST
A318/319/320/321
MASTER MINIMUM EQUIPMENT LIST
1 . SYSTEM AND SEQUENCE NUMBERS
AUTO FLIGHT
01−22
SEQ 001
P7
REV 27
2 . RECTIFICATION INTERVAL
3 . NUMBER INSTALLED
4 . NUMBER REQUIRED FOR DISPATCH
ITEM
5 . REMARKS OR EXCEPTIONS
*
MCDU 1 or MCDU 2 must be operative.
* (o)
Except for ER operations, one may
be inoperative.
Refer to 22−10−01, and
Refer to 22−10−02, and
Refer to 22−72−01.
82−01 Multipurpose Control
Display Unit (MCDU)
C −
83−01 FMGC
C 2 1
83−02 FMA Indication on PFD
AI AP related Indication
C 1
−
a) One or more indications may be
imperative on one FMA.
C −
−
b) Except for ER operations, one or
1
− or −
These symbols indicate requirements for a specific procedure:
(m) maintenance,
(o) operational,
(*) requires a placard in the cockpit.
NOF 02020 04150 0001
If some items are mandatory for ETOPS dispatch, "ER" (Extended Range) is
added. However, mandatory items for CAT2, CAT3 operations, RNP, and RVSM
may not be referred to. (Refer to Flight Manual or FCOM).
HANDLING OF MAINTENANCE MESSAGES ON ECAM STATUS PAGE
MSN 0006 0008 0011 0017-0018 0039 0042 0087-0088 0103 0120 0132 0163-0164
0168-0169 0174-0175 0179 0189 0193 0210 0221-0222 0225 0230-0232 0247 0257-0259
0271 0279-0280 0283-0284 0294 0299 0301-0302 0305 0308-0309 0313-0314 0338 0343-0345
0347 0349 0354 0357 0373 0376 0386 0391 0405 0407 0411
Dispatch with maintenance message displayed on ECAM STATUS page is
allowed without specific conditions except for:
. BLUE RSVR: Refer to MEL 29-00-01
. AIR BLEED: Refer to MEL 36-00-01.
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MSN 0002-0005 0007 0010 0012-0016 0019-0038 0040-0041 0043-0086 0089-0102 0104-0119
0121-0131 0133-0162 0165-0167 0170-0173 0176-0178 0180-0188 0190-0192 0194-0209
0211-0220 0223-0224 0226-0229 0233-0246 0248-0256 0260-0270 0272-0278 0281-0282
0285-0293 0295-0298 0300 0303-0304 0306-0307 0310-0312 0315-0337 0339-0342 0346 0348
0350-0353 0355-0356 0358-0372 0375 0377-0385 0387-0390 0392-0404 0406 0408-0410
0412-2702
Dispatch with maintenance message displayed on ECAM STATUS page is
allowed without specific conditions except for:
. AIR BLEED: Refer to MEL 36-00-01.
SECURED AND TRANSIT STOP
ALL
If the last checklist performed by the flight crew is SECURING THE AIRCRAFT
C/L, the aircraft is in SECURED STOP. After a SECURED STOP, the flight crew
must perform all items in the Standard Operations Procedure (SOP), for the next
flight.
If the last checklist performed by the flight crew is PARKING C/L, the aircraft is
in TRANSIT STOP.
After a TRANSIT STOP, items indicated by (*), are the only steps to be
completed for TRANSIT PREPARATION. i.e. PRELIMINARY COCKPIT
PREPARATION, EXTERIOR INSPECTION, and COCKPIT PREPARATION.
SAFETY EXTERIOR INSPECTION
ALL
Safety exterior inspection is performed to ensure that the aircraft and its
surroundings are safe for operations. Items that should be checked include:
. Chocks in place
. Doors status
. Ground mechanic present
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. Aircraft environment
PRELIMINARY COCKPIT PREPARATION
ALL
OBJECTIVES
The objectives of the preliminary cockpit preparation are:
. To ensure that all safety checks are performed before applying electrical power:
-- The RCL pb is pressed for at least 3 seconds to display the cautions and
warnings from the previous flight.
-- The technical logbook and MEL are checked at this stage.
. To check the liquid levels i.e. oil, hydraulic and oxygen pressure using
-- The HYD pb is pressed to check the hydraulic level
-- The ENG pb is pressed to check engine oil level (Refer to FCOM 3.03.04)
-- The DOOR pb is pressed, to check the oxygen pressure level
. To check the position of surface control levers e.g. slats/flaps, parking brake.
OXYGEN
The ECAM S/D DOOR page displays the oxygen pressure. When the oxygen
pressure is below a defined threshold, an amber half box highlights the value.
This advises the flight crew that the bottle should be refilled. The flight crew
should refer to the minimum flight crew oxygen pressure that is provided in the
FCOM 3.01.35. The prolonged dispatch of the aircraft in such condition is not
recommended.
EXTERIOR INSPECTION
ALL
Standard Operating Procedures (SOP) outline the various elements that the flight
crew must review in greater detail. The objectives of the exterior inspection are:
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. To obtain a global assessment of the aircraft status. Any missing parts or
panels will be checked against the Configuration Deviation List (CDL) for
possible dispatch and any potential operational consequences.
. To ensure that main aircraft surfaces are in adequate position relative surface
control levers.
. To check that there are no leaks e.g. engine drain mast, hydraulic lines.
. To check the status of the essential visible sensors i.e. AOA, pitot and static
probes.
. To observe any possible abnormalities on the landing gear status:
-- Wheels and tires status (cut, wear, cracks)
-- Safety pins are removed
-- Brakes status (Brake wear pin length with parking brake ON)
-- Length of oleo. Any difference between the two main landing gears shall be
reported.
. To observe any possible abnormality on the engines:
-- Fan blades, turbine exhaust, engine cowl and pylon status
-- Access door closed
ADIRS INITIALIZATION
MSN 0002-2276 2278-2287 2289-2295 2297-2334 2336-2340 2342-2361 2363-2382 2384-2395
2397-2403 2405-2413 2415-2430 2432-2451 2453-2466 2469-2702
ALIGNMENT: Gyro and altimeters get ready for
NAV computation
2 steps
INITIALIZATION: Navigation starting point is set
NOF 02020 04153 0001
ALIGNMENT
At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to
NAV, in order to start alignment.
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The alignment takes approximately 10 minutes, and must be completed before
pushback (before any aircraft movement).
In transit:
ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual
ground speed greater than 5 kt.
In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting
all the ADIRS to OFF, then all back to ON within 5 seconds). The fast alignment
takes approximately one minute. It involves setting the ground speed to 0, and
updating the IRS position to the position of the coordinates on the INITA page
(usually airport reference coordinates).
A complete re-alignment is only recommended for Long-range flights, especially if
flown outside radio NAVAID coverage with Aircraft not equipped with GPS.
INITIALIZATION
The F-PLN origin airport coordinates are extracted from the FMS database.
These coordinates appear on the MCDU INITA page, and are normally used for
initialization. They are the airport reference coordinates.
If a high navigation performance is desired, (i.e. for long-range flights without
GPS and without radio navigation updates, or if low RNP operation is expected),
the crew should adjust the airport reference coordinates to the gate coordinates,
provided that this data is published or available on board. In this case, the flight
crew should use the slew keys successively for Latitude and Longitude, instead
of inserting the coordinates on the scratchpad, (in order to avoid errors).
When performing the BEFORE START C/L, the flight crew will check that the
IRS IN ALIGN ECAM MEMO no longer appears, to indicate that the ADIRS are
in NAV mode.
The crew will check on the POSITION MONITOR page, that the distance
between IRS and FMS position is lower than 5NM. This will permit to detect any
gross error for IRS initialization, which is not visible as long as GPS PRIMARY is
available.
Checking runway and SID display on the ND in comparison with the aircraft
symbol representing the aircraft present position, (ARC or NAV mode, range 10
NM) during taxi, is a good way to check the global consistency of FMGS entries
(Position and flight plan).
"RESET IRS TO NAV" MCDU MESSAGE
When the ADIRS are in NAV mode, and new origin airport coordinates are
inserted, the RESET IRS TO NAV message triggers.
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This occurs in transit, when the flight crew enters a new CO-RTE, or enters a
new FROM-TO city pair on the INIT A page, and does not re-align the ADIRS.
In this case, check the coordinates on the INITA page and compare them with:
. The coordinates of the origin airport, that are provided on the Airport chart, in
order to detect a possible error in airport entry
. The ADIRS position (IRS monitor page).
In most cases the ADIRS position and the airport position do not differ
significantly. Therefore, the message may be cleared without realigning the IRSs.
MSN 2277 2288 2296 2335 2341 2362 2383 2396 2404 2414 2431 2452 2467-2468
ALIGNMENT: Gyro and altimeters get ready for
NAV computation
2 steps
INITIALIZATION: Navigation starting point is set
NOF 02020 04155 0001
ALIGNMENT
At the beginning of the pre-flight checks, the crew sets the ADIRS selectors to
NAV, in order to start alignment.
The alignment takes approximately 10 minutes, and must be completed before
pushback (before any aircraft movement).
In transit:
ADIRS re-alignment is only necessary, if one of the ADIRS displays a residual
ground speed greater than 5 kt.
In this case, a rapid re-alignment should be performed on all 3 IRSs (by setting
all the ADIRS to OFF, then all back to ON within 5 seconds). The fast alignment
takes approximately one minute. It involves setting the ground speed to 0, and
updating the IRS position to the position of the coordinates on the INITA page
(usually airport reference coordinates).
INITIALIZATION
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The ADIRS are automatically initialized at the GPS position. These GPS
coordinates are displayed on the MCDU INIT A page, in replacement of the
airport reference coordinates, after the pilot entered the FROM-TO city pair.
When performing the BEFORE START C/L, the crew will check that the IRS IN
ALIGN ECAM MEMO has disappeared, as a confirmation that the ADIRS are in
NAV mode.
Checking runway and SID display on the ND in comparison with the aircraft
symbol representing the aircraft present position, (ARC or NAV mode, range 10
NM) during taxi, is a good way to check the global consistency of FMGS entries
(Position and flight plan).
"RESET IRS TO NAV" MCDU MESSAGE
When the ADIRS are in NAV mode, and new origin airport coordinates are
inserted, the RESET IRS TO NAV message triggers.
This occurs, in transit, when the crew performs a fast alignment, since this fast
alignment is usually completed before the crew enters the FROM-TO city pair.
Check the validity of the IRS initialization, before clearing this message.
COCKPIT PREPARATION
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MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252
FLOW PATTERN
The scan pattern varies, depending on the pilot status, i.e PF, PNF, CM1, or
CM2, and the areas of responsibility:
1. Overhead panel: Extinguish any white lights (PF)
2. FMGS programming (PF)
3. Glare shield, ECP (CM1/2) and FCU (PF)
4. Lateral console (CM1/2)
5. Centre instrument panel and pedestal (PF)
COCKPIT PREPARATION FLOW PATTERN
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switch off all white lights
1
3
4
2
0
5
NOF 02020 04156 0001
FMGS PROGRAMMING
FMGS programming involves inserting navigation data, then performance data. It
is to be noted that:
. Boxed fields must be filled
. Blue fields inform the crew that entry is permitted
. Green fields are used for FMS generated data, and cannot be changed
. Magenta characters identify limits (altitude, speed or time), that FMS will
attempt to meet
. Yellow characters indicate a temporary flight plan display
. Amber characters signify that the item being displayed is important and
requires immediate action
. Small font signifies that data is FMS computed
. Large font signifies manually entered data.
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Navigation
Status
Init A
F−PLN
(SEC F−PLN)
RAD NAV
3
2
1
DIR
PROG
PERF
INIT
DATA
F−PLN
RAD
NAV
FUEL
PRED
SEC
F−PLN
ATC
COMM
AIR
PORT
5
OFF
MCDU
MENU
A
4B
C
D
E
F
G
H
I
J
M
C
F
A
2
Performance
Init B
PERF
PROG
PERF
INIT
DATA
F−PLN
RAD
NAV
FUEL
PRED
SEC
F−PLN
ATC
COMM
AIR
PORT
1
1
DIR
F
A
I
or
OFF
MCDU
MENU
A
B
C
D
E
F
G
H
I
J
A
B
C
D
E
M
C
D
NEXT
PAGE
NOF 02020 04157 0001
This sequence of entry is the most practical. INIT B should not be filled
immediately after INIT A, because the FMGS would begin to compute F-PLN
predictions. These computations would slow down the entry procedure.
To obtain correct predictions, the fields of the various pages must be completed
correctly, with available planned data for the flight:
. DATA
The database validity, NAVAIDs and waypoints (possibly stored in previous
flight), and PERF FACTOR must be checked on the STATUS page.
. INIT A
The INIT A page provides access to aircraft present position. The flight crew
will check that it corresponds to the real aircraft position. (Refer to ADIRS
INITIALIZATION part).
The history wind is the vertical wind profile that has been encountered during
the previous descent and should be entered at this stage if it is representative
of the vertical wind profile for the next flight.
. F-PLN
The F-PLN A page is to be completed thoroughly including:
-- The take-off runway
-- SID
-- Altitude and speed constraints
-- Correct transition to the cruise waypoint
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-- Intended step climb/descents, according to the Computerized Flight Plan
(CFP).
If time permits, the wind profile along the flight plan may be inserted using
vertical revision through wind prompt.
The flight crew should also check the overall route distance (6th line of the
F-PLN page), versus CFP distance.
. SEC F-PLN
The SEC F-PLN should be used to consider an alternate runway for take-off,
a return to departure airfield or a routing to a take-off alternate.
. RAD NAV
The RAD NAV page is checked, and any required NAVAID should be manually
entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must
be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.
. INIT B
The flight crew:
-- Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN
computation.
-- Checks fuel figures consistent with flight preparation fuel figures.
The flight crew will update weight and CG on receipt of the load sheet.
After Engine start, the INIT B page is no longer available. The flight crew
should use the FUEL PRED page for weight and fuel data insertion, if required.
. PERF
The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to
default at 1500ft, or at a value defined by airline policy. The THR RED/ACC
may be changed in the PERF TAKE-OFF page, if required. The flight crew
should consider the applicable noise abatement procedure.
The one-engine-out acceleration altitude must:
-- Be at least 400 ft above airport altitude
-- Ensure that the net flight path is 35 ft above obstacles
-- Ensure that the maximum time for takeoff thrust is not exceeded.
Therefore, there are generally a minimum and a maximum one engine out
acceleration altitude values. The minimum value satisfies the first two criteria.
The maximum value satisfies the last one. Any value between those two may
be retained.
The one engine out acceleration altitude is usually defaulted to 1500 ft AGL
and will be updated as required.
The flight crew uses the PERF CLB page to pre-select a speed. For example,
"Green Dot" speed for a sharp turn after take-off.
The crew may also check on the PROG page the CRZ FL, MAX REC FL and
OPT FL.
Once the FMGS has been programmed, the PNF should then cross check the
information prior to the take-off briefing.
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When the predictions are available, the crew may print the PREFLIGHT DATA (if
installed). This listing provides all the predictions which may be used during the
initial part of the flight.
TAKE-OFF BRIEFING
The PF should perform the takeoff briefing at the gate , when the flight crew
workload permits, Cockpit preparation has been completed and, before engine
start.
The takeoff briefing should be relevant, concise and chronological. When a main
parameter is referred to by the PF, both flight crewmembers must crosscheck
that the parameter has been set or programmed correctly. The takeoff briefing
covers the following:
TAKE OFF BRIEFING WITH ASSOCIATED CHECKS
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F
L
E
X
T
O
G
V
,
1
V
1
4
5
F
L
X 85. 0% 35°C
1
3
2
1
0
6
0
Miscellaneous
3
0
0
0 KG
FOB: 1
0
4
0
F
O
B
S
P
DM
A
C
H
CSTR
4
1
2
V
U
QFE
in Hg
mb
1
5TAS
GS 2
3
3
0
/
2
0
1
F
D
2
A
/
T
H
R
2
0
0
9
E
G
N
11
0
1
1
2
13
ADF
1
0
113°
2
0N
M
1
8
:
3
5
0
9
°
1
ALT
7
30
32
3
3 34 3
C
H
R
O
N
O
ARC
in Hg
PLAN
M
A
S
T
E
R
W
A
R
N
mb
PULL
STD
ENG
S
I
D
ES
T
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KP
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2
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1
1.223
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6
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4
4
8
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0
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8
4
4
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°C
20
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%
11
1
2
1
0
13
FD
2
0
0 TAS 2
1
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3
0
/
2
0
9 3
D
−
L
G
15
K
G
/
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min
GMT
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min
20
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RST
0
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CONFIG
0
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N
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NM
4
.
9
0
EMER
CANC
ENG
BLEED
PRESS
EL/AC
EL/DC
APU
COND
DOOR
WHEEL
F/CTL
FUEL
ALL
2
INIT
4
TAKE OFF
V1
FLP RETR
RWY
132
F= 145
14R
VR
SLT RETR
TO SHIFT
135
S= 189
[M] [ ]*
V2
CLEAN
FLAPS/THS
145
0= 207
2 / UP1.0
TRANS ALT
FLEX TO TEMP
5000
60°
THR RED / ACC
ENG OUT ACC
1990 / 3500
1990
NEXT
PHASE>
FROM
OVHD INTEG LT
TAXI
0.2
TRIP TIME
2.3 / 0100
RTE RSV / %
0.2 / 8.7
ALTN / TIME
0.5 / 0013
FINAL / TIME
1.6 / 0038
EXTRA / TIME
1.6 / 0038
ZFWCG / ZFW
25.0 / 55.0
BLOCK
MAN V/S
MAN V/S
OFF
ENG
1
GND
6.0
0
ENG
2
A
R
M
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D
0
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F
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L
L
1
2
3
3
F
U
L
L
F
U
L
L
0
TOW
60.8
LW
58.5
OFF
ON
PARK BRK
MAN V/S
BRT
LFB014R
H144°
900
C144°
D144H
C356°
TOU
(SPD)
(LIM)
DEST
LFP026
TIME
0000
BRG144°
0000
TRK144°
0002
0005
0005
TIME
0100
AI123
PD / ALT
145/ 490
1NM
55/ 900
4
" / 3130
8
250/ FL088
2
* 250/ FL100
DIST
EF0B
360
3.5
*
L
G
M
T
DME
V
O
R
6
1
2
S
P
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D
H
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GT
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NOF 02020 04158 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 15 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
Abnormal operations
FLIGHT
PLAN 4
TAKEOFF PERF
PAGE 3
INT B
PAGE
2
Miscellaneous
1
FLIGHT CREW TRAINING MANUAL
Aircraft type and model (Tail strike awareness)
Aircraft technical status (MEL and CDL considerations, relevant OEB)
NOTAMS
Weather
RWY conditions
Use of ENG/Wings Anti Ice
ENG Start Procedure
Push Back
Expected Taxi Clearence
Use of Radar
Use of Packs for Takeoff
Block Fuel ................................................................... (FOB on EW/D)
Estimated TOW
Extra time at destination
T/O RWY
T/O CONF
FLEX / TOGA ..................................................... FLEX TOGA on EW/D)
V1, VR, V2
.................................................................... (V1, V2 on PFD)
TRANS ALT
THR RED / ACC Altitude
Minimum Safe Altitude
First assigned FL ................................. (altitude target in blue on PFD)
Flight Plan description (*) ....................... (SID on MCDU FPLN page)
RAD NAV
.................................................................. (RAD NAV on ND)
For any failure before V1:
CAPT will call "STOP" or "GO"
In case of failure after V1:
Continue T/O, No action before 400ft AGL except gear up
Reaching 400ft AGL, ECAM actions
Reaching EO ACC altitude, Stop ECAm, Push for ALT, acceleration
and clean up
At green dot: OP CLB, MCT, continue ECAM, after T/O C/L, status
ENG Out routing: EOSID, SID, radar vector, immediate return...
items that must be cross−checked on associated display.
NOF 02020 04159 0001
()Items that must be cross-checked on the associated display.
(*) The PF sets the ND display to PLAN mode with required range and CSTR,
and uses the scroll key to thoroughly check the entire F-PLN. The PNF ensures
that the inserted F-PLN agrees with the planned route.
ENV A318/A319/A320/A321 FLEET FCTM
Page 16 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
FMS UPDATING
When the load and trim sheet is available, the crew will:
. Updates the ZFWCG/ZFW
. Checks TOW consistent with load sheet
. Checks updated fuel figures
. Modify the FLEX TEMP and the take-off speeds as required
. Enter the THS position in PERF TAKE OFF page
When the predictions are available, the crew will print the pre-flight data.
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702
FLOW PATTERN
The scan pattern varies, depending on the pilot status, i.e PF, PNF, CM1, or
CM2, and the areas of responsibility:
1. Overhead panel: Turn off any white lights (PF)
ENV A318/A319/A320/A321 FLEET FCTM
Page 17 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
2. FMGS programming (PF)
3. Glare shield, ECP (CM1/2) and FCU (PF)
4. Lateral console (CM1/2)
5. Centre instrument panel and pedestal (PF)
COCKPIT PREPARATION FLOW PATTERN
switch off all white lights
1
3
4
2
0
5
NOF 02020 04164 0001
FMGS PROGRAMMING
FMGS programming involves inserting navigation data, then performance data. It
is to be noted that:
. Boxed fields must be filled
. Blue fields inform the crew that entry is permitted
. Green fields are used for FMS generated data, and cannot be changed
. Magenta characters identify limits (altitude, speed or time), that FMS will
attempt to meet
. Yellow characters indicate a temporary flight plan display
ENV A318/A319/A320/A321 FLEET FCTM
Page 18 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. Amber characters signify that the item being displayed is important and
requires immediate action
. Small font signifies that data is FMS computed
. Large font signifies manually entered data.
Navigation
Status
Init A
F−PLN
(SEC F−PLN)
RAD NAV
3
2
1
DIR
PROG
PERF
INIT
DATA
F−PLN
RAD
NAV
FUEL
PRED
SEC
F−PLN
ATC
COMM
AIR
PORT
5
OFF
MCDU
MENU
A
4B
C
D
E
F
G
H
I
J
M
C
F
A
2
Performance
Init B
PERF
DIR
PROG
PERF
INIT
DATA
F−PLN
RAD
NAV
FUEL
PRED
SEC
F−PLN
ATC
COMM
AIR
PORT
1
1
F
A
I
or
OFF
MCDU
MENU
A
B
C
D
E
F
G
H
I
J
A
B
C
D
E
M
C
D
NEXT
PAGE
NOF 02020 04165 0001
This sequence of entry is the most practical. INIT B should not be filled
immediately after INIT A, because the FMGS would begin to compute F-PLN
predictions. These computations would slow down the entry procedure.
To obtain correct predictions, the fields of the various pages must be completed
correctly, with available planned data for the flight:
. DATA
The database validity, NAVAIDs and waypoints (possibly stored in previous
flight), and PERF FACTOR must be checked on the STATUS page.
. INIT A
The INIT A page provides access to aircraft present position. The flight crew
will check that it corresponds to the real aircraft position. (Refer to ADIRS
INITIALIZATION part).
ENV A318/A319/A320/A321 FLEET FCTM
Page 19 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The history wind is the vertical wind profile, that has been encountered during
the previous descent and should be entered at this stage if it is representative
of the vertical wind profile for the next flight.
. P-PLN
P-PLN
The F-PLN A page is to be completed thoroughly including:
-- The take-off runway
-- SID
-- Altitude and speed constraints
-- Correct transition to the cruise waypoint
-- Intended step climb/descents, according to the Computerized Flight Plan
(CFP).
If time permits, the wind profile along the flight plan may be inserted using
vertical revision through wind prompt.
The flight crew should also check the overall route distance (6th line of the
F-PLN page), versus CFP distance.
. SEC F-PLN
The SEC F-PLN should be used to consider an alternate runway for take-off,
a return to departure airfield or a routing to a take-off alternate.
. RAD NAV
The RAD NAV page is checked, and any required NAVAID should be manually
entered using ident. If a NAVAID is reported on NOTAM as unreliable, it must
be deselected on the MCDU DATA/POSITION MONITOR/SEL NAVAID page.
. INIT B
The flight crew:
-- Inserts the expected ZFWCG/ZFW, and block fuel to initialize a F-PLN
computation.
-- Checks fuel figures consistent with flight preparation fuel figures.
The flight crew will update weight and CG on receipt of the load sheet.
The FMS uses the trip wind for the entire flight from origin to destination. The
trip wind is an average wind component that may be extracted from the CFP.
The trip wind facility is available if the wind profile has not already been
entered.
After Engine start, the INIT B page is no longer available. The flight crew
should use the FUEL PRED page for weight and fuel data insertion, if required.
The Init B page should not be completed immediately after Init A, because the
FMGS would begin to compute F-PLN predictions. This would slow down the
entry procedure.
. PERF
The thrust reduction altitude/acceleration altitude (THR RED /ACC) are set to
default at 1500ft, or at a value defined by airline policy. The THR RED/ACC
may be changed in the PERF TAKE-OFF page, if required. The flight crew
should consider the applicable noise abatement procedure.
The one-engine-out acceleration altitude must:
ENV A318/A319/A320/A321 FLEET FCTM
Page 20 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
-- Be at least 400 ft above airport altitude
-- Ensure that the net flight path is 35 ft above obstacles
-- Ensure that the maximum time for takeoff thrust is not exceeded.
Therefore, there are generally a minimum and a maximum one engine out
acceleration altitude values. The minimum value satisfies the first two criteria.
The maximum value satisfies the last one. Any value between those two may
be retained.
The one engine out acceleration altitude is usually defaulted to 1500 ft AGL
and will be updated as required.
The flight crew uses the PERF CLB page to pre-select a speed. For example,
"Green Dot" speed for a sharp turn after take-off.
The crew may also check on the PROG page the CRZ FL, MAX REC FL and
OPT FL.
Once the FMGS has been programmed, the PNF should then cross check the
information prior to the take-off briefing.
When the predictions are available, the crew may print the PREFLIGHT DATA (if
installed). This listing provides all the predictions which may be used during the
initial part of the flight.
TAKE-OFF BRIEFING
The PF should perform the takeoff briefing at the gate , when the flight crew
workload permits, Cockpit preparation has been completed and, before engine
start.
The takeoff briefing should be relevant, concise and chronological. When a main
parameter is referred to by the PF, both flight crewmembers must crosscheck
that the parameter has been set or programmed correctly. The takeoff briefing
covers the following:
TAKE OFF BRIEFING WITH ASSOCIATED CHECKS
ENV A318/A319/A320/A321 FLEET FCTM
Page 21 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
F
L
E
X
T
O
G
V
,
1
V
1
4
5
F
L
X 85. 0% 35°C
1
3
2
1
0
6
0
Miscellaneous
3
0
0
0 KG
FOB: 1
0
4
0
F
O
B
S
P
DM
A
C
H
CSTR
4
1
2
V
U
QFE
in Hg
mb
1
5TAS
GS 2
3
3
0
/
2
0
1
F
D
2
A
/
T
H
R
2
0
0
9
E
G
N
11
0
1
1
2
13
ADF
1
0
113°
2
0N
M
1
8
:
3
5
0
9
°
1
ALT
7
30
32
3
3 34 3
C
H
R
O
N
O
ARC
in Hg
PLAN
M
A
S
T
E
R
W
A
R
N
mb
PULL
STD
ENG
S
I
D
ES
T
I
C
KP
R
I
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R
I
T
Y
2
ADF
M
A
S
T
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R
C
A
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F
/
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VOR
ILS
OFF
1
1.223
1
.
6
E
P
R
4
4
8
4
2
0
1
5
3
0
8
4
4
0
E
G
T
°C
20
N1
%
11
1
2
1
0
13
FD
2
0
0 TAS 2
1
5 GS
3
0
/
2
0
9 3
D
−
L
G
15
K
G
/
H
L
D
GG
E
A
R
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A
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K
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A
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F
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P
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1
F
D
2
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/
T
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8
7
0
0
M
D
A
O
N
3
0
0
0
D
1
3
0
M
1
5
0
0
2
0
H
O
T
3
0
0
0 KG
FOB:1
O
N
2
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9
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CANC
ENG
BLEED
PRESS
EL/AC
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F/CTL
FUEL
ALL
2
INIT
4
TAKE OFF
V1
FLP RETR
RWY
132
F= 145
14R
VR
SLT RETR
TO SHIFT
135
S= 189
[M] [ ]*
V2
CLEAN
FLAPS/THS
145
0= 207
2 / UP1.0
TRANS ALT
FLEX TO TEMP
5000
60°
THR RED / ACC
ENG OUT ACC
1990 / 3500
1990
NEXT
PHASE>
FROM
OVHD INTEG LT
TAXI
0.2
TRIP TIME
2.3 / 0100
RTE RSV / %
0.2 / 8.7
ALTN / TIME
0.5 / 0013
FINAL / TIME
1.6 / 0038
EXTRA / TIME
1.6 / 0038
ZFWCG / ZFW
25.0 / 55.0
BLOCK
MAN V/S
MAN V/S
OFF
ENG
1
GND
6.0
0
ENG
2
A
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1
2
3
3
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L
F
U
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L
0
TOW
60.8
LW
58.5
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ON
PARK BRK
MAN V/S
BRT
LFB014R
H144°
900
C144°
D144H
C356°
TOU
(SPD)
(LIM)
DEST
LFP026
TIME
0000
BRG144°
0000
TRK144°
0002
0005
0005
TIME
0100
AI123
PD / ALT
145/ 490
1NM
55/ 900
4
" / 3130
8
250/ FL088
2
* 250/ FL100
DIST
EF0B
360
3.5
*
L
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M
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DME
V
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NOF 02020 04166 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 22 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
Abnormal operations
FLIGHT
PLAN 4
TAKEOFF PERF
PAGE 3
INT B
PAGE
2
Miscellaneous
1
FLIGHT CREW TRAINING MANUAL
Aircraft type and model (Tail strike awareness)
Aircraft technical status (MEL and CDL considerations, relevant OEB)
NOTAMS
Weather
RWY conditions
Use of ENG/Wings Anti Ice
ENG Start Procedure
Push Back
Expected Taxi Clearence
Use of Radar
Use of Packs for Takeoff
Block Fuel ................................................................... (FOB on EW/D)
Estimated TOW
Extra time at destination
T/O RWY
T/O CONF
FLEX / TOGA ..................................................... FLEX TOGA on EW/D)
V1, VR, V2
.................................................................... (V1, V2 on PFD)
TRANS ALT
THR RED / ACC Altitude
Minimum Safe Altitude
First assigned FL ................................. (altitude target in blue on PFD)
Flight Plan description (*) ....................... (SID on MCDU FPLN page)
RAD NAV
.................................................................. (RAD NAV on ND)
For any failure before V1:
CAPT will call "STOP" or "GO"
In case of failure after V1:
Continue T/O, No action before 400ft AGL except gear up
Reaching 400ft AGL, ECAM actions
Reaching EO ACC altitude, Stop ECAm, Push for ALT, acceleration
and clean up
At green dor: OP CLB, MCT, continue ECAM, after T/O C/L, status
ENG Out routing: EOSID, SID, radar vector, immediate return...
items that must be cross−checked on associated display.
NOF 02020 04167 0001
()Items that must be cross-checked on associated display.
(*) The PF sets the ND display to PLAN mode with required range and CSTR,
and uses the scroll key to thoroughly check the entire F-PLN. The PNF ensures
that the inserted F-PLN agrees with the planned route.
ENV A318/A319/A320/A321 FLEET FCTM
Page 23 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
FMS UPDATING
When the load and trim sheet is available, the flight crew:
. Updates the ZFWCG/ZFW
. Checks that the TOW is consistent with the load sheet
. Checks the updated fuel figures
. Changes the FLEX TEMP and the take-off speeds as required
. Enters the THS position on the PERF TAKE OFF page
When the predictions are available, the flight crew prints out the pre-flight data.
MISCELLANEOUS
ALL
SEATING POSITION
To achieve a correct seating position, the aircraft is fitted with an eye-position
indicator on the centre windscreen post. The eye-position indicator has two balls
on it. When the balls are superimposed on each other, they indicate that the
pilot’s eyes are in the correct position.
The flight crew should not sit too low, to avoid increasing the cockpit cut-off
angle, therefore reducing the visual segment. During Low Visibility Procedures
(LVP), it is important that the pilot’s eyes are positioned correctly, in order to
maximize the visual segment, and consequently, increase the possibility of
achieving the required visual reference for landing as early as possible.
After adjusting the seat, each pilot should adjust the outboard armrest, so that the
forearm rests comfortably on it, when holding the sidestick. There should be no
gaps between the pilot’s forearm and the armrest. The pilot’s wrist should not be
bent when holding the sidestick. This ensures that the pilot can accomplish flight
maneuvers by moving the wrist instead of lifting the forearm from the armrest.
Symptoms of incorrect armrest adjustment include over-controlling, and not being
able to make small, precise inputs.
The rudder pedals must then be adjusted to ensure the pilot can achieve both
full rudder pedal displacement and full braking simultaneously on the same side.
ENV A318/A319/A320/A321 FLEET FCTM
Page 24 of 25
NORMAL OPERATIONS
02.020
PRE START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The armrest and the rudder pedals have position indicators. These positions
should be noted and set accordingly for each flight.
MCDU USE
When clear for start up and taxi, the PF will preferably display the MCDU PERF
TAKE OFF page whereas the PNF will display the MCDU F-PLN page.
ENV A318/A319/A320/A321 FLEET FCTM
Page 25 of 25
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
ENGINE AUTO START
ALL
Engines usually start using the Automatic Starting function. The Full Authority
Digital Engine Control (FADEC) systems control this engine Automatic Starting
function, and takes appropriate action, if engine parameters are exceeded. This
function extends significantly the duration of engine life.
The thrust levers must be confirmed at "idle" before engine-start. If the thrust
levers are not at "idle", the thrust increases above idle after engine-start, and can
result in a hazardous situation. However, an ENG START FAULT ECAM warning
triggers, to indicate that the flight crew must set the thrust levers to "idle".
When the ENG START selector is set to "START", the FADECs are
electrically-supplied. When there is sufficient BLEED PRESS, the PF begins the
start sequence by setting the ENG MASTER switch to ON. The flight crew
should monitor the start sequence:
. Start valve opens
. N2 increases
. IGN A(B)
. Fuel flow
. EGT
. N1
. Oil pressure increases
. Start valve closes.
After reaching the peak EGT, or when AVAIL is displayed, the PF can start
engine 2
The flight crew should check the relative engine vibration level.
When the ENG START selector is set to NORM, the packs return to the OPEN
position. APU Bleed should immediately be turned off, to avoid engine ingestion
of exhaust gas.
If the start is not successful, the flight crew must use the ECAM as usually
done, and avoid instinctively selecting the ENG MASTER switch to OFF. This
would interrupt the FADEC protective actions (e. g. cranking after hot start).
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 8
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0002-0021 0023-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078
0083-0088 0093-0094 0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224
0226-0229 0231-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274
0277-0279 0281-0290 0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325
0328-0331 0333 0337 0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0365 0367
0370-0372 0375 0377-0384 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422
0426-0427 0434 0436 0438 0445-0446 0459 0466 0477 0482 0488 0491 0494-0495
0497-0498 0501 0507 0509 0511 0513-0516 0521 0524-0526 0528-0529 0531-0532 0534
0537 0544 0546-0547 0549 0554 0569 0572 0576 0578-0579 0583 0586 0588 0590
0593-0594 0598-0601 0605 0607-0612 0615-0619 0621-0630 0632 0634 0636-0637 0639 0641
0644-0651 0653-0654 0656-0658 0660 0662 0664-0666 0669-0675 0677 0679 0682 0684-0685
0688-0689 0691 0693-0695 0697 0700 0706-0707 0711 0713-0714 0716-0717 0719 0721
0723-0724 0726-0730 0732 0734-0738 0740 0742 0744-0745 0749-0750 0752-0755 0757 0761
0763-0767 0769 0772-0775 0778-0779 0781 0785-0786 0790 0793-0796 0799-0801 0807-0809
0813-0815 0817-0819 0821 0823 0828-0833 0837-0838 0840-0841 0844-0846 0848 0852-0854
0860-0861 0863 0868-0869 0875-0876 0879-0880 0883-0885 0888 0890 0894 0896-0897
0903-0907 0909 0911 0914 0917 0921-0923 0925-0926 0929 0933 0936-0940 0945-0946 0949
0951 0956-0960 0962 0964 0967 0971-0973 0975 0978-0979 0981-0982 0984-0986 0988
0991-0992 0994 0996-1000 1002 1005-1006 1009 1011 1016-1021 1023 1025 1027-1030
1033-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1055 1058-1059 1061-1063
1065 1067-1073 1077-1078 1084 1086-1087 1089-1091 1093-1095 1097 1099-1102 1106-1109
1112 1114 1119-1122 1124 1126-1127 1129-1136 1138 1141 1145 1147-1149 1151-1152
1154-1155 1157 1160 1164-1165 1167-1172 1175-1176 1180-1182 1184 1187 1190-1191 1198
1200-1201 1203 1205-1206 1208-1210 1213 1216-1217 1219-1221 1224 1226 1229-1231
1233 1237-1238 1242 1245 1247 1249-1250 1252 1254-1255 1262-1265 1267-1269 1271
1275 1277 1283 1285-1289 1292 1294 1296-1299 1301 1303 1305-1320 1324-1326 1328
1330-1331 1336-1337 1340 1342 1344-1348 1352 1354 1357-1358 1360-1362 1364-1365
1367 1369 1371-1372 1377-1379 1381-1382 1385-1386 1388-1394 1396 1399 1402-1404
1412 1414-1417 1425 1429-1431 1434 1436-1437 1441-1444 1447-1449 1451 1453-1457
1461-1462 1465 1467 1471-1473 1476 1479-1481 1483-1484 1488-1489 1492-1494 1496
1498-1499 1501-1505 1515-1517 1519-1521 1524-1525 1530-1532 1535-1536 1539-1543
1549-1551 1553-1554 1560 1562 1564 1567 1570-1572 1577-1579 1582-1583 1592 1597-1598
1601-1603 1605 1607 1611-1612 1615-1616 1618 1622-1623 1625 1629-1630 1632-1634
1637-1641 1645-1646 1651 1654-1655 1657-1660 1662 1666-1668 1673-1674 1677 1679
1681 1683-1686 1691-1694 1699-1701
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 8
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 1704 1706 1709 1713-1714 1716-1720 1722 1724-1726 1733 1736 1738 1740 1742-1748
1750-1753 1756-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775 1777-1781 1783
1786-1787 1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812 1815-1816
1819-1820 1824 1828 1833 1836 1838-1839 1841 1846 1851-1853 1859-1860 1863-1864
1866-1867 1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901
1905-1906 1908 1911 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943 1949 1951
1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1980-1983 1988 1990-1991 1994
1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037
2039 2043 2046-2054 2056-2057 2059-2062 2064 2066 2068-2069 2071-2072 2074 2076
2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117
2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2145 2151 2155 2158
2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196 2198-2199
2206-2207 2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237 2239-2245
2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279 2283
2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325
2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358
2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388
2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432
2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474
2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514
2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569
2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620
2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668
2672 2674-2678 2681 2683-2684 2691 2693 2702
AVERAGE IDLE ENGINE PARAMETERS
As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:
N1 about 19.5%
275 kg/h -600lb/h
N2 about 58.5%
EGT about 390˚C
FF about
MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099
0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247
0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308
0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357
0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411 0414-0416
0423-0424 0428-0432 0437 0440-0441 0443-0444 0447 0449 0451 0467 0469 0476 0478
0480 0486 0490 0492 0499
AVERAGE IDLE ENGINE PARAMETERS
As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 8
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
EPR about 1.01
N1 about 23.8%
about 330 kg/h -730lb/h
N2 about 57.7% EGT about 385˚C
FF
MSN 0364 0385 0412 0425 0435 0439 0442 0448 0450 0452-0458 0460-0465 0468
0470-0475 0479 0483-0485 0487 0489 0493 0496 0500 0502-0506 0508 0510 0512 0518
0523 0527 0530 0538-0540 0542-0543 0550-0551 0555-0558 0560-0561 0563-0565 0567-0568
0571 0573 0575 0580 0582 0584 0587 0589 0591-0592 0595 0597 0604 0606 0613-0614
0620 0631 0633 0638 0640 0652 0655 0659 0661 0663 0667-0668 0676 0678 0680 0683
0686-0687 0690 0692 0696 0698-0699 0702 0704-0705 0709-0710 0712 0715 0718 0720
0722 0725 0731 0733 0739 0741 0743 0746-0748 0751 0756 0758-0760 0762 0770-0771
0780 0783-0784 0787-0789 0791-0792 0798 0802-0806 0810-0812 0816 0820 0822 0824-0826
0834-0836 0839 0842-0843 0847 0849-0851 0855-0859 0862 0864-0867 0871-0874 0877-0878
0881-0882 0886-0887 0889 0892-0893 0895 0898-0902 0908 0910 0912-0913 0915-0916
0918-0919 0924 0927-0928 0930-0932 0934 0943-0944 0948 0950 0952-0955 0963 0965-0966
0968-0969 0974 0976-0977 0980 0983 0989-0990 0993 1001 1003-1004 1007-1008 1010
1013-1015 1022 1024 1031-1032 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057
1060 1064 1066 1074-1076 1079-1080 1082-1083 1085 1088 1092 1096 1098 1103-1105
1110-1111 1113 1115-1118 1123 1128 1139-1140 1142-1143 1146 1153 1156 1158-1159
1161-1163 1166 1173-1174 1177-1178 1183 1188 1192-1197 1199 1202 1204 1207 1211-1212
1214-1215 1218 1222-1223 1225 1227-1228 1232 1234-1236 1239-1240 1243 1246 1248
1251 1253 1256-1261 1266 1270 1272-1274 1276 1279-1282 1284 1290-1291 1293 1295
1300 1302 1304 1321-1323 1327 1329 1332-1335 1338-1339 1341 1343 1349-1351 1353
1355-1356 1359 1363 1366 1368 1373-1376 1380 1383-1384 1395 1397-1398 1400-1401
1406-1411 1418-1424 1426-1428 1432-1433 1435 1438 1440 1445-1446 1452 1459-1460
1463-1464 1466 1468-1469 1474-1475 1477 1482 1486-1487 1490-1491 1495 1497 1500
1506-1514 1518 1522-1523 1526-1529 1533-1534 1537-1538 1545-1548 1552 1555-1559
1561 1563 1565-1566 1568-1569 1573-1576 1580-1581 1584-1587 1589-1591 1593-1596
1600 1604 1606 1608-1610 1613-1614 1617 1619-1621 1624 1626-1628 1631 1635-1636
1642-1644 1647-1650 1652-1653 1656 1661 1663-1665 1669-1672 1675-1676 1680 1682
1687-1690 1695-1698 1702-1703 1705 1707-1708 1710-1711
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 8
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 1715 1721 1723 1727-1732 1734 1737 1739 1741 1749 1754-1755 1758 1760
1763-1764 1768 1771 1773 1776 1782 1784-1785 1788 1790 1792 1794 1798 1801-1802
1804 1807 1814 1817-1818 1821-1823 1825-1827 1829-1832 1834-1835 1837 1840 1842-1845
1847-1850 1854-1858 1861-1862 1865 1868-1869 1871 1877-1878 1880 1883 1888 1891-1893
1895-1896 1898-1899 1902-1904 1907 1909-1910 1912 1914-1915 1917-1918 1922 1926-1928
1933-1935 1941 1944-1948 1950 1952-1953 1955-1958 1962 1967 1969-1971 1974 1977
1979 1984-1987 1992-1993 1995-1996 1998 2000 2004 2006-2008 2014-2016 2020-2021
2023 2027 2029 2031-2032 2038 2040-2042 2044-2045 2055 2058 2063 2067 2070
2073 2075 2077 2079-2080 2084-2085 2088-2090 2094 2096-2099 2102 2105 2107-2108
2110-2112 2118 2121 2125 2128 2130 2132 2135-2139 2141 2147-2150 2152-2153 2156-2157
2159-2161 2164 2167-2169 2172-2173 2177 2185 2188 2190 2193-2195 2197 2200-2205
2210-2211 2215-2216 2223 2226 2229 2231-2232 2234 2238 2246-2247 2252 2254-2255
2257 2259 2261 2263 2267-2268 2273 2275 2277 2280-2282 2284 2286 2288 2290 2292
2295-2297 2299 2301-2305 2307-2308 2310 2312-2314 2316 2320-2324 2326 2329 2331
2334-2336 2338-2341 2343 2345 2348 2351-2352 2355-2356 2359 2362-2363 2366 2368
2371-2372 2375-2376 2379 2383-2384 2386 2389 2393 2395-2397 2401 2403-2405 2408
2410 2413-2415 2417-2418 2421-2424 2426 2428-2431 2433-2435 2438 2441 2443-2445 2447
2449 2452-2455 2457-2459 2461-2462 2466-2470 2473 2475-2476 2479-2480 2482 2485
2489-2491 2496 2500-2502 2504-2505 2509-2510 2513 2515 2517 2520-2522 2524 2526
2530-2531 2533-2537 2553 2559-2560 2564 2566-2568 2570-2574 2576-2577 2579-2580 2585
2587 2589-2590 2594-2595 2597-2598 2600 2603-2604 2608-2610 2613-2615 2621-2622 2626
2630-2631 2634 2639-2643 2648-2651 2653 2655 2657 2659-2664 2666-2667 2669-2670
2673 2679 2682 2687-2690 2692 2697-2698
AVERAGE IDLE ENGINE PARAMETERS
As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:
EPR about1.01 N1 about 21.4%
N2 about 57.8%
414˚C
FF about 350 kg/h - 775lb/h
MSN
0574
0827
1125
1544
0517
0577
0870
1137
1588
0519-0520
0581 0585
0891 0920
1144 1150
1678 1712
0522 0533 0535 0541 0545 0548 0552-0553
0596 0603 0635 0642-0643 0681 0701 0703
0935 0941-0942 0947 0961 0970 0987 0995
1185 1189 1241 1370 1387 1405 1413 1439
1735 1913 1978 1989 2065 2146 2154 2208
EGT about
0559
0768
1012
1450
0562
0776
1026
1458
0566
0782
1054
1470
0570
0797
1081
1478
AVERAGE IDLE ENGINE PARAMETERS
As soon as the engine-start is complete, the flight crew should check the
stabilized parameters. At ISA sea level:
N1 about 19.5%
kg/h -760lb/h
N2 about 58.5%
EGT about 640˚C
FF about 345
ENGINE START MALFUNCTION
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 8
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
ALL
Following an aborted engine start, the crew will consider an engine dry cranking
prior resuming a new engine start attempt. Starter limitations in FCOM 3.01.70
must be observed.
MANUAL ENGINE START
ALL
The flight crew should only perform a manual start if:
. The EGT margins are low
. The residual EGT is high
. A dry crank is performed.
It may be appropriate to perform a manual start in high altitude operations, or
after an aborted engine start.
The MANUAL ENGINE START procedure is a "read and do" procedure. Refer to
the FCOM 3.04.70 before starting a manual engine start.
The FADEC has limited control over the manual start process. It ensures that the
engine start valve closes at 50% N2. It monitors engine parameters, and
generates an associated warning when necessary.
It is recommended that the flight crew use the stopwatch to ensure that the
starter engagement time remains within the limits.
TAILPIPE FIRE
ALL
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 8
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
An engine tailpipe fire may occur at engine-start, and may be the result of either
excess fuel in the combustion chamber, or an oil leak in the low-pressure turbine.
A tailpipe fire is an internal fire within the engine. No critical areas are affected.
If the ground crew reports a tailpipe fire, the flight crew must perform the
following actions:
. Shut down the engine (MASTER switch set to OFF)
. Do NOT press the ENG FIRE pushbutton
. Crank the engine, by using either the bleed opposite the engine, the APU
bleed, or external pneumatic power (Set ENG START selector to CRANK,
then set the MAN START switch to ON).
Do NOT use the ENG FIRE pushbutton, this would stop power to the FADECs,
and would stop the motoring sequence. The fire extinguisher must not be used,
as it will not extinguish an internal engine fire. As a first priority, the engine
must be ventilated.
If the ground crew reports a tailpipe fire, and bleed air is not readily available, a
ground fire-extinguisher should can be used as last resort: Chemical or dry
chemical powder causes serious corrosive damage to the engine.
ENGINES WARM UP PERIOD
ALL
After engine-start, and in order to avoid thermal shock of the engine, the engine
should be operated at idle or near idle (Ref. FCOM 3.03.09) before setting the
thrust lever to high power. The warm-up can include any taxi time at idle.
AFTER START FLOW PATTERN
ALL
When the engines have started, the PF sets the ENG START selector to NORM
to permit normal pack operation. At this time, the After Start Flow Pattern begins.
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 8
NORMAL OPERATIONS
02.030
START
JUL 28/05
FLIGHT CREW TRAINING MANUAL
AFTER START FLOW PATTERN
PF
PNF
XXXX
FAULT
FAULT
ON
ON
XXXX
XXXX
ON
ON
XXXX
XXXX
ENG/ICE
XXXX
OFF
ON
ON
XXXX
OFF
ON
OFF
ON
ON
OFF
ON
APU BLEED
OFF
ON
ON
FAULT
XXXX
XXXX
XXXX
OVRD
ON
ON
OFF
ON
1
1
1
ON
ON
1
2
ENG 2
FAULT
FAULT
FAULT
ON
ON
ON
ON
A
U
T
O
MODE SEL
UP
FAULT
FAULT
ON
XXXX
ON
MAN V/S
OFF
A
U1
T
O
14
A
U 12
T
O 10
1
2
A
U
T
O
FAULT
ON
1
2
1
1
ON
ON
ON
BRT
TEST
BRT
BRT
OFF
OFF
ON
FAULT
ON
ON
FAULT
BRT
ON
DIM
OFF
OFF
ON
1
1
OFF
BRT
T.O.
CONFIG
ON
6
6
ANN LT
BRT
TEST
BRT
BRT
OFF
OFF
DIM
BRT
ENG 2
on
ON
FAULT
TEST
FAULT
ON
BRT
ON
OFF
DIM
DIM
EMER
CANC
ECAM STATUS
ENG
BLEED
PRESS
EL/AC
EL/DC
APU
COND
DOOR
WHEEL
F/CTL
3
0
BRT
8
APU MASTER SW
TEST
DIM
OFF
DITCHING
2
4
ANN LT
ENG 2
1
TEST
4
CLR
OVRD
DN
OFF
1
BRT
14
A
U 12
T
O 10
FAULT
FAULT
ON
ON
OFF
MODE SEL
UP
A
U
T
O
ENG 2
A
U1
T
O
DIM
TEST
ON
FAULT
DIM
DIM
ON
A
U
T
O
OVHD INTEG LT
ANN LT
ON
ON
BRT
ENG 2
TEST
BRT
ON
FAULT
MAN V/S
ENG 2
ENG 2
A
U
T
O
OFF
OFF
1
TEST
FAULT
XXXX
ON
ON
1
ENG 2
2
ON
ANN LT
1
ON
ON
6
ANN LT
ON
1
DITCHING
4
8
A
U
T
O
ON
LDG ELEV
AUTO
−2
0
FAULT
OFF
OFF
ON
DN
OVHD INTEG LT
ANN LT
ON
ON
5
ENG 2
ON
ON
1
LDG ELEV
AUTO
−2
0
XXXX
ON
STS
RCL
FUEL
ALL
ECAM DOOR
PITCH TRIM
4
OVHD INTEG LT
MAN V/S
MAN V/S
MAN V/S
OVHD INTEG LT
MAN V/S
MAN V/S
MAN V/S
OFF
OFF
ENG
1
S
P
E
E
D
B
R
A
K
E
GND
A
R
M
E
D
R
E
T
R
E
T
1
/
2
1
/
2
F
U
L
L
0
1
ENG
2
ENG
1
0
0
1
1
2
2
3
3
F
U
L
L
F
U
L
L
0
ENG
2
GND SPLRS
G
N
D
A
R
M
E
D
0
F
U
L
L
0
R
E
T
R
E
T
1
ENG START SEL
OFF
BRT
BRT
ON
PARK BRK
S
P
E
E
D
B
R
A
K
E
1
/
2
F
U
L
L
1
2
1
/
2
3
3
0
1
2
FLAPS
3
0
F
U
L
L
F
U
L
L
2
F
U
L
L
RUD TRIM
NOF 02030 04173 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 8
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
POWERPUSH
MSN 0002-0044 0052-0055 0059-0073 0076-0078 0081-0088 0091-0094 0098-0162 0165-0167
0170-0178 0180-0192 0194-0395 0397 0399-0415 0417-0422 0424-0430 0434-0450 0452-0468
0470-0485 0487-0489 0491 0493-0498 0500-1659 1661-1938 1940-1990 1992-2016 2018-2034
2036 2038-2042 2044-2049 2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099
2101-2108 2110-2118 2121-2128 2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188
2190-2195 2197-2212 2215-2217 2219-2223 2225-2227 2229 2231-2244 2246-2248 2250
2252-2256 2258-2264 2266-2267 2269-2270 2272-2275 2278 2280 2282 2284-2288 2290
2293-2295 2298 2301-2305 2307 2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334
2336-2337 2339-2343 2345 2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369
2371-2374 2381 2384 2386 2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422
2425-2426 2428-2430 2432 2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464
2466 2472 2474 2478-2480 2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505
2507-2510 2517 2520-2521 2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551
2559 2562-2563 2568 2570 2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606
2613-2615 2627 2630 2635 2639-2643 2652 2667 2669 2682 2690
If a Power Push Unit (PPU) is to be used for pushback, the PPU will be placed
on the left main landing gear and engine 2 will be started at the gate. This will
pressurize the yellow hydraulic circuit for parking brake. The nose wheel steering,
on green hydraulic circuit, is ensured via the PTU. Prior push back, check that
there is no NWS DISC memo on the EWD.
The flight crew is in charge of the steering according to ground indications
through the interphone. Due to a face-to-face situation between ground personnel
and flight crew, a clear understanding of directional phraseology is essential. The
engine 1 will be started when the power push is completed and PPU removed.
During power push, the crew will not use the brakes, unless required due to an
emergency and will not move flight controls or flap lever.
In case of emergency, the PPU should be immediately removed out of the
evacuation area. Nevertheless, cabin evacuation is possible with the PPU in place.
MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
If a Power Push Unit (PPU) is to be used for pushback, the PPU will be placed
on the left main landing gear and engine 2 will be started at the gate. This will
pressurize the yellow hydraulic circuit for parking brake and NWS. Prior push
back, check that there is no NWS DISC memo on the EWD.
The flight crew is in charge the steering according to ground indications through
the interphone. Due to a face-to-face situation between ground personnel and
flight crew, a clear understanding of directional phraseology is essential.
The engine 1 will be started when the power push is completed and PPU
removed.
During power push, the crew will not use the brakes, unless required due to an
emergency and will not move flight controls or flap lever.
In case of emergency, the PPU should be immediately removed out of the
evacuation area. Nevertheless, cabin evacuation is possible with the PPU in place.
TAXI ROLL AND STEERING
ALL
Before taxi, check that the amber "NWS DISC" ECAM message is off, to ensure
that steering is fully available.
THRUST USE
Only a little power is needed above thrust idle, in order to get the aircraft
moving (N1 40%). Excessive thrust application can result in exhaust-blast damage
or Foreign Object Damage (FOD). Thrust should normally be used symmetrically.
TILLER AND RUDDER PEDALS USE
Pedals control nosewheel steering at low speed (± 6 degrees with full pedal
deflection). Therefore, on straight taxiways and on shallow turns, the pilot can
use the pedals to steer the aircraft, keeping a hand on the tiller. In sharper
turns, the pilot must use the tiller.
STEERING TECHNIQUE
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
STEERING
The Nosewheel steering is "by-wire" with no mechanical connection between the
tiller and the nosewheel. The relationship between tiller deflection and nosewheel
angle is not linear and the tiller forces are light.
80
70
60
50
40
30
20
10
0
0
20
40
60
TILLER
80
NOF 02040 04174 0001
Therefore, the PF should move the tiller smoothly and maintain the tiller’s
position. Any correction should be small and smooth, and maintained for enough
time to enable the pilot to assess the outcome. Being over-active on the tiller will
cause uncomfortable oscillations.
On straight taxiways, the aircraft is correctly aligned on the centerline, when the
centerline is lined-up between the PFD and ND.
PROPER CENTERLINE FOLLOWING
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X0
X
X
X
X
X
X
X
X
X
X
X
X
X
0
X
X
0
X
/
X
X
X
X
X
X 000
X
X
X0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
00000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
00000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 X
X
X
0
0
0
X
X
0
X
/
X
X
X
X
X
X 000
0
0
0
0
0
0
0
0
0
0
0 X
X
X
0
0 00 0
0
0
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X0
X
X
X 000
X
X
X
X
X
X
X
X
X
X
X
X
X
0
X
X
0
X
/
X
X
X
X
X
X 000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
00000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
00000
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0X
X
X
0
0
0
X
X
0
X
/
X
X
X
0
0
0
0
0
0
0
0
0
0
0
0
0 00 0
X
X
X0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0X
X
X
0 0
0
0 0
0
0
0
0
0 0
0
0 0
0
OFF
ON
PARK BRK
NOF 02040 04175 0001
If both pilots act on the tiller or pedals, their inputs are added until the maximum
value of the steering angle (programmed within the BSCU) is reached.
When the seating position is correct, the cut-off angle is 20 degrees, and the
visual ground geometry provides an obscured segment of 53 feet (16.15 meters).
During taxi, a turn must be initiated before an obstacle approaches the obscured
segment. This provides both wing and tail clearance, with symmetric thrust and
no differential braking.
Asymmetric thrust can be used to initiate a tight turn and to keep the aircraft
moving during the turn. If nosewheel lateral skidding occurs while turning, reduce
taxi speed or increase turn radius. Avoid stopping the aircraft in a turn, because
excessive thrust will be required to start the aircraft moving again.
The flight crew should be aware that the main gear on the inside of a turn will
always cut the corner and track inside of the nosewheel track. For this reason,
the oversteering technique may be considered especially for A321 where main
gear is 20 meters behind the pilot.
OVERSTEERING TECHNIQUE
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
NOF 02040 04176 0001
When exiting a tight turn, the pilot should anticipate the steer out. Additionally,
the pilot should allow the aircraft to roll forward for a short distance to minimize
the stress on the main gears.
In the event that one or more tires is/are deflated on the main landing gear, the
maximum permitted steering angle will be limited by the aircraft speed. Therefore,
with one tire deflated, the aircraft speed is limited to 7 knots and nosewheel
steering can be used. With two tires deflated, the aircraft speed is limited to 3
knots and nosewheel steering angle should be limited to 30 degrees.
For turns of 90 degrees or more, the aircraft speed should be less than 10 knots.
180 DEGREE TURN
In order to make an effective 180-degree turn, the Captain should proceed as
follows:
. Taxi on the right hand side of the runway and turn left to establish a 25˚
divergence from the runway axis (using the ND or PFD) with a maximum
ground speed of 10 kts.
. When the aircraft is physically over the edge of the runway, smoothly initiate
a full-deflection turn to the right.
. Asymmetric thrust should be used during the turn. Anticipation is required to
ensure that asymmetric thrust is established before starting the turn, [50%N1
or 1.05EPR], to maintain a continuous speed of approximately 5 to 8 kts
throughout the manoeuvre.
. During the turn, it is essential to maintain minimum ground speed. This will
avoid the need to significantly increase thrust, in order to continue moving.
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 20
NORMAL OPERATIONS
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TAXI
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FLIGHT CREW TRAINING MANUAL
When the aircraft is turning, the PNF should observe the ND, and call out the
indicated Ground Speeds (GS)
. Differential braking is not recommended, to prevent stress on the landing gear
assembly. In addition, a braked pivot-turn is NOT permitted (i.e. braking to
fully stop the wheels on one main gear).
. When turning on a wet or contaminated runway, (and to be more specific,
when turning on the white or yellow marking that is painted on the runway)
tight turns can cause the nosewheel to jerk. This can be noisy and
uncomfortable.
The First Officer symmetrically performs the procedure (i.e. Taxi on the left-hand
side of the runway).
AIRCRAFT DIMENSIONS
180° TURN DONE BY CM1
CM1 PHYSICALLY
OVER THE RUNWAY EDGE
NOSEWHEEL
CLEARANCE : 1.6m (5.3ft)
MAIN GEAR
CLEARANCE : 2m (6.6ft)
R6
A
EFFECTIVE
TURN
70°
STEERING
ANGLE 75°
Y
MINIMUM
THEORITICAL
PAVEMENT
WIDTH FOR
180° TURN
R5
R3
*
R4
THEORITICAL CENTER OF TURN FOR
MINIMUM TURNING RADIUS :
− SLOW CONDINUOUS TURNING
− SYMMETRICAL THRUST
− NO DIFFERENTIAL BRAKING
− DRY SURFACE
25°
NOF 02050 04177 0001
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
FIGURES
Y
Ft/inm
R3
Ft/in
m
R4
Ft/in
m
R5
Ft/in
m
ENV A318/A319/A320/A321 FLEET FCTM
R6
Ft/in
m
NWS Limit
Angle
Minimum Runway
Width with
Asymmetric Thrust
Page 6 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
10.17
3.10
36.42
11.10
67.59
20.60
51.18
15.60
58.73
17.90
75 ˚
30 m
99 ft
MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770
1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810 1815
1819-1820 1824 1826 1828 1831 1833
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 1837 1839 1841 1844 1846 1851 1853 1855 1863 1866 1870 1872 1875-1876 1880
1882 1884 1886 1890 1893 1897 1901 1908 1912 1916 1923 1925 1934 1936 1938 1943
1947 1952 1955 1959 1962-1963 1971 1976 1980 1982 1986 1990 1997 1999-2000 2002
2004 2007-2008 2010 2012-2013 2015 2019 2023 2026 2028 2030 2032-2033 2037 2039
2043 2047 2050 2052-2053 2057 2062 2066 2069 2072 2074 2078 2083 2086-2087 2089
2091 2093 2095-2096 2098 2101 2103 2113 2119-2120 2122 2124 2126-2127 2129 2131
2170 2172 2174 2176 2179 2181 2184 2186 2188 2194 2196 2198 2200 2202-2203 2205
2209 2213-2214 2222 2224 2228 2230 2232 2236-2237 2240-2241 2243 2245 2249 2251
2253 2258 2260 2262-2266 2268-2269 2271 2273 2277 2279 2281 2283 2285 2287 2289
2293 2295-2296 2298 2300 2302 2304 2306 2308 2311 2313 2318-2319 2321 2326 2332
2335 2339 2341 2346 2348 2353 2355 2360 2362 2365 2369-2371 2373 2375 2378-2380
2382-2383 2385 2387 2389 2392 2396 2398 2400 2402 2404 2406 2408 2412 2414 2416
2418 2420-2421 2424 2426-2427 2429 2431 2433 2435-2436 2438 2440 2442 2444 2446 2448
2450 2452 2454 2456 2458 2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490
2492 2494-2495 2497 2499 2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519
2525 2527-2528 2532 2534 2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570
2572 2574 2578-2579 2581 2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615
2617 2621-2622 2625 2628 2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657
2659-2660 2664 2666-2667 2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702
FIGURES
Y
Ft/in
m
R3
Ft/in
m
R4
Ft/in
m
R5
Ft/in
m
R6
Ft/in
m
NWS Limit
Angle
Minimum Runway
Width with
Asymmetric Thrust
13.2
4.01
39.9
12.11
70.10
21.58
54.6
16.6
64.1
19.77
75 ˚
30 m
99 ft
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 20
NORMAL OPERATIONS
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TAXI
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FLIGHT CREW TRAINING MANUAL
MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476
0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177
1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221
1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262
1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298
1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339
1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370
1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407
1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443
1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480
1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514
1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550
1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593
1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665
1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700
1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736
1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773
1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809
1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845
1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877
1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911
1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945
1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983
1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022
2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058
2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094
2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169
2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199
2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233
2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275
2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314
2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354
2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395
2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428
2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461
2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509
2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542
2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596
2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633
2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692
FIGURES
Y
Ft/inm
R3
Ft/in
m
R4
Ft/in
m
R5
Ft/in
m
R6
Ft/in
m
NWS Limit
Angle
Minimum Runway
Width with
Asymmetric Thrust
15.1
4.61
45.5
13.84
72.2
21.99
60
18.3
71.1
21.91
75 ˚
30 m
99 ft
ENV A318/A319/A320/A321 FLEET FCTM
Page 10 of 20
NORMAL OPERATIONS
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TAXI
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FLIGHT CREW TRAINING MANUAL
MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687
0502
0557
0606
0687
0802
0887
0970
1027
1204
1333
1447
1519
1629
1707
1807
1928
1988
2115
2305
2476
FIGURES
Y
Ft/in
m
R3
Ft/in
m
R4
Ft/in
m
R5
Ft/in
m
R6
Ft/in
m
NWS Limit
Angle
Minimum Runway
Width with
Asymmetric Thrust
16.9
5.1
59.1
18
74.6
22.7
74.2
22.6
80.5
24.5
75 ˚
32 m
105 ft
It must be noted that since R6 > R4, wing obstacle clearance does not imply tail
obstacle clearance
BRAKE CHECK
ENV A318/A319/A320/A321 FLEET FCTM
Page 11 of 20
NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049
2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128
2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217
2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267
2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307
2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345
2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386
2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432
2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480
2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521
2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570
2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635
2639-2643 2652 2667 2669 2682 2690
When cleared to taxi, the PF should set the Parking Brake to "OFF". When the
aircraft starts to move, the PF should check the efficiency of the normal braking
system by gently pressing the brake pedals, to ensure that the aircraft slows
down. The PNF should also check the triple brake indicator to ensure that brake
pressure drops to zero. This indicates a successful changeover to the normal
braking system.
MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702
When cleared to taxi, the PF should set the Parking Brake to "OFF". When the
aircraft starts to move, the PF should check the efficiency of the normal braking
system by gently pressing the brake pedals.
CARBON BRAKE WEAR
ALL
ENV A318/A319/A320/A321 FLEET FCTM
Page 12 of 20
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Carbon brake wear depends on the number of brake applications and on brake
temperature. It does not depend on the applied pressure, or the duration of the
braking. The temperature at which maximum brake wear occurs depends on the
brake manufacturer. Therefore, the only way the pilot can minimize brake wear is
to reduce the number of brake applications.
TAXI SPEED AND BRAKING
ALL
On long, straight taxiways, and with no ATC or other ground traffic constraints,
the PF should allow the aircraft to accelerate to 30 knots, and should then use
one smooth brake application to decelerate to 10 knots. The PF should not "ride"
the brakes. The GS indication on the ND should be used to assess taxi speed.
MSN 0002-0042 0044-0112 0115-0564 0566-0574 0576-0579 0581-0658 0660 0662-0666
0668-0933 0935-0950 0952-0989 0991-0998 1000-1013 1015-1137 1139-1167 1169-1176
1178-1182 1184-1216 1218-1225 1227-1382 1384-1406 1408-1417 1419-1423 1425-1458
1460-1696 1698-1731 1733-1986 1988-2702
BRAKE TEMPERATURE
The FCOM limits brake temperature to 300 Deg C. before takeoff is started.
This limit ensures that any hydraulic fluid, that may come into contact with the
brake units, will not be ignited in the wheelwell after gear retraction. However,
the brake temperature should not rise above 150 Deg. C. (fans off) in order to
respect brake energy limitation in the case of a rejected takeoff.
Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb
too much heat, carbon oxidation will increase. This is the reason why the brakes
should not be used repeatedly at temperatures above 500 Deg. C. during
normal operation. In addition, after heavy braking, the use of brake fans can
increase oxidation of the brake surface hot spots, if the brakes are not thermally
equalized.
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0043 0113-0114 0565 0575 0580 0659 0661 0667 0934 0951 0990 0999 1014 1138
1168 1177 1183 1217 1226 1383 1407 1418 1424 1459 1697 1732 1987
BRAKE TEMPERATURE
The FCOM limits brake temperature to 260˚C before take-off is started. This
limit ensures that any hydraulic fluid, that may come into contact with the brake
units, would not be ignited in the wheel-well after gear retraction. However, the
brake temperature should not rise above 150˚C in order to respect brake energy
limitation in the case of a rejected take-off.
Thermal oxidation increases at high temperatures. Therefore, if the brakes absorb
too much heat, carbon oxidation will increase. This is the reason why the brakes
should not be used repeatedly at temperatures above 500 Deg. C. during
normal operation. In addition, after heavy braking, the use of brake fans can
increase oxidation of the brake surface hot spots, if the brakes are not thermally
equalized.
BRAKING ANOMALIES
MSN 0002-0027 0029-0034 0036 0039-0047 0049-0056 0058-0073 0075-0086
0181-0246 0248-0255 0257-0294 0296-0315 0317-0325 0328-0343 0345-0378
0393-0406 0408-0413 0415-0429 0431 0435-0436 0438-0468 0470-0475 0478-0485
0491 0493 0497-0512 0517-0551 0553-0569 0571-0575 0577-0580 0582-0592
0600-0645 0647-0670 0672-0705 0707-0738 0740-0742 0744 0746-0752 0754-0755
0768-0775 0777-0783 0785-0804 0806-0811 0813-0814 0817-0832 0834-0840
0878-0885 0887-0917 0919 0921-0925 0929 0931-0940 0942-0960 0962-0982
0992 0994-1008 1010-1014 1017-1022 1025-1028 1030-1052 1054-1072 1074-1080
1095-1106 1108-1136 1138-1149 1151-1183 1187-1188 1190-1211 1213-1214
1243-1252 1254-1255 1257-1295 1297-1307 1310-1334 1336-1351 1353-1363
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397
0089-0179
0380-0391
0487 0489
0594-0598
0757-0766
0842-0876
0984-0990
1082-1093
1216-1240
1365-1375
If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware
that the Parking Brake can, quite suddenly, become less efficient. This explains
the amber range on the hydraulic pressure gauge of the ACCU PRESS.
If the flight crew encounters any braking problems during taxi, they should set
the A/SKID & N/W STRG Sw to OFF. They should not apply pressure to the
pedals while setting the A/SKID & N/W STRG Sw to OFF. Then, the PF should
refer to the triple brake indicator and modulate the pressure as necessary.
When parking brake is ON, pressing the pedals has no effect on braking.
Consequently, if for any reason the aircraft moves forward while the park brake
ENV A318/A319/A320/A321 FLEET FCTM
Page 14 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
is ON, the parking brake must be released in order to get braking efficiency from
the pedals.
MSN 0028 0035 0037-0038 0048 0057 0074 0087-0088 0180 0247 0256 0295
0326-0327 0344 0379 0392 0407 0414 0430 0432-0434 0437 0469 0476-0477 0486
0490 0492 0494-0496 0513-0516 0552 0570 0576 0581 0593 0599 0646 0671 0706
0743 0745 0753 0756 0767 0776 0784 0805 0812 0815-0816 0833 0841 0877 0886
0920 0926-0928 0930 0941 0961 0983 0991 0993 1009 1015-1016 1023-1024 1029
1073 1081 1094 1107 1137 1150 1184-1185 1189 1212 1215 1241-1242 1253 1256
1309 1335 1352 1364 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398-2702
0316
0488
0739
0918
1053
1296
If the ACCU PRESS drops below 1 500 PSI, the flight crew should be aware
that the Parking Brake can, quite suddenly, become less efficient. This explains
the amber range on the hydraulic pressure gauge of the ACCU PRESS.
If the flight crew encounters any braking problems during taxi, they should set
the A/SKID & N/W STRG Sw to OFF. They should not apply pressure to the
pedals while setting the A/SKID & N/W STRG Sw to OFF. Then, the PF should
refer to the triple brake indicator and modulate the pressure as necessary.
FLIGHT CONTROL CHECK
ALL
At a convenient stage, before or during taxi, and before arming the autobrake,
the PF silently applies full longitudinal and lateral sidestick deflection. On the
F/CTL page, the PNF checks and calls out full travel of elevators and ailerons,
and correct deflection and retraction of spoilers. As each full travel/neutral
position is reached, the PNF calls out:
. "Full up, full down, neutral"
. "Full left, full right, neutral"
The PF silently checks that the PNF calls are in accordance with the sidestick
order. The PF then presses the PEDAL DISC pb on the nose wheel tiller and
silently applies full left and full right rudder and then returns the rudder to
neutral. The PNF follows on the rudder pedals and, when each full travel/neutral
position is reached, calls out:
. "Full left, full right, neutral"
Full control input must be held for sufficient time for full travel to be reached and
indicated on F/CTL page.
ENV A318/A319/A320/A321 FLEET FCTM
Page 15 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The PNF then applies full longitudinal and lateral sidestick deflection, and on the
F/CTL page, silently checks full travel and correct sense of all elevators and
ailerons, and correct deflection and retraction of all spoilers.
If this check is carried out during taxiing, it is essential that the PF remains
head-up throughout the procedure.
TAKE-OFF BRIEFING CONFIRMATION
ALL
Takeoff briefing should usually be a brief confirmation of the full takeoff briefing
made at the parking bay and should include any changes that may have
occurred, e.g. change of SID, change in runway conditions etc.
If ATC clears the aircraft to maintain a specific heading after takeoff, turn the FCU
HDG selector to disarm the NAV. The current aircraft heading will be displayed
on the FCU and the ND, and the flight crew can then set the cleared heading.
Once airborne, and above 30 feet, RA, RWY TRK engages. To follow clearance,
the FCU HDG knob should be pulled. Once cleared to resume the SID, a HDG
adjustment may be necessary to intercept the desired track for NAV capture.
TAXI WITH ONE ENGINE SHUTDOWN
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049
2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128
2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217
2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267
2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307
2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345
2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386
2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432
2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480
2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521
2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570
2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635
2639-2643 2652 2667 2669 2682 2690
ENV A318/A319/A320/A321 FLEET FCTM
Page 16 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Brake life and fuel savings may govern company policy on permitting aircraft to
taxi with one engine shut down. However, if taxiing out with one engine
shutdown, the crew should be aware of the following:
. It is recommended to retain the use of engine 1 during taxi to maintain the
green hydraulic system for normal braking and NWS.
. Before releasing the parking brake, the yellow electrical pump will be set ON
to pressurize the yellow hydraulic system (ALT/PARK BRK) and avoid PTU
operation. The crew will check the hydraulic yellow accumulator pressure
. Slow or tight turns in the direction of the operating engine may not be
possible at high gross weights.
. It is not possible for ground personnel to protect the engine against fire, when
the aircraft moves away from the ramp.
. The remaining engines should be started with sufficient time for engine
warm-up before takeoff
. Any faults encountered during or after starting the remaining engine may
require a return to the gate for maintenance and thus generate a further
departure delay.
. Taxi with one engine shut down may require higher thrust than usual. Caution
must, therefore, be exercised to avoid excessive jet-blast and the risk of
Foreign Object Damage (FOD).
. The use of APU is recommended but the APU bleed should be switched off
to avoid ingestion of exhaust gases by the air conditioning system.
. Before ENG2 start,
-- The yellow pump is set off to check correct operation of the PTU
-- APU BLEED is set back to ON for ENG2 bleed start.
MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702
Brake life and fuel savings may govern company policy on permitting aircraft to
taxi with one engine shut down. However, if taxiing out with one engine
shutdown, the crew should be aware of the following:
ENV A318/A319/A320/A321 FLEET FCTM
Page 17 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. It is recommended to retain the use of engine 1 during taxi to maintain the
green hydraulic system for normal braking.
. Before releasing the parking brake, the yellow electrical pump will be set ON
to pressurize the yellow hydraulic circuit (ALT/PARK BRK and NWS) and avoid
PTU operation. The crew will check the hydraulic yellow accumulator pressure
. Slow or tight turns in the direction of the operating engine may not be
possible at high gross weights.
. It is not possible for ground personnel to protect the engine against fire, when
the aircraft moves away from the ramp.
. The remaining engines should be started with sufficient time for engine
warm-up before takeoff
. Any faults encountered during or after starting the remaining engine may
require a return to the gate for maintenance and thus generate a further
departure delay.
. Taxi with one engine shut down may require higher thrust than usual. Caution
must, therefore, be exercised to avoid excessive jet-blast and the risk of
Foreign Object Damage (FOD).
. The use of APU is recommended but the APU bleed should be switched off
to avoid ingestion of exhaust gases by the air conditioning system.
. Before ENG2 start,
-- The yellow is set off to check correct operation of the PTU
-- APU BLEED is set back to ON for ENG2 bleed start.
MISCELLANEOUS
ALL
STROBE LIGHT (IF INSTALLED)
When the STROBE lights are set to AUTO, they come on automatically when
the aircraft is airborne. The ON position can be used to turn on the lights on
ground for crossing, backtracking or entering a runway.
PACKS
ENV A318/A319/A320/A321 FLEET FCTM
Page 18 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
If the take-off has to be achieved without air bleed fed from the engines for
performance reasons, but air conditioning desired, the APU bleed may be used
with packs ON, thus maintaining engine performance level and passenger
comfort. In case of APU auto shut down during take-off, the engine thrust is
frozen till the thrust is manually reduced. The packs revert to engine bleed which
causes an increase of EGT to keep N1/EPR.
If the take-off is performed with one pack unserviceable, the procedure states to
set the failed pack to OFF. The take-off may be performed with the other pack
ON (if performances permit) with TOGA or FLEX thrust, the pack being supplied
by the onside bleed. In this asymmetric bleed configuration, the N1 take-off value
is limited to the value corresponding to the bleed ON configuration and take-off
performances must be computed accordingly.
BEFORE TAKE-OFF FLOW PATTERN
ALL
BEFORE TAKE-OFF FLOW PATTERN
ENV A318/A319/A320/A321 FLEET FCTM
Page 19 of 20
NORMAL OPERATIONS
02.040
TAXI
JUL 28/05
FLIGHT CREW TRAINING MANUAL
3°
N
M
35
°
1
113°
2
0N
M
1
8
:
3
5
1
.
6
E
P
R
1.223
1
8
4
2
0
.
5
0
3
C
L1
1.223
F.F KG/H
1
5
3
0 1
5
0
0
4
4
8
4
4
0
T/O MEMO
4
AUTOBRAKE
1
.
2
1
.
6
2
3
m bar
1
.
4
1
.
2
1
ALT
6
°
1
.
4
0
9
7
E
G
T
°C
1
0
4
100.1
N1
%
3
0
0
0KG
FOB:1
U
N
L
K
9
0
H
O
T
O
N
A
U
T
O
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B
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*F
L
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T
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5
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3
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3
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L
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F
F
V
O
R
2
A
T
H
U
P
1
2
ALT
D
O
O
R
/
O
X
Y
3
m bar
6
U
N
L
K
2
99.9+
S
E
A
TB
E
L
T
S
7
U
N
L
K
M
A
X
F
S FLAP
1
0
4
95.1
N
2
%
+99.8
L
D
GG
E
A
R
DME
L
DME
4
24
15
18 21
ADF
C
K
P
TO
X
Y
1
8
5
0P
S
I
A
V
I
O
N
I
C
−
−
−
−
C
A
B
I
N
−
−
−
S
L
I
D
E
6 9 12
V
O
R
R
0 3
27 30
33
ADF
S
L
I
D
E
−
−
−
C
A
B
I
N
E
M
E
R
−
−
−
S
L
I
D
E
E
X
I
T
E
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E
R
S
L
I
D
E
−
−
−
E
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I
T
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D
YH
M
M
O
I
5
0h
0
4
T.O.
CONFIG
0
C
H
R
1
0
min.
M
O
4
0
R
U
N
S
TO
P
0
3
1
N
R
U
N
S
E
T
S
L
I
D
E
−
−
−
C
A
B
I
N
4
0
0F
t
/
M
N
0
4
1
B
R
A
K
E
S
P
S
I1
0
0
0
D
O
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N
D
A
T
E
−
−
−
−
C
A
R
G
O
0
0
0
C
A
B
I
N
−
−
−
S
L
I
D
E
C
A
B
I
N
−
−
−
S
L
I
D
E
V
/
S
P
R
E
S
S
A
C
C
U
3
S
L
I
D
E
−
−
−
C
A
B
I
N
−
−
−
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C
A
R
G
O
V
O
R
U
T
C
min.
h
D
Y
2
0
ET
C
H
R
R
S
T
0
EMER
CANC
ENG
BLEED PRESS EL/AC
APU
COND DOOR WHEEL F/CTL
EL/DC
FUEL
ALL
T/O CONFIG
RADAR/PWS
OVHD INTEG LT
MAN V/S
MAN V/S
OFF
1
ENG
1
G
N
D
S
P
E
E
D
B
R
A
K
E
0
MAN V/S
BRT
2
ENG
2
A
R
M
E
D
R
E
T
R
E
T
1
/
2
1
/
2
ENV A318/A319/A320/A321 FLEET FCTM
0
0
1
1
2
2
ATC
NOF 02050 04178 0001
Page 20 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
THRUST SETTING
MSN 0002-0027 0029-0034 0036 0039-0044 0059-0063 0068-0073 0078 0083-0088 0093-0094
0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229 0231-0237
0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279 0281-0290
0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333 0337
0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0364-0365 0367 0370-0372
0375 0377-0385 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427
0434-0436 0438-0439 0442 0445-0446 0450 0452 0454 0456-0457 0459-0466 0470 0472
0475 0477 0479 0482-0483 0485 0487-0489 0491 0494-0495 0497-0498 0500-0501 0503-0504
0506-0517 0519-0526 0528-0529 0531-0537 0539 0541 0544-0549 0552-0554 0558-0559
0561-0562 0566 0568-0572 0574-0581 0583 0585-0590 0592-0594 0596 0598-0603 0605
0607-0613 0615-0619 0621-0630 0632 0634-0651 0653-0658 0660 0662-0666 0668-0679
0681-0686 0688-0691 0693-0695 0697 0700-0703 0706-0707 0711 0713-0714 0716-0717 0719
0721 0723-0724 0726-0730 0732-0742 0744-0745 0747-0755 0757 0759 0761 0763-0769
0771-0783 0785-0790 0792-0801 0804 0807-0809 0813-0815 0817-0821 0823-0834 0836-0838
0840-0848 0850-0855 0857-0858 0860-0863 0865 0867-0871 0873-0876 0879-0880 0882-0886
0888 0890-0891 0893-0894 0896-0898 0903-0907 0909 0911 0913-0914 0917-0918 0920-0923
0925-0926 0929 0933 0935-0942 0944-0949 0951-0952 0954-0962 0964-0965 0967 0970-0973
0975 0978-0982 0984-0989 0991-0992 0994-1002 1004-1006 1009 1011-1012 1016-1023
1025-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1063 1065-1073
1076-1078 1081 1084-1087 1089-1091 1093-1095 1097 1099-1102 1104-1109 1112-1114 1117
1119-1122 1124-1138 1140-1141 1144-1152 1154-1155 1157 1159-1160 1163-1165 1167-1172
1175-1176 1180-1182 1184-1187 1189-1192 1195 1198-1203 1205-1206 1208-1211 1213
1216-1221 1224 1226 1229-1231 1233 1237-1238 1241-1245 1247-1250 1252 1254-1255
1262-1269 1271-1272 1275 1277 1282-1283 1285-1294 1296-1301 1303 1305-1321 1324-1326
1328 1330-1331 1334 1336-1337 1339-1348 1352-1354 1356-1365 1367 1369-1372 1374
1377-1379 1381-1382 1385-1394 1396 1399-1405 1408-1409 1411-1417 1420-1421 1425-1427
1429-1432 1434-1439 1441-1444 1447-1451 1453-1458 1460-1462 1465 1467 1469-1484
1488-1489 1492-1496 1498-1505 1507-1509 1511 1514-1517 1519-1525 1530-1533 1535-1536
1538-1545 1549-1551 1553-1555 1559-1560 1562 1564 1567 1569-1573 1575 1577-1579
1581-1586 1588 1592 1597-1603 1605 1607 1609 1611-1612 1615-1618 1620 1622-1625
1627 1629-1630 1632-1634 1636-1641 1645-1647 1649 1651 1653-1655 1657-1660 1662
1664 1666-1671 1673-1674 1676-1681 1683-1686 1688 1691-1694 1699-1702 1704 1706
1709 1712-1714 1716-1720 1722 1724-1726 1728 1730-1731 1733-1738
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 1740-1748 1750-1753 1755-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775
1777-1781 1783 1786-1787 1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812
1815-1816 1819-1821 1824 1828 1833 1836 1838-1842 1845-1847 1851-1853 1856 1859-1860
1863-1867 1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901
1905-1906 1908-1909 1911 1913 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943
1949 1951 1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1978 1980-1983 1988-1991
1994 1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037
2039 2043 2046-2054 2056-2057 2059-2062 2064-2066 2068-2069 2071-2072 2074 2076
2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117
2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2146 2151 2154-2155
2158 2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196
2198-2199 2206-2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237
2239-2245 2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279
2283 2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325
2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358
2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388
2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432
2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474
2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514
2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569
2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620
2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668
2672 2674-2678 2681 2683-2684 2691 2693 2702
The PF should announce "Take-off". The PF then applies power in as follows:
If cross wind is at or below 20 kts and there is no tail wind
. From idle to 1.05EPR / 50% N1 by reference to the TLA indicator on the EPR
/ N1 gauge.
. When the engine parameters have stabilized, to the FLX/MCT or TOGA detent
as appropriate.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0002-0027 0029-0034 0036 0039-0044 0059-0063 0068-0073 0078 0083-0088 0093-0094
0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229 0231-0237
0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279 0281-0290
0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333 0337
0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0364-0365 0367 0370-0372
0375 0377-0385 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427
0434-0436 0438-0439 0442 0445-0446 0450 0452 0454 0456-0457 0459-0466 0470 0472
0475 0477 0479 0482-0483 0485 0487-0489 0491 0494-0495 0497-0498 0500-0501 0503-0504
0506-0517 0519-0526 0528-0529 0531-0537 0539 0541 0544-0549 0552-0554 0558-0559
0561-0562 0566 0568-0572 0574-0581 0583 0585-0590 0592-0594 0596 0598-0603 0605
0607-0613 0615-0619 0621-0630 0632 0634-0651 0653-0658 0660 0662-0666 0668-0679
0681-0686 0688-0691 0693-0695 0697 0700-0703 0706-0707 0711 0713-0714 0716-0717 0719
0721 0723-0724 0726-0730 0732-0742 0744-0745 0747-0755 0757 0759 0761 0763-0769
0771-0783 0785-0790 0792-0801 0804 0807-0809 0813-0815 0817-0821 0823-0834 0836-0838
0840-0848 0850-0855 0857-0858 0860-0863 0865 0867-0871 0873-0876 0879-0880 0882-0886
0888 0890-0891 0893-0894 0896-0898 0903-0907 0909 0911 0913-0914 0917-0918 0920-0923
0925-0926 0929 0933 0935-0942 0944-0949 0951-0952 0954-0962 0964-0965 0967 0970-0973
0975 0978-0982 0984-0989 0991-0992 0994-1002 1004-1006 1009 1011-1012 1016-1023
1025-1034 1036-1038 1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1063 1065-1073
1076-1078 1081 1084-1087 1089-1091 1093-1095 1097 1099-1102 1104-1109 1112-1114 1117
1119-1122 1124-1138 1140-1141 1144-1152 1154-1155 1157 1159-1160 1163-1165 1167-1172
1175-1176 1180-1182 1184-1187 1189-1192 1195 1198-1203 1205-1206 1208-1211 1213
1216-1221 1224 1226 1229-1231 1233 1237-1238 1241-1245 1247-1250 1252 1254-1255
1262-1269 1271-1272 1275 1277 1282-1283 1285-1294 1296-1301 1303 1305-1321 1324-1326
1328 1330-1331 1334 1336-1337 1339-1348 1352-1354 1356-1365 1367 1369-1372 1374
1377-1379 1381-1382 1385-1394 1396 1399-1405 1408-1409 1411-1417 1420-1421 1425-1427
1429-1432 1434-1439 1441-1444 1447-1451 1453-1458 1460-1462 1465 1467 1469-1484
1488-1489 1492-1496 1498-1505 1507-1509 1511 1514-1517 1519-1525 1530-1533 1535-1536
1538-1545 1549-1551 1553-1555 1559-1560 1562 1564 1567 1569-1573 1575 1577-1579
1581-1586 1588 1592 1597-1603 1605 1607 1609 1611-1612 1615-1618 1620 1622-1625
1627 1629-1630 1632-1634 1636-1641 1645-1647 1649 1651 1653-1655 1657-1660 1662
1664 1666-1671 1673-1674 1676-1681 1683-1686 1688 1691-1694 1699-1702 1704 1706
1709 1712-1714 1716-1720 1722 1724-1726 1728 1730-1731 1733-1738
Thrust Lever Position
TLP symbol
25.9
1.014
NOF 02050 04179 0001
In case of tailwind or if cross wind is greater than 20 kts:
. From idle to 1.05 EPR / 50% N1 by reference to the TLA indicator on the
EPR / N1 gauge.
. Once stabilized, from 1.05 EPR / 50 % N1 to 1.15 EPR / 70% N1 by
reference to the TLA indicator on the EPR / N1 gauge.
. Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts
groundspeed.
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
This procedure ensures that all engines will accelerate similarly. If not properly
applied, this may lead to asymmetrical thrust increase, and, consequently, to
severe directional control problem.
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of
TOGA, a message comes up on the ECAM.
MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099
0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247
0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308
0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357
0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411-0412
0414-0416 0423-0425 0428-0432 0437 0440-0441 0443-0444 0447-0449 0451 0453 0455
0458 0467-0469 0471 0473-0474 0476 0478 0480 0484 0486 0490 0492-0493 0496 0499
0502 0505 0518 0527 0530 0538 0540 0542-0543 0550-0551 0555-0557 0560 0563-0565
0567 0573 0582 0584 0591 0595 0597 0604 0606 0614 0620 0631 0633 0652 0659
0661 0667 0680 0687 0692 0696 0698-0699 0704-0705 0709-0710 0712 0715 0718 0720
0722 0725 0731 0743 0746 0756 0758 0760 0762 0770 0784 0791 0802-0803 0805-0806
0810-0812 0816 0822 0835 0839 0849 0856 0859 0864 0866 0872 0877-0878 0881 0887
0889 0892 0895 0899-0902 0908 0910 0912 0915-0916 0919 0924 0927-0928 0930-0932
0934 0943 0950 0953 0963 0966 0968-0969 0974 0976-0977 0983 0990 0993 1003
1007-1008 1010 1013-1015 1024 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057
1064 1074-1075 1079-1080 1082-1083 1088 1092 1096 1098 1103 1110-1111 1115-1116
1118 1123 1139 1142-1143 1153 1156 1158 1161 1166 1173-1174 1177-1178 1183 1188
1193-1194 1196-1197 1204 1207 1212 1214-1215 1222-1223 1225 1227-1228 1232 1234-1236
1239-1240 1246 1251 1253 1256-1261 1270 1273-1274 1276 1279-1281 1284 1295 1302
1304 1323 1327 1329 1332-1333 1335 1338 1349-1351 1355 1366 1368 1373 1375-1376
1380 1383-1384 1395 1397-1398 1406-1407 1410 1418-1419 1422-1424 1428 1433 1440
1445-1446 1452 1459 1463-1464 1466 1468 1486-1487 1490-1491 1497 1506 1510 1512-1513
1518 1526-1529 1534 1537 1546-1548 1552 1557-1558 1561 1563 1565-1566 1568 1574
1576 1580 1587 1589-1591 1593-1596 1604 1606 1608 1610 1613-1614 1619 1621 1626
1628 1631 1635 1642-1644 1648 1650 1652 1656 1661 1663 1665 1672 1675 1682
1687 1689-1690 1695-1698 1703 1705 1707-1708 1710-1711 1715 1721 1723 1727 1729
1732 1739 1749 1754 1758 1760 1763-1764 1768 1771 1773 1776 1782 1784-1785 1788
1790 1792 1794 1798 1801-1802 1804 1807 1814 1817-1818 1823 1825-1827 1829-1832
1834-1835 1837 1843-1844 1848-1850 1854-1855 1857-1858 1861-1862 1868-1869 1871
1877-1878 1880 1883 1888 1891-1893 1895-1896 1898-1899 1902-1904 1907 1910 1912
1914-1915 1917-1918 1922 1926-1928 1933-1935 1941 1944-1948 1950 1952-1953
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 1955-1958 1962 1967 1969-1971 1974 1977 1979 1984-1987 1992-1993 1995-1996 1998
2000 2004 2006-2008 2014-2016 2020-2021 2023 2027 2029 2031-2032 2038 2040-2042
2044-2045 2055 2058 2063 2067 2070 2073 2075 2077 2079-2080 2084-2085 2088-2090
2094 2096-2099 2102 2105 2107-2108 2110-2112 2118 2121 2125 2128 2130 2132
2135-2139 2141 2147-2150 2152-2153 2156-2157 2159-2161 2164 2167-2169 2172-2173
2177 2185 2188 2190 2193-2195 2197 2200-2205 2210-2211 2215-2216 2223 2226 2229
2231-2232 2234 2238 2246-2247 2252 2254-2255 2257 2259 2261 2263 2267-2268 2273
2275 2277 2280-2282 2284 2286 2288 2290 2292 2295-2297 2299 2301-2305 2307-2308
2310 2312-2314 2316 2320-2324 2326 2329 2331 2334-2336 2338-2341 2343 2345 2348
2351-2352 2355-2356 2359 2362-2363 2366 2368 2371-2372 2375-2376 2379 2383-2384 2386
2389 2393 2395-2397 2401 2403-2405 2408 2410 2413-2415 2417-2418 2421-2424 2426
2428-2431 2433-2435 2438 2441 2443-2445 2447 2449 2452-2455 2457-2459 2461-2462
2466-2470 2473 2475-2476 2479-2480 2482 2485 2489-2491 2496 2500-2502 2504-2505
2509-2510 2513 2515 2517 2520-2522 2524 2526 2530-2531 2533-2537 2553 2559-2560 2564
2566-2568 2570-2574 2576-2577 2579-2580 2585 2587 2589-2590 2594-2595 2597-2598 2600
2603-2604 2608-2610 2613-2615 2621-2622 2626 2630-2631 2634 2639-2643 2648-2651 2653
2655 2657 2659-2664 2666-2667 2669-2670 2673 2679 2682 2687-2690 2692 2697-2698
The PF should announce "Take-off". The PF then applies power in as follows:
If cross wind is at or below 20 kts and there is no tail wind
. From idle to 1.05EPR / 50% N1 by reference to the TLA indicator on the EPR
/ N1 gauge.
. When the engine parameters have stabilized, to the FLX/MCT or TOGA detent
as appropriate.
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0028 0035 0037-0038 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091 0095-0099
0113-0114 0163-0166 0168-0169 0178-0180 0193-0194 0198 0225 0230 0238 0243 0247
0249-0252 0256-0257 0259-0261 0271 0275-0276 0280 0291-0292 0295-0296 0304 0308
0314-0317 0320-0322 0326-0327 0332 0334-0336 0338 0344 0347 0351 0353-0354 0357
0361-0363 0366 0368-0369 0373 0376 0386 0393-0394 0396 0398 0405-0406 0411-0412
0414-0416 0423-0425 0428-0432 0437 0440-0441 0443-0444 0447-0449 0451 0453 0455 0458
0467-0469 0471 0473-0474 0476 0478 0480 0484 0486 0490 0492-0493 0496 0499 0502
0505 0518 0527 0530 0538 0540 0542-0543 0550-0551 0555-0557 0560 0563-0565 0567
0573 0582 0584 0591 0595 0597 0604 0606 0614 0620 0631 0633 0652 0659 0661 0667
0680 0687 0692 0696 0698-0699 0704-0705 0709-0710 0712 0715 0718 0720 0722 0725
0731 0743 0746 0756 0758 0760 0762 0770 0784 0791 0802-0803 0805-0806 0810-0812
0816 0822 0835 0839 0849 0856 0859 0864 0866 0872 0877-0878 0881 0887 0889 0892
0895 0899-0902 0908 0910 0912 0915-0916 0919 0924 0927-0928 0930-0932 0934 0943
0950 0953 0963 0966 0968-0969 0974 0976-0977 0983 0990 0993 1003 1007-1008 1010
1013-1015 1024 1035 1039 1042-1043 1045 1049-1050 1053 1056-1057 1064 1074-1075
1079-1080 1082-1083 1088 1092 1096 1098 1103 1110-1111 1115-1116 1118 1123 1139
1142-1143 1153 1156 1158 1161 1166 1173-1174 1177-1178 1183 1188 1193-1194 1196-1197
1204 1207 1212 1214-1215 1222-1223 1225 1227-1228 1232 1234-1236 1239-1240 1246 1251
1253 1256-1261 1270 1273-1274 1276 1279-1281 1284 1295 1302 1304 1323 1327 1329
1332-1333 1335 1338 1349-1351 1355 1366 1368 1373 1375-1376 1380 1383-1384 1395
1397-1398 1406-1407 1410 1418-1419 1422-1424 1428 1433 1440 1445-1446 1452 1459
1463-1464 1466 1468 1486-1487 1490-1491 1497 1506 1510 1512-1513 1518 1526-1529
1534 1537 1546-1548 1552 1557-1558 1561 1563 1565-1566 1568 1574 1576 1580 1587
1589-1591 1593-1596 1604 1606 1608 1610 1613-1614 1619 1621 1626 1628 1631 1635
1642-1644 1648 1650 1652 1656 1661 1663 1665 1672 1675 1682 1687 1689-1690
1695-1698 1703 1705 1707-1708 1710-1711 1715 1721 1723 1727 1729 1732 1739 1749
1754 1758 1760 1763-1764 1768 1771 1773 1776 1782 1784-1785 1788 1790 1792 1794
1798 1801-1802 1804 1807 1814 1817-1818 1823 1825-1827 1829-1832 1834-1835 1837
Thrust Lever Position
TLP symbol
25.9
1.014
NOF 02050 04180 0001
In case of tailwind or if cross wind is greater than 20 kts:
. From idle to 1.05 EPR / 50% N1 by reference to the TLA indicator on the
EPR / N1 gauge.
. Then, to FLX / TOGA, as required to reach take-off thrust by 40 kts
groundspeed.
This procedure ensures that all engines will accelerate similarly. If not properly
applied, this may lead to asymmetrical thrust increase, and, consequently, to
severe directional control problem.
If the thrust levers are not set to the proper take-off detent, e.g. FLX instead of
TOGA, a message comes up on the ECAM.
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
TAKE-OFF ROLL
ALL
Once the thrust is set, the PF announces the indications on the FMA. The PNF
must check that the thrust is set by 80 kts and must announce "Power Set".
The Captain must keep his hand on the thrust levers when the thrust levers are
set to TOGA/FLX notch and until V1.
On a normal take-off, to counteract the pitch up moment during thrust
application, the PF should apply half forward (full forward in cross wind case)
sidestick at the start of the take-off roll until reaching 80 kts. At this point, the
input should be gradually reduced to be zero by 100 kts.
The PF should use pedals to keep the aircraft straight. The nosewheel steering
authority decreases at a pre-determined rate as the groundspeed increases (no
more efficiency at 130 kts) and the rudder becomes more effective. The use the
tiller is not recommended during takeoff roll, because of its high efficiency, which
might lead to aircraft overreaction.
For crosswind take-offs, routine use of into wind aileron is not necessary. In
strong crosswind conditions, small lateral stick input may be used, if deemed
necessary due to into wind wing reaction, but avoid using large deflections,
resulting in excessive spoiler deployment which increase the aircraft tendency to
turn into the wind (due to high weight on wheels on the spoiler extended side),
reduces lift and increases drag. Spoiler deflection becomes significant with more
than a third sidestick deflection.
As the aircraft lifts off, any lateral stick input applied will result in a roll rate
demand, making aircraft lateral control more difficult. Wings must be level.
In case of low visibility take-off, visual cues are primary means to track the
runway centerline. The PFD yaw bar provides an assistance in case of expected
fog patches if ILS available.
TYPICAL AIRCRAFT ATTITUDE AT TAKEOFF AFTER LIFT-OFF
ALL
At take off, the typical all engine operating attitude after lift-off is about 15˚.
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
ROTATION
ALL
Rotation is conventional. The PF must perform the rotation mainly head-up, using
outside visual reference until airborne, or at least until visual cues are lost,
depending on visibility conditions. The PF must then monitor the pitch attitude on
the PFD.
Initiate the rotation with a smooth positive backward sidestick input (typically 1/3
to 1/2 backstick). Avoid aggressive and sharp inputs.
The initial rotation rate is about 3˚ /sec.
If the established pitch rate is not satisfactory, the pilot must make smooth
corrections on the stick. He must avoid rapid and large corrections, which cause
sharp reaction in pitch from the aircraft. If, to increase the rotation rate, a further
and late aft sidestick input is made around the time of lift-off, the possibility of
tailstrike increases significantly on A321.
During rotation, the crew must not chase the FD pitch bar, since it does not give
any pitch rate order, and might lead to overreaction.
Once airborne only, the crew must refine the aircraft pitch attitude using the FD,
which is then representative of the SRS orders. The fly-by-wire control laws
change into flight normal law, with automatic pitch trim active.
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
AIRCRAFT GEOMETRY
Tail strike pitch attitude
L/G compressed
L/G extended
15.7˚
17.3˚
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770
MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810
1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855
1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912
1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976
1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019
2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066
2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113
2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186
2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232
2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271
2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306
2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355
2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396
2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429
2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458
2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499
2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534
2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581
2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628
2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667
2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702
ENV A318/A319/A320/A321 FLEET FCTM
Page 9 of 20
NORMAL OPERATIONS
02.050
TAKEOFF
JUL 28/05
FLIGHT CREW TRAINING MANUAL
AIRCRAFT GEOMETRY
Tail strike pitch attitude
L/G compressed
L/G extended
13.9˚
15.5˚
MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476
0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177
1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221
1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262
1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298
1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339
1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370
1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407
1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443
1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480
1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514
1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550
1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593
1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633
ENV A318/A319/A320/A321 FLEET FCTM
Page 10 of 20
NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665
1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700
1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736
1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773
1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809
1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845
1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877
1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911
1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945
1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983
1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022
2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058
2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094
2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169
2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199
2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233
2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275
2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314
2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354
2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395
2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428
2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461
2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509
2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542
2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596
2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633
2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692
AIRCRAFT GEOMETRY
Tail strike pitch attitude
L/G compressed
L/G extended
11.7˚
13.5˚
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687
0502
0557
0606
0687
0802
0887
0970
1027
1204
1333
1447
1519
1629
1707
1807
1928
1988
2115
2305
2476
AIRCRAFT GEOMETRY
Tail strike pitch attitude
L/G compressed
L/G extended
9.7˚
11.2˚
TAIL STRIKE AVOIDANCE
ALL
INTRODUCTION
If tailstrike it is not a concern for the A318, the importance of this subject
increases as fuselage length increases. Therefore, it is particularly important for
A321 operators.
Tail strikes can cause extensive structural damage, which can jeopardize the
flight and lead to heavy maintenance action. They most often occur in such
adverse conditions as crosswind, turbulence, windshear, etc.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
MAIN FACTORS
EARLY ROTATION
Early rotation occurs when rotation is initiated below the scheduled VR. The
potential reasons for this are:
. The calculated VR is incorrect for the aircraft weight or flap configuration.
. The PF commands rotation below VR due to gusts, windshear or an obstacle
on the runway.
Whatever the cause of the early rotation, the result will be an increased pitch
attitude at lift-off, and consequently a reduced tail clearance.
ROTATION TECHNIQUE
The recommendation given in the ROTATION TECHNIQUE paragraph should be
applied.
A fast rotation rate increases the risk of tailstrike, but a slow rate increases
take-off distance. The recommended rate is about 3 degs/sec, which reflects the
average rates achieved during flight test, and is also the reference rate for
performance calculations.
CONFIGURATION (NOT APPLICABLE TO A318)
When performance is limiting the takeoff weight, the flight crew uses TOGA
thrust and selects the configuration that provides the highest takeoff weight.
When the actual takeoff weight is lower than the permissible one, the flight crew
uses FLEX TO thrust. For a given aircraft weight, a variety of flap configurations
are possible. Usually, the flight crew selects the configuration that provides the
maximum FLEX temperature. This is done to prolong engine life. The first
degrees of flexible thrust have an impact on maintenance costs about 5 times
higher than the last one.
The configuration that provides the maximum FLEX temperature varies with the
runway length.
On short runways, CONF 3 usually provides the highest FLEX temperature, and
the tail clearance at lift off does not depends on the configuration.
On medium or long runways, the second segment limitation becomes the limiting
factor, and CONF 2 or CONF 1+F becomes the optimum configuration, in term
of FLEX temperature. In these cases, the tail clearance at lift off depends on the
configuration. The highest flap configuration gives the highest tailstrike margin.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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TAKEOFF
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FLIGHT CREW TRAINING MANUAL
TAKEOFF TRIM SETTING
The main purpose of the pitch trim setting for take-off is to provide consistent
rotation characteristics. Take-off pitch trim is set manually via the pitch trim wheel.
The aircraft performs a safe takeoff, provided the pitch trim setting is within the
green band on the pitch trim wheel.
However, the pitch trim setting significantly affects the aircraft behaviour during
rotation:
. With a forward CG and the pitch trim set to the nose-down limit the pilots will
feel an aircraft "heavy to rotate" and aircraft rotation will be very slow in
response to the normal take off stick displacement.
. With an aft CG and the pitch trim set to the nose-up limit the pilots will most
probably have to counteract an early autorotation until VR is reached.
In either case the pilot may have to modify his normal control input in order to
achieve the desired rotation rate, but should be cautious not to overreact.
CROSSWIND TAKEOFF
It is said in the TAKEOFF ROLL paragraph that care should be taken to avoid
using large deflection, resulting in excessive spoiler deployment. A direct effect of
the reduction in lift due to the extension of the spoilers on one wing will be a
reduction in tail clearance and an increased risk of tailstrike.
OLEO INFLATION
The correct extension of the main landing gear shock absorber (and thus the
nominal increase in tail clearance during the rotation) relies on the correct
inflation of the oleos.
ACTION IN CASE OF TAILSTRIKE
If a tailstrike occurs at take-off, flight at attitude requiring a pressurized cabin
must be avoided and a return to the originating airport should be performed for
damage assessment.
CROSSWIND TAKE-OFF LIMITATIONS
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
Reported braking
action
Good
Reported runway
friction coefficient
≥0.4
Equivalent runway
condition
Dry, damp, wet
Maximum
crosswind
29 kt
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
Reported braking
action
Good
Reported runway
friction coefficient
≥0.4
Equivalent runway
condition
Dry, damp, wet
Maximum
crosswind
39 kt(Gust
included)
ALL
AP ENGAGEMENT
The AP can be engaged 5 seconds after take-off and above 100ft RA.
VERTICAL PROFILE
MSN 0022-0030 0035 0037-0038 0043 0052-0055 0059 0064-0065 0068 0073 0084 0091
0098-0099 0113-0114 0119 0122-0124 0126-0127 0140-0142 0149-0150 0154 0157 0159
0174-0175 0180 0183 0205 0210 0221-0222 0229 0231-0233 0242 0248 0252-0256 0259-0261
0265 0275-0277 0279 0283-0284 0290 0294-0296 0299 0301-0302 0305 0309-0311 0316
0320-0321 0324 0330 0333 0341-0342 0348-0350 0353 0359 0361-0363 0368-0371 0376
0378-0379 0384 0386 0389-0392 0402-0405 0426 0511 0538
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
SRS engages when the thrust levers are set to the applicable detent for take-off
and will remain engaged until the acceleration altitude. The SRS pitch command
is the minimum of the following pitches:
. Pitch required to fly V2 +10 in All Engine Operative case (AEO)
. Pitch required to fly IAS at the time of failure (with minimum of V2 and
maximum of V2+15) in One Engine Inoperative case (OEI)
. Maximum pitch attitude of 18˚
. Pitch required to climb a 120ft/mn minimum vertical speed.
This explains why, in many take-off, the IAS which is actually flown is neither
V2+10 (AEO) nor V2 (OEI).
MSN 0002-0021 0031-0034 0036 0039-0042 0044-0051 0056-0058 0060-0063 0066-0067
0069-0072 0074-0083 0085-0090 0093-0097 0100-0112 0115-0118 0120-0121 0125 0128-0139
0143-0148 0151-0153 0155-0156 0158 0160-0173 0176-0179 0181-0182 0184-0204 0206-0209
0211-0220 0223-0228 0230 0234-0241 0243-0247 0249-0251 0257-0258 0262-0264 0266-0274
0278 0280-0282 0285-0289 0291-0293 0297-0298 0300 0303-0304 0306-0308 0312-0315
0317-0319 0322-0323 0325-0329 0331-0332 0334-0340 0343-0347 0351-0352 0354-0358 0360
0364-0367 0372-0375 0377 0380-0383 0385 0387-0388 0393-0401 0406-0425 0427-0510
0512-0537 0539-2702
SRS engages when the thrust levers are set to the applicable detent for take-off
and will remain engaged until the acceleration altitude. The SRS pitch command
is the minimum of the following pitches:
. Pitch required to fly V2 +10 in All Engine Operative case (AEO)
. Pitch required to fly IAS at the time of failure (with minimum of V2 and
maximum of V2+15) in One Engine Inoperative case (OEI)
. Maximum pitch attitude of 18˚ (22.5˚ in case of windshear)
. Pitch required to climb a 120ft/mn minimum vertical speed.
This explains why, in many take-off, the IAS which is actually flown is neither
V2+10 (AEO) nor V2 (OEI).
LATERAL PROFILE
ALL
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
Under most circumstances, the crew can expect to follow the programmed SID.
In this case, NAV is armed on selecting the thrust levers to the applicable detent
for take-off and engages once above 30 ft RA.
THRUST REDUCTION ALTITUDE
ALL
At the thrust reduction altitude, "LVR CLB" flashes on the FMA. When hand
flying, lower slightly the nose, as applicable, to anticipate the pitch down FD
order. Bring the thrust levers back to CLB detent. The A/THR is now active
(A/THR on the FMA changes from blue to white).
The FD pitch down order depends upon the amount of thrust decrease between
TOGA or FLX and CLB.
If take-off was performed packs OFF, the packs will be selected back to ON
after thrust reduction because of the potential resulting EGT increase. They will
be preferably selected sequentially to improve passenger’s comfort.
ACCELERATION ALTITUDE
ALL
At the acceleration altitude, the FD pitch mode changes from SRS to CLB or OP
CLB mode. The speed target jumps:
. Either to the managed target speed e.g. speed constraint, speed limit or
ECON climb speed
. Or to the preselected climb speed (entered by the pilot on the MCDU PERF
CLB page before takeoff).
If green dot speed is higher than the managed target speed (e.g. speed
constraint 220 kt) displayed by the magenta triangle on the PFD speed scale,
the AP/FD will guide the aircraft to green dot (as per the general managed
speed guidance rule). If required by ATC, the crew will select the adequate
target speed (below green dot) on the FCU.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
During takeoff phase, F and S speeds are the minimum speeds for retracting the
surfaces:
. At F speed, the aircraft accelerating (positive speed trend): retract to 1.
. At S speed, the aircraft accelerating (positive speed trend): retract to 0.
If the engine start selector had been selected to IGN START for take-off, the
PNF should confirm with the PF when it may be deselected.
TAKE-OFF AT HEAVY WEIGHT
ALL
If take-off is carried out at heavy weight, two protections intervene:
. The Automatic Retraction System (ARS)
. The Alpha Lock function
THE AUTOMATIC RETRACTION SYSTEM
While in Conf 1+F and IAS reaches 210 kts (VFE CONF1+F is 215 kts), the
ARS is activated. The ARS automatically retracts flaps to 0˚. The VFE displayed
on the PFD change from VFE CONF1+F to VFECONF 1. As the aircraft
accelerates above S speed, the flap lever can be selected to 0. If IAS decreases
below VFE CONF1+F, the flaps will not extend back to 1+F.
THE ALPHA LOCK FUNCTION
The slats alpha/speed lock function will prevent slat retraction at high AOA or
low speed at the moment the flap lever is moved from Flaps 1 to Flaps 0. "A.
LOCK" pulses above the E/WD Slat indication. The inhibition is removed and the
slats retract when both alpha and speed fall within normal values. This is a
normal situation for take-off at heavy weight. If Alpha lock function is triggered,
the crew will continue the scheduled acceleration, allowing further slats retraction.
IMMEDIATE TURN AFTER TAKE-OFF
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
ALL
Obstacle clearance, noise abatement, or departure procedures may require an
immediate turn after take-off. Provided FD commands are followed accurately, the
flaps and slats may be retracted using the normal procedure as FD orders
provide bank angle limits with respect to speed and configuration.
LOW ALTITUDE LEVEL-OFF
ALL
If the aircraft is required to level off below the acceleration altitude, ALT*
engages and target speed goes to initial climb speed. The "LVR CLB" message
flashes on the FMA. In this case, the crew should expect a faster than normal
acceleration, and be prepared to retract the flaps and slats promptly.
NOISE ABATEMENT TAKE-OFF
ALL
Noise Abatement Procedures will not be conducted in conditions of significant
turbulence or windshear.
NOISE ABATEMENT PROCEDURE
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
Flap retraction and accelerate
smoothly to en−route climb
3000 ft
Procedure A
Results in noise
relief during the
latter part of the
procedure (to be
used to protect
areas remote from
the aerodrome)
Climb at V2 + 10 to 20kt
2000 ft
1500 ft
Reduce to climb power/thrust
1000 ft
Take−off thrust
V2 + 10 to 20 kt
Not to scale
Runway
Accelerate smoothly to en−route climb
Procedure B
Results in noise
relief during the
part of the
procedure close to
the aerodrome.
3000 ft
Climb at best lift/drag
speed (greend dot speed)
Reduce to climb power/thrust
2000 ft
Retract flaps/slats on schedule
1500 ft
Accelerate to flap retraction
speed (F)
1000 ft
Take−off thrust
V2 + 10 to 20 kt
Not to scale
Runway
NOF 02050 04181 0001
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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CLIMB
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FLIGHT CREW TRAINING MANUAL
GENERAL
ALL
During the climb, the thrust levers are in the CL detent, the A/THR is active in
thrust mode and the FADECs manage the thrust to a maximum value depending
upon ambient conditions.
MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085
0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146
0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199
0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280
0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354
0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409
0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487
0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528
0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573
0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617
0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656
0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691
0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740
0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781
0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817
0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857
0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227
AP/FD CLIMB MODES
The AP/FD climb modes may be either
. Managed
. Selected
MANAGED
The managed AP/FD mode in climb is CLB. Its use is recommended as long as
the aircraft is cleared along the F-PLN.
SELECTED
The selected AP/FD modes in climb are OP CLB, V/S and EXPED (if installed).
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a
given FL without any climb constraints.
The use of low values of V/S, e.g. less than 1000 fpm, may be appropriate for
small altitude changes as it makes the guidance smoother and needs less thrust
variation.
In areas of high traffic density, low values of vertical speed will reduce the
possibility of nuisance TCAS warnings.
If the crew selects a high V/S, it may happen that the aircraft is unable to climb
with this high V/S and to maintain the target speed with Max Climb thrust, for
performance reasons. In that case, the AP/FD will guide to the target V/S, and
the A/THR will command up to Max Climb thrust, in order to try to keep the
target speed; but the aircraft will decelerate and its speed might reach VLS.
When VLS is reached the AP/FD reverts to OP CLB and the aircraft accelerate
to initial target speed.
Whenever V/S is used, pilots should pay particular attention to the speed trend
as V/S takes precedence over speed requirements.
The EXPED mode (if installed) is used to climb with maximum vertical gradient i.e.
the target speed becomes green dot. Its use should be avoided above FL 250.
The crew should be aware that altitude constraints in the MCDU F-PLN page are
observed only when the climb is managed, i.e. when CLB is displayed on the
FMA. Any other vertical mode will disregard any altitude constraints.
A likely scenario would be, when the FCU altitude is set above an altitude
constraint and the pilot selects V/S when below that constraint to avoid a
potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 8
NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107
0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172
0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263
0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346
0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412
0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0502 0505 0513-0520
0522 0524 0526 0532-0533 0535 0541 0545 0548 0553 0559-0560 0562-0564 0566-0567
0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0599 0603 0609-0610 0612 0616
0621 0623 0627 0629 0635-0636 0640-0643 0651-0653 0657 0663-0665 0668 0673 0676
0679-0681 0686-0687 0689-0690 0692 0694 0696 0698-0701 0703-0710 0712-0713 0715-0718
0720 0722-0725 0727 0729-0730 0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755
0760-0761 0764-0768 0771 0774 0776 0778 0782-0783 0786 0788-0790 0793 0797-0798
0801 0804 0806-0807 0809-0810 0815 0818-0819 0821 0825 0827 0830 0832-0833 0835
0837-0838 0841 0843-0844 0846-0850 0853-0855 0858-0864 0867-0868 0870-0876 0878-0879
0881-0887 0889-0937 0939-0962 0964-0984 0986-0997 0999 1001-1007 1009-1019 1021-1024
1026-1035 1037-1041 1043-1131 1134-1136 1138-1149 1152-1188 1191-1200 1202-1203
1205-1215 1217-1226 1228-1266 1268-1270 1272-1298 1300-1343 1345-1386 1388-1403
1405-1414 1416-1443 1445-1448 1450-1457 1459-1470 1472-1475 1477 1479-1501 1503-1504
1506-1523 1525-1615 1617-1621 1623-1639 1641-1644 1646-1657 1659 1661-1676 1678-1690
1692-1698 1700-1732 1734-1793 1795-1858 1860-1872 1874-1878 1880-1884 1886-1893
1895-1899 1901-1923 1925-1927 1929-1937 1940-1948 1950-1951 1954-1966 1968-1990
1992-2014 2016 2018 2020 2022 2024 2027 2029 2031 2034 2036 2038 2040 2042 2044
2046 2048-2049 2054 2056 2058 2061 2063 2065 2068 2070 2073 2075 2104 2137 2143
2157 2225 2242 2248 2252 2311 2381 2391 2472 2488 2563 2599
AP/FD CLIMB MODES
The AP/FD climb modes may be either
. Managed
. Selected
MANAGED
The managed AP/FD mode in climb is CLB. Its use is recommended as long as
the aircraft is cleared along the F-PLN.
SELECTED
The selected AP/FD modes in climb are OP CLB, V/S and EXPED (if installed).
OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a
given FL without any climb constraints.
The use of low values of V/S, e.g. less than 1000 fpm, may be appropriate for
small altitude changes as it makes the guidance smoother and needs less thrust
variation.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
In areas of high traffic density, low values of vertical speed will reduce the
possibility of nuisance TCAS warnings.
If the crew selects a high V/S, it may happen that the aircraft is unable to climb
with this high V/S and to maintain the target speed with Max Climb thrust, for
performance reasons. In that case, the AP/FD will guide to the target V/S, and
the A/THR will command up to Max Climb thrust, in order to try to keep the
target speed; but the aircraft will decelerate and its speed might reach VLS.
When VLS is reached the AP will pitch the aircraft down so as to fly a V/S,
which allows maintaining VLS.
Whenever V/S is used, pilots should pay particular attention to the speed trend
as V/S takes precedence over speed requirements.
The EXPED mode (if installed) is used to climb with maximum vertical gradient i.e.
the target speed becomes green dot. Its use should be avoided above FL 250.
The crew should be aware that altitude constraints in the MCDU F-PLN page are
observed only when the climb is managed, i.e. when CLB is displayed on the
FMA. Any other vertical mode will disregard any altitude constraints.
A likely scenario would be, when the FCU altitude is set above an altitude
constraint and the pilot selects V/S when below that constraint to avoid a
potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.
MSN 0498 0509 0521 0529 0544 0598 0600 0608 0618 0625 0637 0644 0647 0660 0777
0796 0938 0985 0998 1000 1020 1025 1036 1133 1137 1150-1151 1189-1190 1201 1216
1267 1271 1299 1344 1387 1404 1415 1444 1449 1458 1471 1476 1478 1502 1505 1524
1616 1622 1640 1645 1658 1660 1677 1691 1699 1733 1794 1859 1873 1879 1885
1894 1900 1924 1928 1938-1939 1949 1952-1953 1967 1991 2015 2017 2019 2021 2023
2026 2028 2030 2032-2033 2035 2037 2039 2041 2043 2045 2047 2050-2053 2055 2057
2059-2060 2062 2064 2066-2067 2069 2071-2072 2074 2076-2103 2105-2136 2138-2142
2144-2156 2158-2224 2226-2241 2243-2247 2249-2251 2253-2310 2312-2380 2382-2390
2392-2471 2473-2487 2489-2562 2564-2598 2600-2702
AP/FD CLIMB MODES
The AP/FD climb modes may be either
. Managed
. Selected
MANAGED
The managed AP/FD mode in climb is CLB. Its use is recommended as long as
the aircraft is cleared along the F-PLN.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
SELECTED
The selected AP/FD modes in climb are OP CLB, V/S and EXPED (if installed).
OP CLB is to be used if ATC gives radar vector or clears the aircraft direct to a
given FL without any climb constraints.
The use of low values of V/S, e.g. less than 1000 fpm, may be appropriate for
small altitude changes as it makes the guidance smoother and needs less thrust
variation.
In areas of high traffic density, low values of vertical speed will reduce the
possibility of nuisance TCAS warnings.
If the crew selects a high V/S, it may happen that the aircraft is unable to climb
with this high V/S and to maintain the target speed with Max Climb thrust, for
performance reasons. In that case, the AP/FD will guide to the target V/S, and
the A/THR will command up to Max Climb thrust, in order to try to keep the
target speed; but the aircraft will decelerate and its speed might reach VLS.
When VLS is reached the AP will pitch the aircraft down so as to fly a V/S,
which allows maintaining VLS. A triple click is generated.
Whenever V/S is used, pilots should pay particular attention to the speed trend
as V/S takes precedence over speed requirements.
The EXPED mode (if installed) is used to climb with maximum vertical gradient i.e.
the target speed becomes green dot. Its use should be avoided above FL 250.
The crew should be aware that altitude constraints in the MCDU F-PLN page are
observed only when the climb is managed, i.e. when CLB is displayed on the
FMA. Any other vertical mode will disregard any altitude constraints.
A likely scenario would be, when the FCU altitude is set above an altitude
constraint and the pilot selects V/S when below that constraint to avoid a
potential TCAS TA. In this case, the aircraft will disregard the altitude constraint.
SPEED CONSIDERATIONS
ALL
The climb speed may be either:
. Managed
. Selected
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MANAGED
The managed climb speed, computed by the FMGS, provides the most
economical climb profile as it takes into account weight, actual and predicted
winds, ISA deviation and Cost Index (CI). The managed climb speed also takes
into account any speed constraints, e.g. the default speed limit which is 250 kts
up to 10000 ft.
SELECTED
If necessary, the climb speed can be either pre-selected on ground prior to
take-off on the MCDU PERF CLIMB page or selected on the FCU as required.
On ground, prior take-off, speed target at acceleration altitude can be
pre-selected on the MCDU PERF CLIMB page. It is to be used when the F-PLN
has a sharp turn after take-off, when high angle of climb is required or for ATC
clearance compliance.
Once airborne, the speed can be selected on FCU to achieve the maximum rate
of climb or the maximum gradient of climb.
The speed to achieve the maximum rate of climb, i.e. to reach a given altitude
in the shortest time, lies between ECON climb speed and green dot. As there is
no indication of this speed on the PFD, a good rule of thumb is to use
turbulence speed to achieve maximum rate.
The speed to achieve the maximum gradient of climb, i.e. to reach a given
altitude in a shortest distance, is green dot. The MCDU PERF CLB page displays
the time and distance required to achieve the selected altitude by climbing at
green dot speed. Avoid reducing to green dot at high altitude, particularly at
heavy weight, as it can take a long time to accelerate to ECON mach.
Pilots should be aware that it is possible to select and fly a speed below green
dot but there would be no operational benefit in doing this.
When selected speed is used, the predictions on the F-PLN page assume the
selected speed is kept till the next planned speed modification, e.g. 250 kts
/10.000 ft, where managed speed is supposed to be resumed. Consequently, the
FM predictions remain meaningful.
When IAS is selected in lower altitude, there is an automatic change to Mach at
a specific crossover altitude.
Finally, as selected speed does not provide the optimum climb profile, it should
only be used when operationally required, e.g. ATC constraint or weather.
VERTICAL PERFORMANCE PREDICTIONS
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 8
NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
ALL
The MCDU PROG page provides the crew with the MAX REC ALT and with the
OPT ALT information (See cruise section). This information is to be used to
rapidly answer to ATC: "CAN YOU CLIMB TO FL XXX?"
The MCDU PERF CLB page provides predictions to a given FL in terms of time
and distance assuming CLB mode. This FL is defaulted to the FCU target
altitude or it may be manually inserted. The level arrow on the ND assumes the
current AP engaged mode. This information is to be used to rapidly answer to
ATC: "CAN YOU MAKE FL XXX by ZZZ waypoint?". The crew will use a PD,
i.e. ZZZ,-10 waypoint if the question is "CAN YOU MAKE FL XXX , 10 NM
before ZZZ point?"
LATERAL NAVIGATION
ALL
If the aircraft is following the programmed SID, the AP/FD should be in NAV. If
ATC vectors the aircraft, HDG will be used until a time when clearance is given
to either resume the SID or track direct to a specific waypoint. In either case,
the crew must ensure that the waypoints are properly sequenced.
The crew should keep in mind that the use of HDG mode e.g. following ATC
radar vectors, will revert CLB to OP CLB and any altitude constraints in the
MCDU F-PLN page will not be observed unless they are selected on the FCU.
10.000 FT FLOW PATTERN
ALL
10.000 FT FLOW PATTERN
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 8
NORMAL OPERATIONS
02.060
CLIMB
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FLIGHT CREW TRAINING MANUAL
MECH
ALL
FWD
AFT
WING
ENG 1
ENG 2
FAULT
FAULT
FAULT
ON
ON
ON
ON
RAIN RPLNT
MAN V/S CTL
OFF
−2
MODE SEL
UP
A
U
T
O
OVRD
2
APU
ON
ON
NAV
2
OFF
OFF
OFF
LAND LIGHTS
ON
SLOW
BRT
L
ON
R
ON
1
OFF
OFF
OFF
2
ON
SLOW
BRT
OFF
FAST
DIM
SEAT BELTS
SIGNS
NO SMOKING
ON
EMER EXIT LT
A
U
T
O
AVAIL
OFF
TEST
DIM
BRT
ON
RAIN RPLNT
OFF
FAULT
ON
ON
WIPER
ANN LT
DOME
MASTER SW
1
OFF
OFF
RWY TURN OFF
ON
6
INIT LT
OVHD INTEG LT
STBY COMPASS
A
U
T
O
FAST
ON
ON
4
8
OFF
0
14
A
U 12
T
O 10
FAULT
DN
WIPER
ON
OFF
OFF
OFF
3
ARPT
NDB
VOR.D
WPT
CSTR
QFE
20
U
P
1
0
0 1
0
0
0
40
10
AP1
160
A
P2
ILS
ADF
A
L
T
A
P
P
R
PLAN
in Hg
PULL
STD
ENG
ADF
S
I
D
ES
T
I
C
KP
R
I
O
R
I
T
Y
F
/
O
VOR
OFF
ILS
M
A
S
T
E
R
W
A
R
N
mb
2
VOR
OFF
C
H
R
O
N
O
ARC
320
A
/
T
H
R
4
1
2
V
U
QNH
NAV
EFIS OPTION
1
D
N
L
O
C
ROSE
VOR
80
M
A
S
T
E
R
C
A
U
T
FD
311VU
0
9
1
2
ALT
7
3
m bar
6
4
L
D
GG
E
A
R
U
N
L
K
M
A
X
U
N
L
K
U
N
L
K
H
O
T
O
N
A
/
S
K
I
D&
N
/
WS
T
R
G
A
U
T
O
/
B
R
K
L
O
M
E
D
M
A
X
D
E
C
E
L
D
E
C
E
L
D
E
C
E
L
O
N
O
N
O
N
4
L
DME
3
P
R
E
S
S
21
24
A
C
C
U
12
V
O
R
U
P
ECAM MEMO
R
6
30
33
15
DME
O
N
O
F
F
ADF
V
O
R
3
0
4
1
3
1
0
ADF
B
R
A
K
E
S
P
S
I1
0
0
0
D
O
W
N
DY HR
MO
DATE
G
M
T
MIN
SET
R
U
N
50
10
CHR
h
min
GMT
40
h
min
20
ET
RUN
ET
STOP
0
0
T.O.
CONFIG
0
0
0
RST
CHR
0
5
EMER
CANC
ENG
BLEED
PRESS
EL/AC
EL/DC
APU
COND
DOOR
WHEEL
F/CTL
FUEL
ALL
NAVAIDS
SEC F−PLN
OPT/MAX ALT
NOF 02060 04182 0001
EFIS Option:
The PF will select CSTR for grid MORA
The PNF will select ARPT
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 8
NORMAL OPERATIONS
02.070
CRUISE
JUL 28/05
FLIGHT CREW TRAINING MANUAL
PREFACE
MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091
0095-0099 0113-0114 0163-0166 0168-0169 0178-0182 0189-0190 0193-0195 0198 0221-0222
0225 0230 0232 0238 0243 0247 0249-0252 0256-0257 0259-0261 0271 0275-0276 0280
0289 0291-0292 0294-0296 0299 0301 0304 0308 0314 0316-0317 0320-0322 0326-0327 0332
0334-0336 0338 0343 0347 0349 0351 0353-0354 0357 0361-0363 0366 0368-0369 0371
0373 0376 0379 0386 0389 0391-0394 0396 0398 0405-0406 0411 0414-0416 0422-0425
0428-0432 0437 0440-0441 0443-0444 0446-0449 0451 0453 0455 0460-0461 0467 0469
0471 0476 0478 0480
Once the cruise flight level displayed on the MCDU PROG page is reached, the
cruise Mach number is targeted and cruise fuel consumption is optimized.
MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0112 0115-0162 0167 0170-0177 0183-0188 0191-0192 0196-0197 0199-0220
0223-0224 0226-0229 0231 0233-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270
0272-0274 0277-0279 0281-0288 0290 0293 0297-0298 0300 0302-0303 0305-0307 0309-0313
0315 0318-0319 0323-0325 0328-0331 0333 0337 0339-0342 0344-0346 0348 0350 0352
0355-0356 0358-0360 0364-0365 0367 0370 0372 0375 0377-0378 0380-0385 0387-0388 0390
0395 0397 0399-0404 0407-0410 0412-0413 0417-0421 0426-0427 0434-0436 0438-0439 0442
0445 0450 0452 0454 0456-0459 0462-0466 0468 0470 0472-0475 0477 0479 0482-2702
Once the cruise flight level is reached, "ALT CRZ" is displayed on the FMA. The
cruise Mach number is targeted and cruise fuel consumption is optimized.
FMS USE
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 26
NORMAL OPERATIONS
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CRUISE
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FLIGHT CREW TRAINING MANUAL
MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252
CRUISE FL
If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise
flight level displayed on MCDU PROG page, the cruise Mach number will not be
targeted. The crew will update the MCDU PROG page accordingly.
When at cruise FL, the AP altitude control is soft. This means that the AP will
allow small altitude variation around the cruise altitude (typically ± 50 ft) to keep
cruise Mach before a readjustment of thrust occurs. This optimizes the fuel
consumption in cruise.
WIND AND TEMPERATURE
When reaching cruise FL, the crew will ensure that the wind and temperatures
are correctly entered and the lateral and vertical F-PLN reflect the CFP. Wind
entries should be made at waypoints when there is a difference of either 30˚ or
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 26
NORMAL OPERATIONS
02.070
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FLIGHT CREW TRAINING MANUAL
30 kt for the wind data and 5˚C for temperature deviation. This will ensure that
the FMS fuel and time predictions are as accurate as possible.
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702
CRUISE FL
If the aircraft is cleared to a lower cruise flight level than the pre-planned cruise
flight level displayed on MCDU PROG page, the cruise Mach number will not be
targeted. The crew will update the MCDU PROG page accordingly.
When at cruise FL, the AP altitude control is soft. This means that the AP will
allow small altitude variation around the cruise altitude (typically ± 50 ft) to keep
cruise Mach before a readjustment of thrust occurs. This optimizes the fuel
consumption in cruise.
WIND AND TEMPERATURE
When reaching cruise FL, the crew will ensure that the wind and temperatures
are correctly entered and the lateral and vertical F-PLN reflect the CFP. Wind
entries should be made at waypoints when there is a difference of either 30˚ or
ENV A318/A319/A320/A321 FLEET FCTM
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30 kt for the wind data and 5˚C for temperature deviation. These entries should
be made for as many levels as possible to reflect the actual wind and
temperature profile. This will ensure that the FMS fuel and time predictions are
as accurate as possible and provide an accurate OPT FL computation.
STEP CLIMB
If there is a STEP in the F-PLN, the crew will ensure that the wind is properly
set at the first waypoint beyond the step (D on the following example) at both
initial FL and step FL.
GRAPHIC SOLUTION TITLE
T/C
*
A
B
*
C
*
D
FL350
FL310
270/50
280/55
310/60
320/65
300/50
FL350
FL310
* are the points where an entry shall be done.
NOF 02070 04189 0001
If at D waypoint, the CFP provides the wind at FL350 but not at FL310, it is
recommended to insert the same wind at FL310 as the one at FL350. This is
due to wind propagation rules, which might affect the optimum FL computation.
ETP
ETP function should be used to assist the crew in making a decision should an
en-route diversion be required. Suitable airport pairs should be entered on the
ETP page and the FMS will then calculate the ETP. Each time an ETP is
sequenced, the crew should insert the next suitable diversion airfield.
The SEC F-PLN is a useful tool and should be used practically. The ETP should
be inserted in the SEC F-PLN as a PD (Place/Distance) and the route to
diversion airfield should be finalized. By programming a potential en-route
diversion, the crew would reduce their workload should a failure occur. This is
particularly true when terrain considerations apply to the intended diversion route.
When an ETP is sequenced, the crew will
. Access to the ETP page
. Insert the next applicable diversion airfield with associated wind
. Read new ETP
ENV A318/A319/A320/A321 FLEET FCTM
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. Insert new ETP as a PD
. Copy active on the SEC F-PLN
. Insert the new diversion as New Dest in the SEC F-PLN from new ETP
GRAPHIC SOLUTION TITLE
DIV 2
STAR entry
TERRAIN
CRITICAL ROUTE
DIV 1
STAR entry
TERRAIN
NON−CRITICAL
ROUTE
Y
X
C
A
ESCAPE ROUTE
D
B
ETP
B/−50
DIV 1 airfield is closer SEC F−PLN to DIV 1
DIV 2 airfield is closer SEC F−PLN to DIV 2
NOF 02070 04190 0001
The DATA/Stored Routes function in the MCDU can be used to store up to five
possible diversion routes. These routes can be entered into the SEC F-PLN
using the SEC INIT prompt. This prompt will only be available if the SEC F-PLN
is deleted. See FCOM 4.04.30 for further information.
CLOSEST AIRPORT
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For diversion purpose, the crew can also use the CLOSEST AIRPORT page
which provides valuable fuel/time estimates to the four closest airports from the
aircraft position, as well as to an airport the crew may define. The fuel and time
predictions are a function of the average wind between the aircraft and the airport.
FMS USE: MISCELLANEOUS
MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895
If ATC modifies the routing, the crew will revise the F-PLN. Once achieved and if
printer is installed, the crew may perform a new F-PLN print.
If there is weather, the crew will use the OFFSET function which can be
accessed from a lateral revision at PPOS. The crew will determine how many
NM are required to avoid the weather. Once cleared by ATC, the crew will insert
the offset.
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0910 0913 0941 0961 0976 1002 1010 1053 1066 1073 1080 1092 1096 1103 1107
1113 1123 1130 1137 1139-1140 1143 1150 1152 1156 1158-1159 1161 1173 1184-1185
1188-1189 1198 1212-1214 1219 1233 1235 1238 1240-1242 1246 1250-1251 1253 1256-1257
1260 1270 1273 1276 1280 1300 1302 1304 1306 1309 1320 1327 1332-1335 1337 1339
1349 1351-1353 1355 1364-1368 1374 1376 1385 1387 1390 1394 1398 1400 1405 1411
1429 1441 1443 1446 1451-1452 1458 1464 1467-1468 1470 1478 1482 1486 1491 1493
1497 1500 1503-1504 1506 1509 1512 1518 1523 1526 1528 1544 1546 1548 1553 1557
1562 1564 1568 1571 1575 1577-1578 1580 1587-1589 1591-1593 1595-1598 1602 1605
1607-1608 1610-1615 1618-1619 1623-1626 1628-1632 1634 1637-1638 1642 1650 1652
1656-1657 1663 1668 1672-1673 1675-1676 1678 1682 1686 1695 1703 1705-1707 1712
1717-1721 1725-1727 1730 1735 1739 1742 1747-1751 1753 1756-1757 1762-1763 1765
1767 1769 1771-1772 1775-1777 1780 1783-1785 1787-1788 1791 1794-1795 1797-1798
1801-1802 1804-1808 1811 1817-1818 1823 1825-1827 1831-1832 1835 1837-1838 1843
1846 1848-1849 1852-1858 1860-1862 1864 1866-1868 1872 1874 1877-1878 1880-1882
1884 1886-1889 1891 1896 1898 1901-1906 1908-1909 1911-1917 1920-1922 1925-1927
1929-1934 1936-1937 1940-1942 1944-1948 1950-1957 1960-1968 1970-1975 1977-1979 1981
1983-1989 1994-1995 1998-2001 2003-2009 2011 2014-2015 2018 2020-2022 2024 2027
2031 2034 2036-2037 2042-2044 2046 2048-2050 2052-2056 2058 2060-2063 2065-2069
2072 2075 2078 2080 2084-2085 2089-2091 2093 2096 2099 2102 2104-2106 2108 2112
2114-2120 2123-2126 2128-2134 2136-2137 2141 2143-2155 2157 2159-2160 2162-2163 2165
2167-2185 2187 2191 2196-2197 2199-2203 2205-2206 2208 2210 2212 2214-2215 2217
2219-2225 2227 2229-2235 2237-2239 2242-2246 2248-2252 2256-2257 2259 2262-2266
2268-2275 2280-2286 2289 2292-2295 2297-2301 2304 2307-2309 2311 2314-2316 2319
2321-2322 2325-2330 2333-2334 2336-2339 2342-2343 2345 2347 2352-2358 2360-2361
2364-2365 2367-2368 2370-2372 2374-2375 2377-2381 2384-2388 2391 2393-2395 2398-2399
2401-2403 2407-2409 2411-2413 2415-2416 2418-2421 2423-2424 2426-2428 2432-2440
2442-2447 2449-2451 2453-2455 2457 2460-2461 2463 2469-2473 2475-2479 2481 2484-2496
2498-2508 2511-2516 2519-2523 2525-2528 2530-2533 2535 2537-2538 2540-2556 2558-2560
2562-2563 2565 2567 2569 2571-2580 2583-2594 2596 2598-2600 2603-2610 2614 2616
2620-2628 2632 2634-2638 2640-2643 2646 2649-2652 2657-2659 2663-2664 2666-2667
2670 2673-2677 2679-2681 2687 2691-2693 2698-2702
If ATC requires for a position report, the crew will use the REPORT page which
can be accessed from PROG page.
If ATC modifies the routing, the crew will revise the F-PLN. Once achieved and if
printer is installed, the crew may perform a new F-PLN print.
ATC requires a report on a given radial, the crew will use the FIX INFO page
which can be accessed from a lateral revision on F-PLN page at PPOS.
If ATC requires a report at a given time, the crew will insert a time marker
pseudo waypoint.
If there is weather, the crew will use the OFFSET function which can be
accessed from a lateral revision at PPOS. The crew will determine how many
NM are required to avoid the weather. Once cleared by ATC, the crew will insert
the offset.
ENV A318/A319/A320/A321 FLEET FCTM
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If ATC gives a DIR TO clearance to a waypoint far from present position, the
crew will use the ABEAM facility. This facility allows both a better crew
orientation and the previously entered winds to be still considered.
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0911 0923
0938 0962 0964 0981 0985 0988 0996 0998 1000 1011 1020 1025 1036-1037 1048 1058
1062 1071 1078 1082 1090-1091 1102 1115 1118 1121 1126 1129 1131-1133 1142 1149 1151
1164 1167 1169 1175-1176 1190-1191 1197 1201 1215-1216 1222 1225 1230 1232 1239
1249 1258 1261 1267 1271 1283 1299 1305 1324-1325 1338 1344 1346 1380 1384 1392
1404 1406 1414-1415 1419 1423 1428 1433-1434 1440 1444 1449 1453 1456 1463 1466
1471 1476 1483 1488 1490 1494 1498 1501-1502 1505 1510 1513 1515 1520 1524 1527
1535 1543 1549 1558 1560 1566-1567 1570 1576 1579 1582-1583 1606 1616 1621-1622
1633 1640-1641 1643-1646 1658-1662 1665 1677 1683-1685 1687 1689-1691 1693 1696
1699 1708-1711 1714-1715 1722-1723 1733 1738 1740 1743-1746 1752 1754 1759-1761
1764 1766 1770 1774 1779 1781-1782 1789 1796 1800 1803 1810 1812-1815 1819-1820
1824 1828 1833 1839 1841 1850-1851 1859 1863 1869-1871 1873 1875-1876 1879 1883
1885 1890 1893-1894 1897 1899-1900 1907 1910 1918 1923-1924 1928 1935 1938-1939
1943 1949 1958-1959 1969 1976 1980 1982 1990-1993 1996-1997 2002 2010 2012-2013
2016-2017 2019 2023 2026 2028-2030 2032-2033 2035 2038-2041 2045 2047 2051 2057
2059 2064 2070-2071 2073-2074 2076-2077 2079 2081-2083 2086-2088 2092 2094-2095
2097-2098 2100-2101 2103 2107 2109-2110 2113 2121-2122 2127 2135 2138-2140 2142
2156 2158 2161 2164 2166 2186 2188-2190 2193-2195 2198 2204 2207 2209 2211 2213
2216 2218 2226 2228 2236 2240-2241 2247 2253-2255 2258 2260-2261 2267 2276-2279
2287-2288 2290-2291 2296 2302-2303 2305-2306 2310 2312-2313 2317-2318 2320 2323-2324
2331-2332 2335 2340-2341 2344 2346 2348-2351 2359 2362-2363 2366 2369 2373 2376
2382-2383 2389-2390 2392 2396-2397 2400 2404-2406 2410 2414 2417 2422 2425 2429-2431
2441 2448 2452 2456 2458-2459 2462 2464-2468 2474 2480 2482-2483 2497 2509-2510
2517-2518 2524 2529 2534 2536 2539 2557 2561 2564 2566 2568 2570 2581-2582 2595
2597 2601 2611-2613 2615 2617-2619 2630-2631 2633 2639 2644 2648 2653-2656 2660
2665 2668-2669 2672 2678 2682-2684 2690 2697
If ATC modifies the routing, the crew will revise the F-PLN. Once achieved and if
printer is installed, the crew may perform a new F-PLN print.
If there is weather, the crew will use the OFFSET function which can be
accessed from a lateral revision at PPOS. The crew will determine how many
NM are required to avoid the weather. Once cleared by ATC, the crew will insert
the offset.
If ATC gives a DIR TO clearance to a waypoint far from present position, the
crew will use the ABEAM facility. This facility allows both a better crew
orientation and the previously entered winds to be still considered.
ENV A318/A319/A320/A321 FLEET FCTM
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COST INDEX
ALL
The Cost Index (CI) is used to take into account the relationship between fuel
and time related costs in order to minimize the trip cost. The CI is calculated by
the airline for each sector. From an operational point of view, the CI affects the
speeds (ECON SPEED/MACH) and cruise altitude (OPT ALT). CI=0 corresponds
to maximum range whereas the CI=999 corresponds to minimum time.
The CI is a strategic parameter which applies to the whole flight. However, the
CI can be modified by the crew in flight for valid strategic operational reasons.
For example, if the crew needs to reduce the speed for the entire flight to
comply with curfew requirements or fuel management requirements (XTRA gets
close to 0), then it is appropriate to reduce the CI.
The SEC F-PLN can be used to check the predictions associated with new CI. If
they are satisfactory, the crew will then modify the CI in the primary The SEC
F-PLN can be used to check the predictions associated with new CI. If they are
satisfactory, the crew will then modify the CI in the primary F-PLN. However, the
crew should be aware that any modification of the CI would affect trip cost.
However, the crew should be aware that any modification of the CI would affect
trip cost.
SPEED CONSIDERATIONS
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MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0086
0089-0099 0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143
0146-0151 0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196
0198-0202 0205 0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261
0264-0269 0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328
0330-0336 0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376
0378-0379 0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470
0472-0490 0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0564 0566-0568
0570-0574 0576-0579 0581-0583 0585-0597 0599 0601-0607 0609-0617 0619-0623 0627
0629 0631-0636 0638-0643 0645-0646 0648-0658 0662-0666 0668-0676 0678-0679 0681-0685
0688-0689 0691-0695 0697 0699-0703 0707 0711 0713-0714 0716-0717 0719 0721 0723-0724
0726-0744 0746-0747 0749-0752 0754-0758 0760-0765 0767-0770 0772-0776 0779-0780 0782
0784-0785 0789-0791 0793-0795 0797 0799-0800 0802-0803 0805 0808-0809 0811-0817
0819-0824 0826-0829 0831 0833-0834 0836-0842 0845 0848 0851 0853-0854 0856-0857 0860
0865-0866 0869-0870 0872 0874-0880 0883-0884 0886-0889 0891-0892 0894 0897 0899
0901-0902 0905-0906 0909 0912 0914-0921 0924-0928 0930-0933 0935 0937 0939-0940
0943 0945 0951 0953 0955-0960 0963 0967 0969 0971 0973 0975 0977-0979 0982-0984
0986-0987 0991-0994 0999 1001 1003 1005 1007-1009 1013 1015-1016 1018 1021
1023-1024 1027 1029 1032 1034 1041-1043 1047 1049-1050 1056 1059 1063-1064 1067
1072 1074-1076 1079 1083 1085 1087-1088 1093 1098-1101 1106 1108 1110-1111 1116-1117
1119-1120 1127 1144 1154 1165-1166 1178-1181 1187 1194 1196 1200 1202 1204 1206 1208
1221 1223 1227-1229 1231 1234 1247 1255 1262 1274 1281 1284 1288 1292 1307 1316
1318 1323 1345 1347 1350 1362 1373 1375 1379 1395-1397 1399 1422 1430 1454 1461
1479 1484 1516 1530 1540 1550 1554 1561 1572 1635 1655 1674 1681 1694 1698 1700
1713 1716 1736 1793 1809 1834 1836 1892 1902 1957 1987 2058 2104 2115 2137 2143
2157 2220 2225 2242 2248 2252 2270 2347 2357 2381 2391 2472 2488 2563 2599
The cruise speed may be either:
. Managed
. Selected
MANAGED
When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode.
The optimum cruise Mach number is automatically targeted. Its value depends on:
. CI
. Cruise flight level
. Temperature deviation
. Weight
. Headwind component.
The crew should be aware that the optimum Mach number will vary according to
the above mentioned parameters, e.g. it will increase with an increasing
headwind, e.g. + 50kt head wind equates to + 0.01 Mach.
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SELECTED
Should ATC require a specific cruise speed or turbulence penetration is required,
the pilot must select the cruise speed on the FCU. FMS predictions are updated
accordingly until reaching either the next step climb or top of descent, where the
programmed speeds apply again. The FMS predictions are therefore realistic.
At high altitude, the speed should not be reduced below GREEN DOT as this
may create a situation where it is impossible to maintain speed and/or altitude as
the increased drag may exceed the available thrust.
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0087-0088 0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153
0155-0156 0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215
0220 0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372 0377
0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498 0509
0521 0527 0529 0544 0565 0569 0575 0580 0584 0598 0600 0608 0618 0624-0626 0628
0630 0637 0644 0647 0659-0661 0667 0677 0680 0686-0687 0690 0696 0698 0704-0706
0709-0710 0712 0715 0718 0720 0722 0725 0745 0748 0753 0759 0766 0771 0777-0778
0781 0783 0786-0788 0792 0796 0798 0801 0804 0806-0807 0810 0818 0825 0830 0832
0835 0843-0844 0846-0847 0849-0850 0852 0855 0858-0859 0861-0864 0867-0868 0871
0873 0881-0882 0885 0890 0893 0895-0896 0898 0900 0903-0904 0907-0908 0910-0911
0913 0922-0923 0929 0934 0936 0938 0941-0942 0944 0946-0950 0952 0954 0961-0962
0964-0966 0968 0970 0972 0974 0976 0980-0981 0985 0988-0990 0995-0998 1000 1002
1004 1006 1010-1012 1014 1017 1019-1020 1022 1025-1026 1028 1030-1031 1033 1035-1040
1044-1046 1048 1051-1055 1057-1058 1060-1062 1065-1066 1068-1071 1073 1077-1078
1080-1082 1084 1086 1089-1092 1094-1097 1102-1105 1107 1109 1112-1115 1118 1121-1126
1128-1143 1145-1153 1155-1164 1167-1177 1182-1185 1188-1193 1195 1197-1199 1201 1203
1205 1207 1209-1220 1222 1224-1226 1230 1232-1233 1235-1246 1248-1254 1256-1261
1263-1273 1275-1280 1282-1283 1285-1287 1289-1291 1293-1306 1309-1315 1317 1319-1321
1324-1344 1346 1348-1349 1351-1361 1363-1372 1374 1376-1378 1380-1394 1398 1400-1421
1423-1429 1431-1453 1455-1460 1462-1478 1480-1483 1486-1515 1517-1529 1531-1539
1541-1549 1551-1553 1555-1560 1562-1571 1573-1634 1636-1654 1656-1673 1675-1680
1682-1693 1695-1697 1699 1701-1712 1714-1715 1717-1735 1737-1792 1794-1808 1810-1833
1835 1837-1891 1893-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114 2116-2136
2138-2142 2144-2156 2158-2219 2221-2224 2226-2241 2243-2247 2249-2251 2253-2269
2271-2346 2348-2356 2358-2380 2382-2390 2392-2471 2473-2487 2489-2562 2564-2598
2600-2702
The cruise speed may be either:
. Managed
. Selected
MANAGED
ENV A318/A319/A320/A321 FLEET FCTM
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When the cruise altitude is reached, the A/THR operates in SPEED/MACH mode.
The optimum cruise Mach number is automatically targeted. Its value depends on:
. CI
. Cruise flight level
. Temperature deviation
. Weight
. Headwind component.
The crew should be aware that the optimum Mach number will vary according to
the above mentioned parameters, e.g. it will increase with an increasing
headwind, e.g. + 50kt head wind equates to + 0.01 Mach.
Should ATC require a specific time over a waypoint, the crew can perform a
vertical revision on that waypoint and enter a time constraint. The managed
Mach number would be modified accordingly to achieve this constraint. If the
constraint can be met within a tolerance, a magenta asterix will be displayed on
the MCDU; if the constraint cannot be met, an amber asterix will be displayed.
Once the constrained waypoint is sequenced, the ECON Mach is resumed.
SELECTED
Should ATC require a specific cruise speed or turbulence penetration is required,
the pilot must select the cruise speed on the FCU. FMS predictions are updated
accordingly until reaching either the next step climb or top of descent, where the
programmed speeds apply again. The FMS predictions are therefore realistic.
At high altitude, the speed should not be reduced below GREEN DOT as this
may create a situation where it is impossible to maintain speed and/or altitude as
the increased drag may exceed the available thrust.
ALTITUDE CONSIDERATIONS
ALL
The MCDU PROG page displays:
. REC MAX FL
. OPT FL.
ENV A318/A319/A320/A321 FLEET FCTM
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REC MAX FL
REC MAX FL reflects the present engine and wing performance and does not
take into account the cost aspect. It provides a 0.3g buffet margin. If the crew
inserts a FL higher than REC MAX into the MCDU, it will be accepted only if it
provides a buffet margin greater than 0.2g. Otherwise, it will be rejected and the
message "CRZ ABOVE MAX FL" will appear on the MCDU scratchpad. Unless
there are overriding operational considerations, e.g. either to accept a cruise FL
higher than REC MAX or to be held significantly lower for a long period, REC
MAX should be considered as the upper cruise limit.
OPT FL
OPT FL displayed on the MCDU is the cruise altitude for minimum cost when
ECON MACH is flown and should be followed whenever possible. It is important
to note that the OPT FL displayed on the PROG page is meaningful only if the
wind and temperature profile has been accurately entered. The crew should be
aware that flying at a level other than the OPT FL would adversely affect the trip
cost.
For each Mach number, there will be a different OPT FL. Should an FMGS
failure occur, the crew should refer to the FCOM or QRH to determine the OPT
FL. FCOM and QRH charts are only provided for two different Mach numbers.
STEP CLIMB
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895
Since the optimum altitude increases as fuel is consumed during the flight, from
a cost point of view, it is preferable to climb to a higher cruise altitude when the
aircraft weight permits. This technique, referred to as a Step Climb, is typically
accomplished by initially climbing approximately 2000 ft above the optimum
altitude and then cruising at that flight level until approximately 4000 ft below
optimum.
The MCDU STEP ALT page may be called a vertical revision from the MCDU
F-PLN page or from the MCDU PERF CRZ page. Step climb can either be
planned at waypoint (STEP AT) or be optimum step point calculated by the
FMGS (ALT). If predictions are satisfactory in term of time and fuel saving, the
crew will insert it in F-PLN provided it is compatible with ATC.
It may be advantageous to request an initial cruise altitude above optimum if
altitude changes are difficult to obtain on specific routes. This minimizes the
possibility of being held at a low altitude and high fuel consumption condition for
long periods of time. The requested/cleared cruise altitude should be compared
to the REC MAX altitude. Before accepting an altitude above optimum, the crew
ENV A318/A319/A320/A321 FLEET FCTM
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should determine that it will continue to be acceptable considering the projected
flight conditions such as turbulence, standing waves or temperature change.
OPT FL FOLLOW UP
REC MAX
OPT
REC MAX
1
OPT
REC MAX
2
OPT
3
NOF 02070 04194 0001
The diagram above shows three step climb strategies with respect to OPT and
REC MAX FL. Strategy 1 provides the best trip cost, followed by 2 then 3.
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911
0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002
1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082
1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140
1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185
1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242
1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302
1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353
1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406
1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453
1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491
1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528
1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571
1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619
1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673
1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723
1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777
1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833
1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702
Since the optimum altitude increases as fuel is consumed during the flight, from
a cost point of view, it is preferable to climb to a higher cruise altitude when the
aircraft weight permits. This technique, referred to as a Step Climb, is typically
accomplished by initially climbing approximately 2000 ft above the optimum
altitude and then cruising at that flight level until approximately 4000 ft below
optimum.
The MCDU STEP ALT page may be called a vertical revision from the MCDU
F-PLN page or from the MCDU PERF CRZ page. Step climb can either be
planned at waypoint (STEP AT) or be optimum step point calculated by the
FMGS (ALT). If predictions are satisfactory in term of time and fuel saving, the
crew will insert it in F-PLN provided it is compatible with ATC.
The OPT STEP computation will be accurate if vertical wind profile has been
properly entered. Refer to FMS USE of this section. The FCOM 3.05.15 provides
valuable tables to assess the effect of the vertical wind profile on the optimum
cruise flight level.
It may be advantageous to request an initial cruise altitude above optimum if
altitude changes are difficult to obtain on specific routes. This minimizes the
possibility of being held at a low altitude and high fuel consumption condition for
long periods of time. The requested/cleared cruise altitude should be compared
to the REC MAX altitude. Before accepting an altitude above optimum, the crew
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
should determine that it will continue to be acceptable considering the projected
flight conditions such as turbulence, standing waves or temperature change.
OPT FL FOLLOW UP
REC MAX
OPT
REC MAX
1
OPT
REC MAX
2
OPT
3
NOF 02070 04194 0001
The diagram above shows three step climb strategies with respect to OPT and
REC MAX FL. Strategy 1 provides the best trip cost, followed by 2 then 3.
EFFECT OF ALTITUDE ON FUEL CONSUMPTION
ALL
The selected cruise altitude should normally be as close to optimum as possible.
As deviation from optimum cruise altitude increases, performance economy
decreases. The following table provide average specific range penalty when not
flying at optimum altitude.
ENV A318/A319/A320/A321 FLEET FCTM
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FIGURES
MSN 0889 0913 0924 0931 0976 1010 1043 1049 1056 1064 1066 1074 1088
1098 1103 1111 1113 1116 1139-1140 1159 1178 1223 1228 1281 1323 1350
1395 1397 1406 1410 1463 1490 1527 1534 1547 1552 1563 1565 1575-1576
1698 1703 1727 1729 1758 1768 1790 1801 1826 1831 1837 1844 1855 1880
1934 1947 1952 1955 1962 1971 1986 2004 2008 2023 2032 2089 2096
2232 2273 2277 2295-2296 2302 2304 2321 2335 2339 2362 2371 2383 2396
2414 2424 2426 2431 2433 2435 2444 2452 2458 2467-2468 2470 2473 2485
2560 2567-2568 2570 2572 2574 2579 2585 2595 2603 2615 2622 2631 2648
2659-2660 2666-2667 2669 2673 2679 2690 2698
OPT + 2000ft
1%
OPT
2000 ft
3%
OPT 4000 ft
7.2%
1092
1373
1608
1893
2200
2404
2490
2655
1096
1375
1643
1912
2203
2408
2505
2657
OPT 6000 ft
12.2 %
Specific range penalty when not flying at optimum altitude
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0112 0115-0162 0167 0170-0177 0181-0192 0195-0197 0199-0224 0226-0229
0231-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270 0272-0274 0277-0279
0281-0290 0293-0294 0297-0303 0305-0307 0309-0313 0318-0319 0323-0325 0328-0331 0333
0337 0339-0343 0345-0346 0348-0350 0352 0355-0356 0358-0360 0365 0367 0370-0372 0375
0377-0384 0387-0392 0395 0397 0399-0404 0407-0410 0413 0417-0422 0426-0427 0436
0438 0445-0446 0459 0466 0482 0491 0497-0498 0501 0507 0509 0511 0517 0519-0522
0525 0528-0529 0531 0533-0537 0541 0544-0549 0552-0554 0559 0562 0566 0569-0570
0572 0574 0577-0579 0581 0585 0588 0590 0594 0596 0598 0600-0603 0605 0607-0612
0615-0619 0621-0630 0632 0634-0637 0639 0641-0651 0653-0654 0656-0658 0660 0662
0664-0666 0669-0675 0677 0679 0681-0682 0684-0685 0688-0689 0691 0693-0695 0697
0700-0701 0703 0706-0707 0711 0713-0714 0716-0717 0719 0721 0723-0724 0726-0730 0732
0734-0738 0740 0742 0744-0745 0749-0750 0752-0755 0757 0761 0763-0764 0766-0769
0772-0779 0781-0782 0785-0786 0790 0793-0797 0799-0801 0807-0809 0813-0815 0817-0818
0821 0823 0827-0833 0837-0838 0840-0841 0844-0846 0852-0854 0860-0861 0863 0868-0870
0875-0876 0879-0880 0883-0885 0888 0890-0891 0894 0896-0897 0903-0907 0909 0911
0914 0917 0920-0923 0925-0926 0929 0933 0935-0939 0941-0942 0945-0947 0949 0951
0956-0958 0960-0962 0964 0967 0970-0973 0975 0978-0979 0981-0982 0984-0988 0991-0992
0994-1000 1002 1005-1006 1009 1011-1012 1016-1021 1023 1025-1030 1033-1034 1036-1038
1040-1041 1044 1046-1048 1051-1052 1054-1055 1058-1059 1061-1063 1065 1067-1073
1077-1078 1081 1084 1086-1087 1089-1091 1093-1095 1097 1099-1102 1106-1109 1112 1114
1119-1122 1124-1127 1129-1138 1141 1144-1145 1147-1152 1154-1155 1157 1160 1164-1165
1167-1172 1175-1176 1180-1182 1184-1187 1189-1191 1198 1200-1201 1203 1205-1206
1208-1210 1213 1216-1217 1219 1221 1224 1226 1229-1231 1233 1237-1238 1241-1242 1245
1247 1249-1250 1252 1254-1255 1262-1265 1267-1269 1271 1275 1277 1283 1285-1289
1292 1294 1296-1299 1301 1303 1305-1320 1324-1326 1328 1330-1331 1336-1337 1340
1342 1344-1348 1352 1354 1357-1358 1360-1362 1364-1365 1367 1369-1372 1377-1379
1381-1382 1385-1394 1396 1399 1402-1405 1412-1417 1425 1429-1431 1434 1436-1437
1439 1441-1444 1447-1451 1453-1458 1461-1462 1465 1467 1470-1473 1476 1478-1481
1483-1484 1488-1489 1492-1494 1496 1498-1499 1501-1505 1515-1517 1519-1521 1524-1525
1530-1532 1535-1536 1539-1544 1549-1551 1553-1554 1560 1562 1564 1567 1570-1572
1577-1579 1582-1583 1588 1592 1597-1598 1601-1603 1605 1607 1611-1612 1615-1616 1618
1622-1623 1625 1629-1630 1632-1634 1637-1641 1645-1646 1651 1654-1655 1657-1660 1662
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 1666-1668 1673-1674 1677-1679 1681 1683-1686 1691-1694 1699-1701 1704 1706 1709
1712-1714 1716-1720 1722 1724-1726 1733 1735-1736 1738 1740 1742-1748 1750-1753
1756-1757 1759 1761-1762 1765-1767 1769-1770 1772 1774-1775 1777-1781 1783 1786-1787
1789 1791 1793 1795-1797 1799-1800 1803 1805-1806 1808-1812 1815-1816 1819-1820
1824 1828 1833 1836 1838-1839 1841 1846 1851-1853 1859-1860 1863-1864 1866-1867
1870 1872-1876 1879 1881-1882 1884-1887 1889-1890 1894 1897 1900-1901 1905-1906
1908 1911 1913 1916 1920-1921 1923-1925 1929-1932 1936-1940 1942-1943 1949 1951
1954 1959-1961 1963-1966 1968 1972-1973 1975-1976 1978 1980-1983 1988-1991 1994
1997 1999 2001-2003 2005 2009-2013 2017-2019 2022 2024-2026 2028 2030 2033-2037
2039 2043 2046-2054 2056-2057 2059-2062 2064-2066 2068-2069 2071-2072 2074 2076
2078 2081-2083 2086-2087 2091-2093 2095 2100-2101 2103-2104 2106 2109 2113-2117
2119-2120 2122-2124 2126-2127 2129 2131 2133-2134 2140 2142-2146 2151 2154-2155
2158 2162-2163 2165-2166 2170-2171 2174-2176 2178-2184 2186-2187 2189 2191 2196
2198-2199 2206-2209 2212-2214 2217-2222 2224-2225 2227-2228 2230 2233 2235-2237
2239-2245 2248-2251 2253 2256 2258 2260 2262 2264-2266 2269-2272 2274 2276 2278-2279
2283 2285 2287 2289 2291 2293-2294 2298 2300 2306 2309 2311 2315 2317-2319 2325
2327-2328 2330 2332-2333 2337 2342 2344 2346-2347 2349-2350 2353-2354 2357-2358
2360-2361 2364-2365 2367 2369-2370 2373-2374 2377-2378 2380-2382 2385 2387-2388
2390-2392 2394 2398-2400 2402 2406-2407 2409 2411-2412 2416 2419-2420 2425 2427 2432
2436-2437 2439-2440 2442 2446 2448 2450-2451 2456 2460 2463-2465 2471-2472 2474
2477-2478 2481 2483-2484 2486-2488 2492-2495 2497-2499 2503 2506-2508 2511-2512 2514
2516 2518-2519 2523 2525 2527-2529 2532 2538-2552 2554-2558 2561-2563 2565 2569
2575 2578 2581-2584 2586 2588 2591 2596 2599 2601 2605-2607 2611-2612 2616-2620
2623-2625 2627-2628 2632-2633 2635-2638 2644-2646 2652 2654 2656 2658 2665 2668
2672 2674-2678 2681 2683-2684 2691 2693 2702
OPT + 2000ft
-
OPT
2000 ft
1.1%
OPT 4000 ft
4.7%
OPT 6000 ft
9.5 %
Specific range penalty when not flying at optimum altitude
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0425 0435 0439 0442 0448 0450 0452-0457 0460-0465 0470-0472 0475 0479 0483
0485 0487 0489 0496 0500 0503-0504 0506 0508 0510 0512 0523 0527 0530 0539-0540
0542-0543 0551 0556 0558 0561 0565 0568 0571 0573 0575 0580 0582 0584 0587 0589
0592 0613 0638 0640 0655 0659 0661 0667 0676 0678 0683 0696 0698 0702 0704-0705
0709-0710 0712 0718 0720 0722 0733 0739 0741 0743 0747 0751 0756 0758 0760 0762
0770 0780 0784 0789 0791 0803 0805 0812 0816 0820 0822 0824 0826 0834 0836
0839 0842 0849 0851 0856-0857 0859 0865-0866 0872 0874 0877 0881 0886 0892 0895
0899-0900 0902 0912 0916 0918-0919 0927-0928 0930 0932 0934 0943 0950 0953 0955
0966 0969 0977 0990 1001 1003 1007 1013-1014 1032 1035 1039 1050 1057 1075-1076
1079 1083 1085 1104-1105 1110 1117 1123 1128 1143 1146 1156 1158 1163 1166 1173
1177 1183 1192 1194 1196 1215 1234-1235 1240 1246 1248 1251 1253 1257 1266 1270
1272 1274 1280 1282 1284 1290 1300 1302 1304 1327 1332 1334 1339 1341 1343 1349
1351 1353 1355 1359 1363 1368 1374 1376 1383 1398 1400 1407 1409 1411 1418-1419
1422 1424 1427 1432 1435 1446 1452 1459 1464 1469 1475 1482 1486 1491 1495 1497
1500 1506 1508-1509 1512 1514 1518 1523 1526 1528 1533 1538 1546 1548 1555-1557
1559 1561 1566 1568 1580 1584 1586 1591 1593 1595 1609-1610 1613 1617 1620-1621
1624 1626 1628 1631 1635 1644 1648 1650 1652 1661 1663 1665 1669 1672 1676 1680
1682 1687 1689 1696-1697 1702 1705 1708 1710 1715 1721 1723 1728 1730 1732 1739
1741 1749 1754-1755 1760 1764 1771 1773 1782 1784-1785 1792 1802 1804 1814 1818
1821-1823 1825 1827 1829 1832 1834-1835 1840 1842 1845 1847 1849 1854 1856-1858
1861-1862 1865 1868 1871 1877 1883 1888 1891-1892 1895-1896 1898-1899 1902-1904
1907 1909-1910 1914-1915 1917-1918 1922 1927 1933 1935 1944-1945 1948 1957-1958
1969 1979 1987 1992-1993 1996 1998 2006 2014 2016 2020 2027 2029 2031 2038 2040
2042 2044 2058 2063 2070 2073 2075 2077 2079 2084-2085 2088 2090 2094 2097 2099
2102 2108 2112 2118 2121 2125 2128 2130 2132 2135-2139 2141 2147-2150 2152-2153
2156-2157 2159-2161 2164 2167-2169 2173 2177 2185 2193 2195 2197 2201 2204 2210
2215 2223 2229 2231 2238 2246 2252 2254 2257 2259 2275 2280 2282 2284 2286 2288
2292 2297 2299 2301 2307 2310 2312 2314 2316 2322 2329 2331 2334 2336 2338 2340
2343 2345 2352 2356 2359 2366 2368 2372 2376 2384 2386 2393 2395 2397 2401 2403
2405 2413 2415 2417 2422-2423 2428 2430 2434 2441 2443 2445 2447 2449 2453 2455
2457 2459 2461 2475 2479 2482 2489 2491 2496 2500 2502 2504 2509 2513 2515 2517
2520 2522 2524 2526 2531 2533 2535 2537 2564 2566 2571 2573 2576-2577 2580 2587
2589 2594 2598 2600 2604 2608-2609 2613 2626 2630 2640 2649-2651 2663 2670 2692
OPT + 2000ft
1.4%
OPT
2000 ft
2.1%
OPT 4000 ft
6.2%
OPT 6000 ft
12 %
Specific range penalty when not flying at optimum altitude
MSN 0434 0477 0488 0494-0495 0513-0516 0524 0526 0532 0576 0583 0586 0593 0599
0765 0819 0848 0940 0959 1220
OPT + 2000ft
2.3%
OPT
2000 ft
1.4%
OPT 4000 ft
4.6%
OPT 6000 ft
15.2 %
Specific range penalty when not flying at optimum altitude
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
FUEL MONITORING
ALL
The flight plan fuel burn from departure to destination is based on certain
assumed conditions. These include gross weight, cruise altitude, route of flight,
temperature, cruise wind and cruise speed. Actual fuel consumption should be
compared with the flight plan fuel consumption at least once every 30 minutes.
The crew should be aware that many factors influence fuel consumption, such as
actual flight level, cruise speed and unexpected meteorological conditions. These
parameters should normally be reflected in the FMS.
The crew must keep in mind that
. A significant deviation between planned and actual fuel figures without reason
. An excessive fuel flow leading to a potential imbalance
. An abnormal decrease in total fuel quantity (FOB+FU)
May indicate a fuel leak and the associated procedure should be applied.
FUEL TEMPERATURE
ALL
Fuel freeze refers to the formation of wax crystals suspended in the fuel, which
can accumulate when fuel temperature is below the freeze point (-47˚C for jet
A1) and can prevent proper fuel feed to the engines.
During normal operations, fuel temperature rarely decreases to the point that it
becomes limiting. However, extended cruise operations increase the potential for
fuel temperatures to reach the freeze point. Fuel temperature will slowly reduce
towards TAT. The rate of cooling of fuel can be expected to be in the order of
3˚C per hour with a maximum of 12˚C per hour in the most extreme conditions.
If fuel temperature approaches the minimum allowed, the ECAM outputs a
caution. Consideration should be given to achieving a higher TAT:
ENV A318/A319/A320/A321 FLEET FCTM
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. Descending or diverting to a warmer air mass may be considered. Below the
tropopause, a 4000 ft descent gives a 7˚C increase in TAT. In severe cases,
a descent to as low as 25,000 ft may be required.
. Increasing Mach number will also increase TAT. An increase of 0.01 Mach
produces approximately 0.7˚C increase in TAT.
In either case, up to one hour may be required for fuel temperature to stabilise.
The crew should consider the fuel penalty associated with either of these actions.
APPROACH PREPARATION
ALL
The latest destination weather should be obtained approximately 15 minutes prior
to descent and the FMGS programmed for the descent and arrival. During FMGS
programming, the PF will be head down, so it is important that the PNF does
not become involved in any tasks other than flying the aircraft. The fuel
predictions will be accurate if the F-PLN is correctly entered in terms of arrival,
go-around and alternate routing.
The FMGS will be programmed as follows:
DIR
PROG
PERF
INIT
DATA
OFF
F−PLN
RAD
NAV
FUEL
PRED
SEC
F−PLN
ATC
COMM
MCDU
MENU
NOF 02070 04195 0001
FPLN
Lateral:
-- Landing runway, STAR, Approach and Go-around procedure.
-- F-PLN to alternate.
Vertical:
-- Altitude and Speed constraints,
-- Compare vertical F-PLN on MCDU with approach chart
MCDU F-PLN PAGE VS APPROACH CHART CROSSCHECK
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
FROM
NO SEQ
SPD / ALT
UTC
1432
T−P
CD33R
C324°
FD33R
161 /
BRG319°
1435
TRK324°
1437
1438
C324°
TOU
DEST
LFBO33R
3000
3.1
1520
3.1
550
161 / *
3
137 /
5
/+
900
DIST
EFBO
8
4.6
C324°
MD33R
3000
1NM
161 / *
4
TIME
1438
VOR
D5.0
D8.0
OCA (H) 938’ (439’)
D12.5
3000
324°
3.0
APT
Gnd speed − Kts
Descent Gradient 5.4%
MAP AT D5.0
Compare vertical
F−PLN on MCDU
with Approach Chart
499’
70
383
90
492
M
100
547
120
657
140
766
160
876
(2501’)
1520’
(1021’)
4.5
REIL
PAPI−L
TOU
117.7
on
324°
NOF 02070 04196 0001
RAD NAV
Manually tune the VOR/DME and/or NDB if required. Check ILS ident, frequency
and associated course of destination airfield as required. It is not recommended
manually forcing the ILS identifier as, in case of late runway change, the
associated ILS would not be automatically tuned.
PROG
Insert VOR/DME or landing runway threshold of destination airfield in the
BRG/DIST field as required.
PERF
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
PERF APPR:
. Descent winds,
. Destination airfield weather (QNH, Temperature and wind) The entered wind
should be the average wind given by the ATC or ATIS. Do not enter gust
values, for example, if the wind is 150/20-25, insert the lower speed 150/20
(With managed speed mode in approach, ground speed mini-function will cope
with the gusts).
. Minima (DH for CATII or CATIII approach and MDA for others approaches)
. Landing configuration (wind shear anticipated or in case of failure).
PERF GO AROUND: Check thrust reduction and acceleration altitude.
FUEL PRED
Check estimated landing weight, EFOB and extra fuel.
SEC F-PLN
To cover contingencies e.g. runway change, circling or diversion.
Once the FMGS has been programmed, the PNF should then cross check the
information prior to the Approach briefing.
APPROACH BRIEFING
ALL
The main objective of the approach briefing is for the PF to inform the PNF of
his intended course of action for the approach. The briefing should be practical
and relevant to the actual weather conditions expected. It should be concise and
conducted in a logical manner. It should be given at a time of low workload if
possible, to enable the crew to concentrate on the content. It is very important
that any misunderstandings are resolved at this time.
PF briefing
Associated cross check
Aircraft type and technical status
NOTAM
Weather
ENV A318/A319/A320/A321 FLEET FCTM
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-- Accessibility
-- Runway in use
Fuel
FUEL PRED page
-- Extra fuel
Descent
-- TOD (time, position)
-- MORA, STAR, MSA
FPLN page
FPLN page
-- Altitude and speed constraints
Holding (if expected)
-- Entry in holding pattern
-- MHA and MAX speed
Approach
-- Approach type
-- PERF APPR and ND
-- Altitude and FAF identification
-- FPLN
-- Descend gradient
-- PFD/FMA
-- MDA/DH
-- PERF APPR
-- Missed approach procedure
-- FPLN
-- Alternate considerations
Landing
-- FPLN
-- Runway condition, length and width
-- Tail strike awareness
-- Use of Auto brake
-- Expected taxi clearance
Radio aids
ENV A318/A319/A320/A321 FLEET FCTM
RAD NAV
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PREFACE
ALL
The PF will set preferably the MCDU PROG or PERF page as required (PROG
page provides VDEV in NAV mode and BRG/DIST information, PERF DES page
provides predictions down to any inserted altitude in DES/OP DES modes)
whereas the PNF will set the MCDU F-PLN page.
If use of radar is required, consider selecting the radar display on the PF side
and TERR on PNF side only.
COMPUTATION PRINCIPLES
ALL
TOD AND PROFILE COMPUTATION
The FMGS calculates the Top Of Descent point (TOD) backwards from a position
1000 ft on the final approach with speed at Vapp. It takes into account any
descent speed and altitude constraints and assumes managed speed is used.
The first segment of the descent will always be idle segment until the first
altitude constraint is reached. Subsequent segments will be "geometric", i.e. the
descent will be flown at a specific angle, taking into account any subsequent
constraints. If the STAR includes a holding pattern, it is not considered for TOD
or fuel computation. The TOD is displayed on the ND track as a white symbol:
DESCENT PATH
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
TOD
ALT CSTR
ALT CSTR
250 KT
D
Idle
segment
VAPP
DECEL
Geometric
Segments
FAF
1000ft
Descent path
NOF 02080 04200 0001
The idle segment assumes a given managed speed flown with idle thrust plus a
small amount of thrust. This gives some flexibility to keep the aircraft on the
descent path if engine anti-ice is used or if winds vary. This explains THR DES
on the FMA.
The TOD computed by the FMS is quite reliable provided the flight plan is
properly documented down to the approach.
MANAGED DESCENT SPEED PROFILE
The managed speed is equal to:
. The ECON speed (which may have been modified by the crew on the PERF
DES page, before entering DESCENT phase), or
. The speed constraint or limit when applicable.
GUIDANCE AND MONITORING
ALL
INTRODUCTION
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FLIGHT CREW TRAINING MANUAL
To carry out the descent, the crew can use either the managed descent mode
(DES) or the selected descent modes (OP DES or V/S). Both descent modes
can be flown either with selected speed or managed speed.
The modes and monitoring means are actually linked.
The managed DES mode guides the aircraft along the FMS pre-computed
descent profile, as long as it flies along the lateral F-PLN: i.e. DES mode is
available if NAV is engaged. As a general rule when DES mode is used, the
descent is monitored using VDEV called "yoyo" on PFD, or its digital value on
the PROG page, as well as the level arrow on the ND.
The selected OP DES or V/S modes are used when HDG is selected or when
ALT CSTR may be disregarded or for various tactical purposes. As a general
rule when OP DES or V/S modes are used, the descent is monitored using the
Energy Circle, (displayed if HDG or TRK modes and indicating the required
distance to descend, decelerate and land from present position) and the level
arrow on the ND. When the aircraft is not far away from the lateral F-PLN (small
XTK), the yoyo on PFD is also a good indicator.
MANAGED DESCENT MODE
The managed descent profile from high altitude is approximately 2.5˚.
As an estimation of the distance to touchdown is required to enable descent
profile monitoring, it is important to ensure that the MCDU F-PLN plan page
reflects the expected approach routing. Any gross errors noted in the descent
profile are usually a result of incorrect routing entered in the MCDU or
non-sequencing of F-PLN waypoints, giving a false distance to touchdown.
DESCENT INITIATION
To initiate a managed descent, the pilot will set the ATC cleared altitude on the
FCU and push the ALT selector. DES mode engages and is annunciated on the
FMA. If an early descent were required by ATC, DES mode would give 1000
fpm rate of descent, until regaining the computed profile.
To avoid overshooting the computed descent path, it is preferable to push the
FCU ALT selector a few miles prior to the calculated TOD. This method will
ensure a controlled entry into the descent and is particularly useful in situations
of high cruise Mach number or strong upper winds.
If the descent is delayed, a "DECELERATE" message appears in white on the
PFD and in amber on the MCDU. Speed should be reduced towards green dot,
and when cleared for descent, the pilot will push for DES and push for managed
speed. The speed reduction prior to descent will enable the aircraft to recover the
computed profile more quickly as it accelerates to the managed descent speed.
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FLIGHT CREW TRAINING MANUAL
DESCENT PROFILE
When DES with managed speed is engaged, the AP/FD guides the aircraft along
the pre-computed descent path determined by a number of factors such as
altitude constraints, wind and descent speed. However, as the actual conditions
may differ from those planned, the DES mode operates within a 20 kts speed
range around the managed target speed to maintain the descent path.
MANAGED DECENT: SPEED TARGET RANGE PRINCIPLE
More headwind
de
sc
en
tp
rof
ile
or ENG A/I ON
More tailwind
case a)
case b)
310
290
NOF 02080 04201 0001
If the aircraft gets high on the computed descent path:
. The speed will increase towards the upper limit of the speed range, to keep
the aircraft on the path with IDLE thrust.
. If the speed reaches the upper limit, THR IDLE is maintained, but the
autopilot does not allow the speed to increase any more, thus the VDEV will
slowly increase.
. A path intercept point, which assumes half speedbrake extension, will be
displayed on the ND descent track.
. If speed brakes are not extended, the intercept point will move forward. If it
gets close to an altitude-constrained waypoint, then a message "AIR BRAKES"
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FLIGHT CREW TRAINING MANUAL
or "MORE DRAG", depending of the FMGS standard, will be displayed on the
PFD and MCDU.
This technique allows an altitude constraint to be matched with minimum use of
speedbrakes.
When regaining the descent profile, the speedbrakes should be retracted to
prevent the A/THR applying thrust against speedbrakes. If the speedbrakes are
not retracted, the "SPD BRK" message on the ECAM memo becomes amber
and "RETRACT SPEEBRAKES" is displayed in white on the PFD.
A/C ABOVE DECENT PATH
Actual descent
path
Predicted path
assuming1/2 Spd
Brakes
ALT CSTR
Descent path
as per F PLN
NOF 02080 04202 0001
If the aircraft gets low on the computed descent path:
The speed will decrease towards the lower limit of the speed range with idle
thrust. When the lower speed limit is reached the A/THR will revert to
SPEED/MACH mode and apply thrust to maintain the descent path at this lower
speed. The path intercept point will be displayed on the ND, to indicate where
the descent profile will be regained.
A/C BELOW DESCENT PATH
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
Descent path as per F PLN
Predicted shallow
converging path
NOF 02080 04203 0001
If selected speed is used:
The descent profile remains unchanged. As the selected speed may differ from
the speed taken into account for pre-computed descent profile and speed
deviation range does not apply, the aircraft may deviate from the descent profile
e.g. if the pilot selects 275 kts with a pre-computed descent profile assuming
managed speed 300 kts, VDEV will increase.
SELECTED DESCENT
There are 2 modes for flying a selected descent, namely OP DES and V/S.
These modes will be used for pilot tactical interventions.
V/S mode is automatically selected when HDG or TRK mode is selected by the
pilot, while in DES mode. Furthermore, in HDG or TRK mode, only V/S or OP
DES modes are available for descent.
To initiate a selected descent, the pilot should set the ATC cleared altitude on
the FCU and pull the ALT selector. OP DES mode engages and is annunciated
on the FMA. In OP DES mode, the A/THR commands THR IDLE and the speed
is controlled by the THS.
Speed may be either managed or selected. In managed speed, the descent
speed is displayed only as a magenta target but there is no longer a speed
target range since the pre-computed flight profile does not apply.
The AP/FD will not consider any MCDU descent altitude constraints and will fly
an unrestricted descent down to the FCU selected altitude.
If the crew wishes to steep the descent down, OP DES mode can be used,
selecting a higher speed. Speedbrake is very effective in increasing descent rate
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FLIGHT CREW TRAINING MANUAL
but should be used with caution at high altitude due to the associated increase
in VLS.
If the pilot wishes to shallow the descent path, V/S can be used. A/THR reverts
to SPEED mode. In this configuration, the use of speedbrakes is not
recommended to reduce speed, since this would lead to thrust increase and the
speed would be maintained.
MODE REVERSION
MSN 0002-0030 0033 0035-0039 0042-0059 0061-0068 0073-0077 0080-0082 0084-0085
0087-0091 0095-0103 0108 0112-0115 0119-0120 0122-0124 0126-0134 0136 0138-0146
0148-0151 0154-0159 0163-0164 0167-0170 0173-0177 0179-0191 0193 0195-0196 0199
0203-0205 0207 0210-0212 0214-0215 0219-0257 0259-0261 0264-0266 0270-0271 0274-0280
0283-0296 0299-0305 0308-0317 0320-0328 0330-0338 0341-0345 0347-0350 0352-0354
0356-0357 0359 0361-0365 0368-0371 0373-0379 0383-0386 0389-0398 0402-0407 0409
0411 0413-0416 0419-0432 0435-0457 0459-0467 0469-0472 0475-0476 0478-0483 0485-0487
0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523 0525 0527-0528
0530-0531 0534 0537-0540 0542-0543 0546-0547 0549-0552 0554-0558 0561 0565 0568-0573
0575 0579-0582 0584 0587 0589-0592 0594 0597 0601 0604-0607 0611 0613-0615 0617
0619-0620 0622 0624 0626 0628 0630-0634 0638-0639 0645-0646 0648-0650 0654-0656
0658-0659 0661-0662 0666-0667 0669-0672 0674-0675 0677-0678 0682-0685 0688 0691
0693 0695 0697 0702 0711 0714 0719 0721 0726 0728 0731-0732 0735-0736 0739-0740
0742-0743 0746 0751-0752 0756-0759 0762-0763 0769-0770 0772-0773 0775 0779-0781
0784-0785 0787 0791-0792 0794-0795 0799-0800 0802-0803 0805 0808 0811-0814 0816-0817
0820 0822-0824 0826 0828-0829 0831 0834 0836 0839-0840 0842 0845 0851-0852 0856-0857
0865-0866 0869 0877 0880 0888 0963 1008 1042 1204 1227
If a high V/S target is selected, the autopilot will pitch the aircraft down to fly the
target V/S. Thus the aircraft will tend to accelerate, while A/THR commands idle
thrust to try to keep the speed. When IAS will reach a speed close to VMO or
VFE, the descent mode will revert to OP DES to regain the initial target speed.
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MSN 0031-0032 0034 0040-0041 0060 0069-0072 0078 0083 0086 0093-0094 0104-0107
0110-0111 0116-0118 0121 0125 0135 0137 0147 0152-0153 0160-0162 0165-0166 0171-0172
0178 0192 0194 0197-0198 0200-0202 0206 0208-0209 0213 0216-0218 0258 0262-0263
0267-0269 0272-0273 0281-0282 0297-0298 0306-0307 0318-0319 0329 0339-0340 0346
0351 0355 0358 0360 0366-0367 0372 0380-0382 0387-0388 0399-0401 0408 0410 0412
0417-0418 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505
0509 0513-0522 0524 0526 0529 0532-0533 0535 0541 0544-0545 0548 0553 0559-0560
0562-0564 0566-0567 0574 0576-0578 0583 0585-0586 0588 0593 0595-0596 0598-0600
0603 0608-0610 0612 0616 0618 0621 0623 0625 0627 0629 0635-0637 0640-0644 0647
0651-0653 0657 0660 0663-0665 0668 0673 0676 0679-0681 0686-0687 0689-0690 0692
0694 0696 0698-0701 0703-0710 0712-0713 0715-0718 0720 0722-0725 0727 0729-0730
0733-0734 0737-0738 0741 0744-0745 0747-0750 0753-0755 0760-0761 0764-0768 0771 0774
0776-0778 0782-0783 0786 0788-0790 0793 0796-0798 0801 0804 0806-0807 0809-0810 0815
0818-0819 0821 0825 0827 0830 0832-0833 0835 0837-0838 0841 0843-0844 0846-0850
0853-0855 0858-0864 0867-0868 0870-0876 0878-0879 0881-0887 0889-0962 0964-1007
1009-1041 1043-1203 1205-1226 1228-2702
If a high V/S target is selected (or typically after a DES to V/S reversion), the
autopilot will pitch the aircraft down to fly the target V/S. Thus the aircraft will tend
to accelerate, while A/THR commands idle thrust to try to keep the speed. When
IAS will reach a speed close to VMO or VFE, the autopilot will pitch the aircraft
up, so as to fly a V/S allowing VMO or VFE to be maintained with idle thrust.
DESCENT CONSTRAINTS
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MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895
Descent constraints may be automatically included in the route as part of an
arrival procedure or they may be manually entered through the MCDU F-PLN
page. The aircraft will attempt to meet these as long as DES mode is being
used.
The crew should be aware that an ATC "DIR TO" clearance automatically
removes the requirement to comply with the speed/altitude constraints assigned
to the waypoints deleted from the F-PLN.
Following the selection of HDG, DES mode will switch automatically to V/S, and
altitude constraints will no longer be taken into account.
ENV A318/A319/A320/A321 FLEET FCTM
Page 9 of 11
NORMAL OPERATIONS
02.080
DESCENT
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911
0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002
1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082
1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140
1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185
1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242
1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302
1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353
1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406
1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453
1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491
1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528
1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571
1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619
1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673
1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723
1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777
1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833
1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702
Descent constraints may be automatically included in the route as part of an
arrival procedure or they may be manually entered through the MCDU F-PLN
page. The aircraft will attempt to meet these as long as DES mode is being
used.
The crew should be aware that an ATC "DIR TO" clearance automatically
removes the requirement to comply with the speed/altitude constraints assigned
to the waypoints deleted from the F-PLN. However, if intermediate waypoints are
relevant, e.g. for terrain awareness, then "DIR TO" with ABEAMS may be an
appropriate selection as constraints can be re-entered into these waypoints if
required.
Following the selection of HDG, DES mode will switch automatically to V/S, and
altitude constraints will no longer be taken into account.
10.000 FT FLOW PATTERN
ALL
ENV A318/A319/A320/A321 FLEET FCTM
Page 10 of 11
NORMAL OPERATIONS
02.080
DESCENT
JUL 28/05
FLIGHT CREW TRAINING MANUAL
10.000 FT FLOW PATTERN
MECH
ALL
FWD
AFT
WING
ENG 1
ENG 2
FAULT
FAULT
FAULT
ON
ON
ON
ON
RAIN RPLNT
MAN V/S CTL
OFF
−2
MODE SEL
UP
A
U
T
O
OVRD
2
WIPER
APU
LAND LIGHTS
ON
SLOW
ON
ON
NAV
2
OFF
OFF
OFF
L
R
ON
1
OFF
OFF
SLOW
BRT
OFF
FAST
DIM
SIGNS
NO SMOKING
ON
2
ON
SEAT BELTS
OFF
BRT
ON
EMER EXIT LT
A
U
T
O
AVAIL
OFF
TEST
DIM
FAULT
OFF
ON
RAIN RPLNT
OFF
MASTER SW
1
ON
WIPER
ANN LT
DOME
BRT
ON
OFF
RWY TURN OFF
ON
6
INIT LT
OVHD INTEG LT
STBY COMPASS
A
U
T
O
FAST
ON
ON
4
8
OFF
0
14
A
U 12
T
O 10
FAULT
DN
ON
OFF
OFF
OFF
3
ARPT
NDB
VOR.D
WPT
CSTR
EFIS OPTION
QFE
20
U
P
1
0
0 1
0
0
0
40
10
AP1
160
A
P2
A
L
T
A
/
T
H
R
A
P
P
R
1
2
ALT
3
m bar
4
L
D
GG
E
A
R
U
N
L
K
M
A
X
U
N
L
K
U
N
L
K
H
O
T
C
H
R
O
N
O
in Hg
M
A
S
T
E
R
W
A
R
N
mb
PULL
STD
ENG
ADF
S
I
D
ES
T
I
C
KP
R
I
O
R
I
T
Y
F
/
O
VOR
OFF
4
311VU
0
9
6
PLAN
2
VOR
OFF
4
1
2
V
U
QNH
ARC
320
ADF
7
NAV
ILS
1
D
N
L
O
C
ROSE
VOR
80
ILS
M
A
S
T
E
R
C
A
U
T
FD
LS P/B
O
N
A
/
S
K
I
D&
N
/
WS
T
R
G
A
U
T
O
/
B
R
K
L
O
M
E
D
M
A
X
D
E
C
E
L
D
E
C
E
L
D
E
C
E
L
O
N
O
N
O
N
O
N
O
F
F
U
P
L
DME
3
P
R
E
S
S
21
24
A
C
C
U
12
V
O
R
R
6
30
33
15
DME
ADF
V
O
R
3
0
4
1
3
1
0
ADF
B
R
A
K
E
S
P
S
I1
0
0
0
D
O
W
N
DY HR
MO
DATE
G
M
T
MIN
SET
R
U
N
50
10
CHR
h
min
GMT
40
h
min
20
ET
RUN
ET
STOP
0
0
0
CHR
RST
5
0
RADIO NAV
T.O.
CONFIG
0
0
EMER
CANC
ENG
BLEED
PRESS
EL/AC
EL/DC
APU
COND
DOOR
WHEEL
F/CTL
FUEL
6
ALL
NAV ACCY
NOF 02080 04204 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 11 of 11
NORMAL OPERATIONS
02.090
HOLDING
JUL 28/05
FLIGHT CREW TRAINING MANUAL
PREFACE
ALL
Whenever holding is anticipated, it is preferable to maintain cruise level and
reduce speed to green dot, with ATC clearance, to minimize the holding
requirement. As a rule of thumb, a 0.05 Mach decrease during one hour equates
to 4 minutes hold. However, other operational constraints might make this option
inappropriate.
A holding pattern can be inserted at any point in the flight plan or may be
included as part of the STAR. In either case, the holding pattern can be modified
by the crew.
HOLDING SPEED AND CONFIGURATION
ALL
If a hold is to be flown, provided NAV mode is engaged and the speed is
managed, an automatic speed reduction will occur to achieve green dot speed
when entering the holding pattern. Green dot speed corresponds to an
approximation of the best lift to drag ratio and provides the lowest hourly fuel
consumption.
If green dot speed is greater than the ICAO or state maximum holding speed,
the crew should select flap 1 below 20.000 ft and fly S speed. Fuel consumption
will be increased when holding in anything other than clean configuration and
green dot speed.
IN THE HOLDING PATTERN
ALL
The holding pattern is not included in the descent path computation since the
FMGS does not know how many patterns will be flown. When the holding fix is
sequenced, the FMGS assumes that only one holding pattern will be flown and
updates predictions accordingly. Once in the holding pattern, the VDEV indicates
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 2
NORMAL OPERATIONS
02.090
HOLDING
JUL 28/05
FLIGHT CREW TRAINING MANUAL
the vertical deviation between current aircraft altitude and the altitude at which
the aircraft should cross the exit fix in order to be on the descent profile.
The DES mode guides the aircraft down at -1000 fpm whilst in the holding
pattern until reaching the cleared altitude or altitude constraint.
When in the holding pattern, LAST EXIT UTC/FUEL information is displayed on
the MCDU HOLD page. These predictions are based upon the fuel policy
requirements specified on the MCDU FUEL PRED page with no extra fuel,
assuming the aircraft will divert. The crew should be aware that this information
is computed with defined assumptions e.g.:
. Aircraft weight being equal to landing weight at primary destination
. Flight at FL 220 if distance to ALTN is less than 200 NM, otherwise FL310
performed at maximum range speed.
. Constant wind (as entered in alternate field of the DES WIND page).
. Constant delta ISA (equal to delta ISA at primary destination)
. Airway distance for a company route, otherwise direct distance.
Alternate airport may be modified using the MCDU ALTN airport page which can
be accessed by a lateral revision at destination.
To exit the holding pattern, the crew should select either:
. IMM EXIT (The aircraft will return immediately to the hold fix, exit the holding
pattern and resume its navigation) or
. HDG if radar vectors or
. DIR TO if radar vectors or
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 2
FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
PREFACE
ALL
This section covers general information applicable to all approach types.
Techniques, which apply to specific approach types, will be covered in dedicated
chapters.
All approaches are divided into three parts (initial, intermediate and final) where
various drills have to be achieved regardless of the approach type.
THE APPROACH PARTS AND ASSOCIATED ACTIONS
IAF
Initial Appr
FM NAV ACCY check
Select FLYING REF (attitude/bird)
Activate APPR Phase
D
Intermediate Appr
Regulate A/C deceleration and conf
Manage final axis interception
Final Appr
Monitor appr mode engagement
Monitor trajectory with raw data
Be stabilized at 1000 ft (500 ft)
FAF
NOF 02100 04206 0001
INITIAL APPROACH
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 22
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252
NAVIGATION ACCURACY
Prior to any approach, a navigation accuracy check is to be carried out. On
aircraft equipped with GPS however, no navigation accuracy check is required as
long as GPS PRIMARY is available.
Without GPS PRIMARY or if no GPS is installed, navigation accuracy check has
to be carried out. The navigation accuracy determines which AP modes the crew
should use and the type of display to be shown on the ND.
THE FLYING REFERENCE
It is recommended to use the FD bars for ILS approaches and the FPV called
"bird" with FPD for non-precision or circling approach approaches.
APPROACH PHASE ACTIVATION
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 22
FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
Activation of the approach phase will initiate a deceleration towards VAPP or the
speed constraint inserted at FAF, whichever applies.
When in NAV mode with managed speed, the approach phase activates
automatically when sequencing the deceleration pseudo-waypoint . If an early
deceleration is required, the approach phase can be activated on the MCDU
PERF APPR page. When the approach phase is activated, the magenta target
speed becomes VAPP.
When in HDG mode, e.g. for radar vectoring, the crew will activate the approach
phase manually.
There are two approach techniques:
. The decelerated approach
. The stabilized approach
THE DECELERATED APPROACH
This technique refers to an approach where the aircraft reaches 1000 ft in the
landing configuration at VAPP. In most cases, this equates to the aircraft being
in Conf 1 and at S speed at the FAF. This is the preferred technique for an ILS
approach. The deceleration pseudo-waypoint assumes a decelerated approach
technique.
THE STABILIZED APPROACH
This technique refers to an approach where the aircraft reaches the FAF in the
landing configuration at VAPP. This technique is recommended for non-precision
approaches. To get a valuable deceleration pseudo waypoint and to ensure a
timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF.
STABILIZED VERSUS DECELERATED APPROACH
FAF
FAF
Ldg Conf/VAPP
at FAF
STABILIZED APPR
Conf1/S speed
at FAF
DECELERATED APPR
NOF 02100 04207 0001
F-PLN SEQUENCING
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 22
FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode,
the F-PLN waypoints will sequence automatically only if the aircraft flies close to
the programmed route. Correct F-PLN sequencing is important to ensure that the
programmed missed approach route is available in case of go-around. A good
cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper
right side of the ND, which should remain meaningful.
If under radar vectors and automatic waypoint sequencing does not occur, the
F-PLN will be sequenced by deleting the FROM WPT on the F-PLN page until
the next likely WPT to be over flown is displayed as the TO WPT on the ND.
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702
NAVIGATION ACCURACY
Prior to any approach, a navigation accuracy check is to be carried out. On
aircraft equipped with GPS however, no navigation accuracy check is required as
long as GPS PRIMARY is available.
Without GPS PRIMARY or if no GPS is installed, navigation accuracy check has
to be carried out. The navigation accuracy determines which AP modes the crew
should use and the type of display to be shown on the ND.
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 22
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
THE FLYING REFERENCE
It is recommended to use the FD bars for ILS approaches and the FPV called
"bird" with FPD for non-precision or circling approach approaches.
APPROACH PHASE ACTIVATION
Activation of the approach phase will initiate a deceleration towards VAPP or the
speed constraint inserted at FAF, whichever applies.
When in NAV mode with managed speed, the approach phase activates
automatically when sequencing the deceleration pseudo-waypoint. If an early
deceleration is required, the approach phase can be activated on the MCDU
PERF APPR page. When the approach phase is activated, the magenta target
speed becomes VAPP.
When in HDG mode, e.g. for radar vectoring, the crew will activate the approach
phase manually.
There are two approach techniques:
. The decelerated approach
. The stabilized approach
THE DECELERATED APPROACH
This technique refers to an approach where the aircraft reaches 1000 ft in the
landing configuration at VAPP. In most cases, this equates to the aircraft being
in Conf 1 and at S speed at the FAF. This is the preferred technique for an ILS
approach. The deceleration pseudo waypoint assumes a decelerated approach
technique.
THE STABILIZED APPROACH
This technique refers to an approach where the aircraft reaches the FAF in the
landing configuration at VAPP. This technique is recommended for non-precision
approaches. To get a valuable deceleration pseudo waypoint and to ensure a
timely deceleration, the pilot should enter VAPP as a speed constraint at the FAF.
STABILIZED VERSUS DECELERATED APPROACH
ENV A318/A319/A320/A321 FLEET FCTM
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FAF
FAF
Ldg Conf/VAPP
at FAF
STABILIZED APPR
Conf1/S speed
at FAF
DECELERATED APPR
NOF 02100 04208 0001
F-PLN SEQUENCING
When in NAV mode, the F-PLN will sequence automatically. In HDG/TRK mode,
the F-PLN waypoints will sequence automatically only if the aircraft flies close to
the programmed route. Correct F-PLN sequencing is important to ensure that the
programmed missed approach route is available in case of go-around. A good
cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper
right side of the ND, which should remain meaningful.
If under radar vectors and automatic waypoint sequencing does not occur, the
F-PLN will be sequenced by either using the DIR TO RADIAL IN function or by
deleting the FROM WPT on the F-PLN page until the next likely WPT to be over
flown is displayed as the TO WPT on the ND.
INTERMEDIATE APPROACH
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895
The purpose of the intermediate approach is to bring the aircraft at the proper
speed, altitude and configuration at FAF.
DECELERATION AND CONFIGURATION CHANGE
Managed speed is recommended for the approach. Once the approach phase
has been activated, the A/THR will guide aircraft speed towards the maneuvering
speed of the current configuration, whenever higher than VAPP, e.g. green dot
for Config 0, S speed for Config 1 etc.
To achieve a constant deceleration and to minimize thrust variation, the crew
should extend the next configuration when reaching the next configuration
maneuvering speed + 10 kts (IAS must be lower than VFE next), e.g. when the
speed reaches green dot + 10 kts, the crew should select Config 1. Using this
technique, the mean deceleration rate will be approximately 10 kts/NM in level
flight. This deceleration rate will be twice i.e. 20 kts/NM, with the use of the
speedbrakes.
ENV A318/A319/A320/A321 FLEET FCTM
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If selected speed is to be used to comply with ATC, the requested speed should
be selected on FCU. A speed below the manoeuvring speed of the present
configuration may be selected provided it is above VLS. When the ATC speed
constraint no longer applies, the pilot should push the FCU speed selector to
resume managed speed.
When flying the intermediate approach in selected speed, the crew will activate
the approach phase. This will ensure further proper speed deceleration when
resuming managed speed; otherwise the aircraft will accelerate to the previous
applicable descent phase speed.
In certain circumstances, e.g. tail wind or high weight, the deceleration rate may
be insufficient. In this case, the landing gear may be lowered, preferably below
220 kts (to avoid gear doors overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the crew
should be aware of:
. The increase in VLS with the use of speedbrakes
. The limited effect at low speeds
. The speed brake auto-retraction when selecting Conf 3 (A321 only) or Conf
full. (Not applicable for A318)
INTERCEPTION OF FINAL APPROACH COURSE
To ensure a smooth interception of final approach course, the aircraft ground
speed should be appropriate, depending upon interception angle and distance to
runway threshold. The pilot should refer to applicable raw data (LOC, needles),
XTK information on ND and wind component for the selection of an appropriate
IAS.
If ATC provides radar vectors, the crew will sequence the F-PLN by checking
that the TO WPT, on upper right hand corner of ND, is the most probable one
and meaningful. This provides:
. A comprehensive ND display
. An assistance for lateral interception (XTK)
. A meaningful vertical deviation
. The go around route to be displayed.
When established on the LOC, a DIR TO should not be performed to sequence
the F-PLN as this will result in the FMGS reverting to NAV mode. In this case,
the LOC will have to be re-armed and re-captured, increasing workload unduly.
The final approach course interception in NAV mode is possible if GPS is
PRIMARY or if the navigation accuracy check is positive.
ENV A318/A319/A320/A321 FLEET FCTM
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If ATC gives a new wind for landing, the crew will update it on MCDU PERF
APPR page.
Once cleared for the approach, the crew will press the APPR P/B to arm the
approach modes when applicable.
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660 0715
0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907 0910-0911
0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000 1002
1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080 1082
1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137 1139-1140
1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176 1184-1185
1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235 1238-1242
1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283 1299-1300 1302
1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346 1349 1351-1353
1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398 1400 1404-1406
1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444 1446 1449 1451-1453
1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483 1486 1488 1490-1491
1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518 1520 1523-1524 1526-1528
1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562 1564 1566-1568 1570-1571
1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602 1605-1608 1610-1616 1618-1619
1621-1626 1628-1634 1637-1638 1640-1646 1650 1652 1656-1663 1665 1668 1672-1673
1675-1678 1682-1687 1689-1691 1693 1695-1696 1699 1703 1705-1712 1714-1715 1717-1723
1725-1727 1730 1733 1735 1738-1740 1742-1754 1756-1757 1759-1767 1769-1772 1774-1777
1779-1785 1787-1789 1791 1794-1798 1800-1808 1810-1815 1817-1820 1823-1828 1831-1833
1835 1837-1839 1841 1843 1846 1848-1864 1866-1891 1893-1894 1896-2702
The purpose of the intermediate approach is to bring the aircraft at the proper
speed, altitude and configuration at FAF.
DECELERATION AND CONFIGURATION CHANGE
Managed speed is recommended for the approach. Once the approach phase
has been activated, the A/THR will guide aircraft speed towards the maneuvering
speed of the current configuration, whenever higher than VAPP, e.g. green dot
for Config 0, S speed for Config 1 etc.
To achieve a constant deceleration and to minimize thrust variation, the crew
should extend the next configuration when reaching the next configuration
maneuvering speed + 10 kts (IAS must be lower than VFE next), e.g. when the
speed reaches green dot + 10 kts, the crew should select Config 1. Using this
technique, the mean deceleration rate will be approximately 10 kts/NM in level
ENV A318/A319/A320/A321 FLEET FCTM
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flight. This deceleration rate will be twice i.e. 20 kts/NM, with the use of the
speedbrakes.
If selected speed is to be used to comply with ATC, the requested speed should
be selected on FCU. A speed below the manoeuvring speed of the present
configuration may be selected provided it is above VLS. When the ATC speed
constraint no longer applies, the pilot should push the FCU speed selector to
resume managed speed.
When flying the intermediate approach in selected speed, the crew will activate
the approach phase. This will ensure further proper speed deceleration when
resuming managed speed; otherwise the aircraft will accelerate to the previous
applicable descent phase speed.
In certain circumstances, e.g. tail wind or high weight, the deceleration rate may
be insufficient. In this case, the landing gear may be lowered, preferably below
220 kts (to avoid gear doors overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the crew
should be aware of:
. The increase in VLS with the use of speedbrakes
. The limited effect at low speeds
. The speed brake auto-retraction when selecting the landing configuration. (Not
applicable for A318)
INTERCEPTION OF FINAL APPROACH COURSE
To ensure a smooth interception of final approach course, the aircraft ground
speed should be appropriate, depending upon interception angle and distance to
runway threshold. The pilot should refer to applicable raw data (LOC, needles),
XTK information on ND and wind component for the selection of an appropriate
IAS.
If ATC provides radar vectors, the crew will use the DIR TO RADIAL INBND
facility. This ensures:
. A proper F-PLN sequencing
. A comprehensive ND display
. An assistance for lateral interception
. The VDEV to be computed on reasonable distance assumptions.
However, considerations should be given the following:
. A radial is to be inserted in the MCDU. In the following example, the final
approach course is 090˚ corresponding to radial 270˚.
. Deceleration will not occur automatically as long as lateral mode is HDG
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FLIGHT CREW TRAINING MANUAL
When established on the LOC, a DIR TO should not be performed to sequence
the F-PLN as this will result in the FMGS reverting to NAV mode. In this case,
the LOC will have to be re-armed and re-captured, increasing workload unduly.
The final approach course interception in NAV mode is possible if GPS is
PRIMARY or if the navigation accuracy check is positive.
USE OF DIR TO RADIAL IN FACILITY
FAF
INTCPT
RADIAL 270
090
XTK
dist
NOF 02100 04209 0001
If ATC gives a new wind for landing, the crew will update it on MCDU PERF
APPR page.
Once cleared for the approach, the crew will press the APPR P/B to arm the
approach modes when applicable.
FINAL APPROACH
ALL
FINAL APPROACH MODE ENGAGEMENT MONITORING
The crew will monitor the engagement of G/S* for ILS approach, FINAL for fully
managed NPA or will select the Final Path Angle (FPA) reaching FAF for
selected NPA. If the capture or engagement is abnormal, the pilot will either use
an appropriate selected mode or take over manually.
FINAL APPROACH MONITORING
ENV A318/A319/A320/A321 FLEET FCTM
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The final approach is to be monitored through available data. Those data
depends on the approach type and the result of the navigation accuracy check.
Approach type
ILS
Navigation accuracy check
-
Managed NPA
GPS primary
Managed NPA
Non GPS PRIMARY
Selected NPA
Accuracy check negative
Data to be monitored
LOC, GS deviation, DME
and/or OM
VDEV, XTK and F-PLN
VDEV, XTK, Needles, DME
and ALT
Needles, DME and ALT,
Time
USE OF A/THR
The pilot should use the A/THR for approaches as it provides accurate speed
control. The pilot will keep hand on the thrust levers so as to be prepared to
react if needed. If for any reason, the speed drops below VAPP significantly, the
pilot will push the thrust levers forward above CLB detent (but below MCT) till
the speed trend arrow indicates an acceleration then bring back the thrust levers
into CLB detent. This is enough to be quickly back on speed.
USE OF A/THR FOR FINAL APPROACH
CL
CL
B
B
T
MC
T
MC
Speed drop
Move levers
above CLB
Acceleration
Bring levers
back to CLB
NOF 02100 04210 0001
The pilot should keep in mind, however, that, when below 100 ft AGL, moving
the thrust levers above the CLB detent would result in the A/THR disconnection.
During final approach, the managed target speed moves along the speed scale
as a function of wind variation. The pilot should ideally check the reasonableness
of the target speed by referring to GS on the top left on ND. If the A/THR
ENV A318/A319/A320/A321 FLEET FCTM
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performance is unsatisfactory, the pilot should disconnect it and control the thrust
manually.
If the pilot is going to perform the landing using manual thrust, the A/THR should
be disconnected by 1000 feet on the final approach.
GO-AROUND ALTITUDE SETTING
When established on final approach, the go-around altitude must be set on FCU.
This can be done at any time when G/S or FINAL mode engages. However, on
a selected Non Precision Approach, i.e. when either FPA or V/S is used, the
missed approach altitude must only be set when the current aircraft altitude is
below the missed approach altitude, in order to avoid unwanted ALT*.
TRAJECTORY STABILIZATION
The aircraft will be stabilized in path, configuration and speed at
. 1000 ft AGL minimum IMC
. 500 ft AGL minimum VMC
Or as restricted by the airline policy/regulations otherwise a go-around should be
initiated.
REACHING THE MINIMA
Decision to land or go-around must be made at MDA/DH at the latest. Reaching
the MDA/DH, at MINIMUM call out:
. If suitable visual reference can be maintained and the aircraft is properly
established, continue and land.
. If not, go-around.
The MDA/DH should not be set as target altitude on the FCU. If the MDA/DH
were inserted on the FCU, this would cause a spurious ALT* when approaching
MDA/DH, resulting in the approach becoming destabilised at a critical stage.
AP DISCONNECTION
During the final approach with the AP engaged, the aircraft will be stabilised and
tracking towards the runway. Therefore, when disconnecting the AP for a manual
landing, the pilot should avoid the temptation to make large inputs on the
sidestick. Common errors are reducing the drift too early and/or descending
below the final path.
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VAPP
MSN 0002-0068 0073-0077 0080-0082 0084-0085 0087-0091 0095-0103 0106-0108 0112-0115
0118-0134 0136 0138-0146 0148-0160 0163-0171 0173-0199 0203-0208 0210-0215 0219-0266
0270-0345 0347-0363 0365-0381 0383-0384 0386-0400 0402-0411 0413-0432 0435-0457
0459-0467 0469-0472 0475-0476 0478-0483 0485-0487 0489-0492 0496-0497 0499-0501
0503-0504 0506-0508 0510-0512 0523 0525 0527-0528 0530-0531 0534 0537 0539-0540
0542-0543 0547 0549 0551 0554 0556 0558 0561 0565 0568-0569 0571 0573 0575
0579-0580 0582 0584 0587 0589-0590 0592 0594 0601 0605 0607 0611 0613 0615 0617
0619 0622 0624 0626 0628 0630 0632 0638 0640 0645 0648 0650 0653 0655 0657-0659
0661-0662 0665 0667 0669 0671 0676 0678 0683 0685 0696 0698 0702 0704-0710 0712
0714 0716 0718 0720 0722 0724 0726 0730 0733 0735 0737 0739 0741 0743 0745 0747
0749 0751 0753-0754 0758 0760 0762 0764 0766 0770 0772 0778 0780 0786 0789 0791
0795 0799 0801 0803 0805 0807 0814 0818 0820 0822 0824 0826 0828 0830 0832 0834
0836 0838-0839 0842 0846 0849 0851 0854 0856-0857 0859 0865-0866 0872 0874 0876
0879 0881 0883 0886 0888 0892 0895 0897 0899-0900 0902-0903 0907 0909 0911-0912
0914 0916 0918-0919 0921 0923 0925 0927-0928 0932 0937 0939 0943 0950 0953 0955
0958 0962 0964 0966-0967 0969 0973 0975 0977-0978 0981 0984 0986 0988 0990 0992
0994 0996 1001 1003 1005 1007 1009 1011 1013 1037 1059 1063 1067 1087 1099 1101
1119 1200 1208 1221 1229 1255 1262 1288 1292 1318 1347 1379 1396 1430 1454 1461
1484 1516 1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1736 1789 1793 1809
1812 1973 2054 2061 2082 2092 2225 2242 2248 2347 2391
The approach speed (VAPP) is defined by the crew to perform the safest
approach. It is function of gross weight, configuration, headwind, A/THR ON/OFF,
icing and downburst.
-
Gross weight
Configuration
VAPP=VLS +
Max
5 ks for severe icing
5 kts for A/THR ON
1/3 of steady headwind (limited to 15 kts)
NOF 02100 04213 0001
In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page,
once tower wind and FLAP3 or FLAP FULL landing configuration has been
inserted (VAPPfmgc = Vls + 5kt + 1/3 tower head wind component on landing
RWY in the F-PLN}).
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The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if
landing is performed with A/THR OFF, with no wind, no downburst and no icing.
He can insert a higher VAPP in case of strong suspected downburst, but this
increment is limited to 15 kts above VLS.
The crew will bear in mind that the wind entered in MCDU PERF APPR page
considers the wind direction to be in the same reference as the runway direction
e. g. if airport is magnetic referenced, the crew will insert magnetic wind. The
wind direction provided by ATIS and tower is given in the same reference as the
runway direction whereas the wind provided by VOLMET, METAR or TAF is
always true referenced.
VAPP is computed at predicted landing weight while the aircraft is in CRZ or
DES phase. Once the approach phase is activated, VAPP is computed using
current gross weight.
Managed speed should be used for final approach as it provides Ground Speed
mini (GS mini) guidance, even when the VAPP has been manually inserted.
MSN 0069-0072 0078 0083 0086 0093-0094 0104 0110-0111 0116-0117 0135 0137 0147
0161-0162 0172 0200-0202 0209 0216-0218 0267-0269 0346 0364 0382 0385 0401 0412
0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502 0505 0509 0513-0522
0524 0526 0529 0532-0533 0535 0538 0541 0544-0546 0548 0550 0552-0553 0555
0557 0559-0560 0562-0564 0566-0567 0570 0572 0574 0576-0578 0581 0583 0585-0586
0588 0591 0593 0595-0600 0603-0604 0606 0608-0610 0612 0614 0616 0618 0620-0621
0623 0625 0627 0629 0631 0633-0637 0639 0641-0644 0646-0647 0649 0651-0652 0654
0656 0660 0663-0664 0666 0668 0670 0672-0675 0677 0679-0682 0684 0686-0695 0697
0699-0701 0703 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734
0736 0738 0740 0742 0744 0746 0748 0750 0752 0755-0757 0759 0761 0763 0765
0767-0769 0771 0773-0777 0779 0781-0785 0787-0788 0790 0792-0794 0796-0798 0800
0802 0804 0806 0808-0813 0815-0817 0819 0821 0823 0825 0827 0829 0831 0833 0835
0837 0840-0841 0843-0845 0847-0848 0850 0852-0853 0855 0858 0860-0864 0867-0871
0873 0875 0877-0878 0880 0882 0884-0885 0887 0889-0891 0893-0894 0896 0898 0901
0904-0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929-0931 0933-0936 0938
0940-0942 0944-0949 0951-0952 0954 0956-0957 0959-0961 0963 0965 0968 0970-0972
0974 0976 0979-0980 0982-0983 0985 0987 0989 0991 0993 0995 0997-1000 1002 1004
1006 1008 1010 1012 1014-1036 1038-1058 1060-1062 1064-1066 1068-1086 1088-1098
1100 1102-1118 1120-1199 1201-1207 1209-1220 1222-1228 1230-1254 1256-1261 1263-1287
1289-1291 1293-1317 1319-1346 1348-1378 1380-1395 1397-1429 1431-1453 1455-1460
1462-1483 1486-1515 1517-1529 1531-1534 1536-1539 1541-1549 1551-1632 1634-1640
1642-1645 1647-1654 1656-1673 1675-1693 1695-1735 1737-1788 1790-1792 1794-1808
1810-1811 1814-1972 1974-2053 2055-2060 2062-2081 2083-2091 2093-2224 2226-2241
2243-2247 2249-2346 2348-2390 2392-2702
The approach speed (VAPP) is defined by the crew to perform the safest
approach. It is function of gross weight, configuration, headwind, A/THR ON/OFF,
icing and downburst.
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Gross weight
Configuration
VAPP=VLS +
Max
5 kts for severe icing
5 kts for A/THR ON
1/3 of steady headwind (limited to 15 kts)
NOF 02100 04214 0001
In most cases, the FMGC provides valuable VAPP on MCDU PERF APPR page,
once tower wind and FLAP3 or FLAP FULL landing configuration has been
inserted (VAPPfmgc = Vls + max of {5kt, 1/3 tower head wind component on
landing RWY in the F-PLN}).
The crew can insert a lower VAPP on the MCDU APPR page, down to VLS, if
landing is performed with A/THR OFF, with no wind, no downburst and no icing.
He can insert a higher VAPP in case of strong suspected downburst, but this
increment is limited to 15 kts above VLS.
The crew will bear in mind that the wind entered in MCDU PERF APPR page
considers the wind direction to be in the same reference as the runway direction
e. g. if airport is magnetic referenced, the crew will insert magnetic wind. The
wind direction provided by ATIS and tower is given in the same reference as the
runway direction whereas the wind provided by VOLMET, METAR or TAF is
always true referenced.
VAPP is computed at predicted landing weight while the aircraft is in CRZ or
DES phase. Once the approach phase is activated, VAPP is computed using
current gross weight.
Managed speed should be used for final approach as it provides Ground Speed
mini (GS mini) guidance, even when the VAPP has been manually inserted.
GROUND SPEED MINI
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252
PURPOSE
The purpose of the ground speed mini function is to keep the aircraft energy
level above a minimum value, whatever the wind variations or gusts.
This allows an efficient management of the thrust in gusts or longitudinal shears.
Thrust varies in the right sense, but in a smaller range (± 15% N1) in gusty
situations, which explains why it is recommended in such situations.
It provides additional but rational safety margins in shears.
It allows pilots "to understand what is going on" in perturbed approaches by
monitoring the target speed magenta bugs: when target goes up = head wind
gust.
COMPUTATION
ENV A318/A319/A320/A321 FLEET FCTM
Page 17 of 22
FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
This minimum energy level is the energy the aircraft will have at landing with the
expected tower wind; it is materialized by the ground speed of the aircraft at that
time which is called GS mini:
GS mini = VAPP - Tower head wind component
In order to achieve that goal, the aircraft ground speed should never drop below
GS mini in the approach, while the winds are changing. Thus the aircraft IAS
must vary while flying down, in order to cope with the gusts or wind changes. In
order to make this possible for the pilot or for the ATHR, the FMGS continuously
computes an IAS target speed, which ensures that the aircraft ground speed is
at least equal to GS mini; the FMGS uses the instantaneous wind component
experienced by the aircraft:
IAS Target Speed = GS mini + Current headwind component
This target speed is limited by VAPP in case of tailwind or if instantaneous wind
is lower than the tower wind.
EXAMPLE
20 kts headwind
(a)
VLS=130 kts
Tower wind=20 kt Head wind
Vapp=130 + 1/3 HW
=137 kt
GS mini=Vapp − HW
=117 kt
40 kts headwind
(b)
(c)
10 kts Tailwind
Tower wind
NOF 02100 04215 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 18 of 22
NORMAL OPERATIONS
02.100
APPROACH GENERAL
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FLIGHT CREW TRAINING MANUAL
(a)
Current wind
= tower wind
Vapp is the IAS target
(b)
Head wind gust
The IAS target increases
The IAS increases
Ground speed = GS mini GS mini is maintained
Thrust slightly increases
(c)
Tailwind gust
The IAS target decreases
(not below Vapp)
The IAS decreases
GS increases
Thrust slightly decreases
160
140
160
120
140
140
GS
117
GS mini
GS
GS
117
GS mini
GS
GS
147
GS mini
GS
NOF 02100 04216 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 19 of 22
FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702
PURPOSE
The purpose of the ground speed mini function is to keep the aircraft energy
level above a minimum value, whatever the wind variations or gusts.
This allows an efficient management of the thrust in gusts or longitudinal shears.
Thrust varies in the right sense, but in a smaller range (± 15% N1) in gusty
situations, which explains why it is recommended in such situations.
It provides additional but rational safety margins in shears.
It allows pilots "to understand what is going on" in perturbed approaches by
monitoring the target speed magenta bugs: when target goes up = head wind
gust.
COMPUTATION
This minimum energy level is the energy the aircraft will have at landing with the
expected tower wind; it is materialized by the ground speed of the aircraft at that
time which is called GS mini:
ENV A318/A319/A320/A321 FLEET FCTM
Page 20 of 22
FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
GS mini = VAPP - Tower head wind component
In order to achieve that goal, the aircraft ground speed should never drop below
GS mini in the approach, while the winds are changing. Thus the aircraft IAS
must vary while flying down, in order to cope with the gusts or wind changes. In
order to make this possible for the pilot or for the ATHR, the FMGS continuously
computes an IAS target speed, which ensures that the aircraft ground speed is
at least equal to GS mini; the FMGS uses the instantaneous wind component
experienced by the aircraft:
IAS Target Speed = GS mini + Current headwind component
This target speed is limited by VFE-5 in case of very strong gusts, by VAPP in
case of tailwind or if instantaneous wind is lower than the tower wind.
EXAMPLE
20 kts headwind
(a)
VLS=130 kts
Tower wind=20 kt Head wind
Vapp=130 + 1/3 HW
=137 kt
GS mini=Vapp − HW
=117 kt
40 kts headwind
(b)
(c)
10 kts Tailwind
Tower wind
NOF 02100 04217 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 21 of 22
NORMAL OPERATIONS
02.100
APPROACH GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
(a)
Current wind
= tower wind
Vapp is the IAS target
(b)
Head wind gust
The IAS target increases
The IAS increases
Ground speed = GS mini GS mini is maintained
Thrust slightly increases
(c)
Tailwind gust
The IAS target decreases
(not below Vapp)
The IAS decreases
GS increases
Thrust slightly decreases
160
140
160
120
140
140
GS
117
GS mini
GS
GS
117
GS mini
GS
GS
147
GS mini
GS
NOF 02100 04219 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 22 of 22
NORMAL OPERATIONS
02.110
ILS APPROACH
JUL 28/05
FLIGHT CREW TRAINING MANUAL
PREFACE
ALL
This chapter deals with some characteristics of the ILS approach.
Recommendations mentioned in APPROACH GENERAL chapter apply.
For CAT1 ILS, the crew will insert DA/DH values into MDA (or MDH if QFE
function is available) field on the MCDU PERF APPR page, since these values
are baro referenced.
For CATII or CATIII ILS, the crew will insert DH into DH field on MCDU PERF
APPR page, since this value is a radio altitude referenced.
INITIAL APPROACH
MSN 0006 0008 0011 0017-0018 0022-0032 0034-0035 0037-0043 0045-0060 0064-0086
0089-0099 0103-0107 0110-0112 0114 0116-0127 0132 0135 0137-0142 0147-0154 0157
0159-0172 0174-0175 0178-0183 0185 0189-0198 0200-0202 0205-0206 0208-0210 0212-0213
0216-0219 0221-0222 0225 0229-0234 0238 0242-0243 0245 0247-0263 0265 0267-0269
0271-0273 0275-0277 0279-0284 0288-0302 0304-0311 0313-0322 0324-0336 0338-0351
0353-0355 0357-0376 0378-0411 0413-0432 0435-0452 0454-0457 0459-0467 0469-0472
0475-0476 0478-0483 0485-0487 0489-0490 0492 0496-0497 0499-0501 0503-0504 0506-0508
0510-0512 0523 0525 0527-0528 0531 0534 0537-0540 0542-0543 0546-0547 0549 0551
0554-0556 0558 0561 0568 0571-0572 0579 0584 0587 0589-0592 0594 0597 0601
0604-0607 0611 0613-0615 0617 0619 0622 0624 0626 0628 0630 0632-0634 0636
0638-0640 0645 0648-0650 0655-0656 0658 0662 0669-0672 0676-0678 0682-0683 0685-0686
0688 0690-0691 0693 0695 0697 0702 0707 0711 0714 0716 0719 0721 0724 0726
0728 0730-0733 0735-0736 0740-0742 0746-0748 0751-0752 0756-0760 0762 0764 0766
0769-0770 0772-0773 0778-0780 0783-0786 0788-0789 0791 0795 0798-0801 0803-0804
0807 0813-0814 0817-0818 0820 0822 0824-0826 0828-0832 0834 0836 0840 0842-0843
0845-0847 0850-0852 0856-0858 0862 0865-0867 0871 0873-0874 0876 0879 0882-0883
0886 0888-0889 0893 0898 0902-0903 0907 0911-0912 0916 0918 0921 0923-0925 0931
0937 0944 0948 0952-0953 0955 0962 0964-0965 0978 0980-0981 0988-0989 0996 1001
1003 1007 1011 1022 1032 1037 1043 1049-1050 1056 1058 1062 1064 1071 1075-1076
1078-1079 1083 1085 1088 1090-1091 1110-1111 1116-1117 1126 1129 1131 1149 1164
1166-1167 1178 1191 1223 1230 1234 1249 1274 1281 1284 1323-1325 1346 1350 1373
1375 1392 1395 1397 1414 1434 1453 1456 1483 1498 1501 1520 1535 1543 1549 1567
1570 1582 1633 1641 1646 1659 1662 1683 1685 1693 1709 1714 1738 1746 1752 1766
1774 1789 1796 1800 1810 1812 1815 1819-1820 1824 1828 1833 1839 1870 1875 1897
1923 1959 1976 1982 1990 2002 2013 2026 2028 2039 2047 2082 2087 2092 2095 2369
2373 2464 2474
NAVIGATION ACCURACY
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 8
NORMAL OPERATIONS
02.110
ILS APPROACH
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The navigation accuracy will be monitored throughout the approach and the crew
will be prepared to modify the approach strategy if required. If NAV ACCURACY
DOWNGRAD message is displayed on ND, the crew will use raw data to
crosscheck navigation accuracy.
Navigation accuracy determines which autopilot modes the flight crew should
use, and the type of displays to be shown on the ND.
NAVIGATION ACCURACY
NAV ACCUR HIGH
NAV ACCUR HIGH
NAV ACCUR LOW and NAV
ACCURACY check ≤1 NM
GPS PRIMARY LOST and
NAV ACCUR LOW and NAV
ACCURACY check >1 NM
Aircraft flying within
unreliable radio navaid area
ND
PF
PNF
ARC or ROSE NAV with navaid
raw data
ROSE ILS
ARC or ROSE
NAV or ROSE
ILS with navaid
raw data
AP/FD mode
NAV
HDG or TRK
FLYING REFERENCE
The crew will select HDG V/S on the FCU i.e. "bird" off.
APPROACH PHASE ACTIVATION
For a standard ILS, the crew should plan a decelerated approach. However, if
the G/S angle is greater than 3.5˚ or if forecast tail wind at landing exceeds 10
kt (if permitted by the AFM), a stabilized approach is recommended.
If FAF is at or below 2000 ft AGL and if deceleration is carried out using
selected speed, the crew should plan a deceleration in order to be able to select
config. 2 one dot below the G/S.
MISCELLANEOUS
The ILS or LS PB is to be checked pressed in the first stage of the approach.
The crew will check that
. LOC and GS scales and deviations are displayed on PFD
. IDENT is properly displayed on the PFD. If no or wrong ident displayed, the
crew will check the audio ident.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 8
NORMAL OPERATIONS
02.110
ILS APPROACH
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0087-0088
0100-0102 0108 0113 0115 0128-0131 0133-0134 0136 0143-0146 0155-0156 0158 0173
0176-0177 0184 0186-0188 0199 0203-0204 0207 0211 0214-0215 0220 0223-0224 0226-0228
0235-0237 0239-0241 0244 0246 0264 0266 0270 0274 0278 0285-0287 0303 0312 0323 0337
0352 0356 0377 0412 0434 0453 0458 0468 0473-0474 0477 0484 0488 0491 0493-0495
0498 0502 0505 0509 0513-0522 0524 0526 0529-0530 0532-0533 0535 0541 0544-0545
0548 0550 0552-0553 0557 0559-0560 0562-0567 0569-0570 0573-0578 0580-0583 0585-0586
0588 0593 0595-0596 0598-0600 0603 0608-0610 0612 0616 0618 0620-0621 0623 0625
0627 0629 0631 0635 0637 0641-0644 0646-0647 0651-0654 0657 0659-0661 0663-0668
0673-0675 0679-0681 0684 0687 0689 0692 0694 0696 0698-0701 0703-0706 0709-0710
0712-0713 0715 0717-0718 0720 0722-0723 0725 0727 0729 0734 0737-0739 0743-0745
0749-0750 0753-0755 0761 0763 0765 0767-0768 0771 0774-0777 0781-0782 0787 0790
0792-0794 0796-0797 0802 0805-0806 0808-0812 0815-0816 0819 0821 0823 0827 0833
0835 0837-0839 0841 0844 0848-0849 0853-0855 0859-0861 0863-0864 0868-0870 0872 0875
0877-0878 0880-0881 0884-0885 0887 0890-0892 0894-0897 0899-0901 0904-0906 0908-0910
0913-0915 0917 0919-0920 0922 0926-0930 0932-0936 0938-0943 0945-0947 0949-0951 0954
0956-0961 0963 0966-0977 0979 0982-0987 0990-0995 0997-1000 1002 1004-1006 1008-1010
1012-1021 1023-1031 1033-1036 1038-1042 1044-1048 1051-1055 1057 1059-1061 1063
1065-1070 1072-1074 1077 1080-1082 1084 1086-1087 1089 1092-1109 1112-1115 1118-1125
1127-1128 1130 1133-1148 1150-1163 1165 1168-1177 1180-1190 1192-1222 1224-1229
1231-1233 1235-1248 1250-1273 1275-1280 1282-1283 1285-1321 1326-1345 1347-1349
1351-1372 1374 1376-1391 1393-1394 1396 1398-1413 1415-1433 1435-1452 1454-1455
1457-1482 1484-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765 1767-1773
1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823 1825-1827
1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958 1960-1975
1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046 2048-2081
2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473 2475-2702
NAVIGATION ACCURACY
When GPS PRIMARY is available, no NAV ACCURACY monitoring is required.
When GPS PRIMARY is lost the crew will check on MCDU PROG page that the
required navigation accuracy is appropriate. If NAV ACCURACY DOWNGRAD is
displayed, the crew will use raw data for navigation accuracy check. The
navigation accuracy determines which AP modes the crew should use and the
type of display to be shown on the ND.
NAVIGATION ACCURACY
GPS PRIMARY
NAV ACCUR HIGH
NAV ACCUR LOW and NAV
ACCURACY check ≤1 NM
ND
PF
PNF
ARC or ROSE NAV with navaid
raw data
ENV A318/A319/A320/A321 FLEET FCTM
AP/FD mode
NAV
Page 3 of 8
NORMAL OPERATIONS
02.110
ILS APPROACH
JUL 28/05
FLIGHT CREW TRAINING MANUAL
GPS PRIMARY LOST and
NAV ACCUR LOW and NAV
ACCURACY check >1 NM
GPS PRIMARY LOST and
Aircraft flying within
unreliable radio navaid area
ROSE ILS
ARC or ROSE
NAV or ROSE
ILS with navaid
raw data
HDG or TRK
FLYING REFERENCE
The crew will select HDG V/S on the FCU i.e. "bird" off.
APPROACH PHASE ACTIVATION
For a standard ILS, the crew should plan a decelerated approach. However, if
the G/S angle is greater than 3.5˚ or if forecast tail wind at landing exceeds 10
kt (if permitted by the AFM), a stabilized approach is recommended.
If FAF is at or below 2000 ft AGL and if deceleration is carried out using
selected speed, the crew should plan a deceleration in order to be able to select
config. 2 one dot below the G/S.
MISCELLANEOUS
The ILS or LS PB is to be checked pressed in the first stage of the approach.
The crew will check that
. LOC and GS scales and deviations are displayed on PFD
. IDENT is properly displayed on the PFD. If no or wrong ident displayed, the
crew will check the audio ident.
INTERMEDIATE APPROACH
ALL
INTERCEPTION OF FINAL APPROACH COURSE
When cleared for the ILS, the APPR pb should be pressed. This arms the
approach mode and LOC and GS are displayed in blue on the FMA. At this
stage the second AP, if available, should be selected.
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 8
NORMAL OPERATIONS
02.110
ILS APPROACH
JUL 28/05
FLIGHT CREW TRAINING MANUAL
If the ATC clears for a LOC capture only, the crew will press LOC p/b on the
FCU.
If the ATC clears for approach at a significant distance, e.g. 30 NM, the crew
should be aware that the G/S may be perturbed and CAT 1 will be displayed on
FMA till a valid Radio Altimeter signal is received.
FINAL APPROACH
ALL
GLIDE SLOPE INTERCEPTION FROM ABOVE
The following procedure should only be applied when established on the
localizer. There are a number of factors which might lead to a glide slope
interception from above. In such a case, the crew must react without delay to
ensure the aircraft is configured for landing before 1000 ft AAL. In order to get
the best rate of descent when cleared by ATC and below the limiting speeds,
the crew should lower the landing gear and select Config 2. Speedbrakes may
also be used, noting the considerations detailed in the sub-section "Deceleration
and configuration change" earlier in this chapter. The recommended target speed
for this procedure is VFE 2 - 5kts. When cleared to intercept the glide slope, the
crew should:
. Press the APPR pb on FCU and confirm G/S is armed.
. Select the FCU altitude above aircraft altitude to avoid unwanted ALT*.
. Select V/S 1500 fpm initially. V/S in excess of 2000 fpm will result in the
speed increasing towards VFE
A/C HIGH ABOVE G/S - RECOMMENDED G/S CAPTURE TECHNIQUE
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NORMAL OPERATIONS
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ILS APPROACH
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FLIGHT CREW TRAINING MANUAL
FCU alt
selected
above
A/C altitude
SPEED V/S − 1500
GS
FCU alt
selected
to Go Around
altitude
SPEED G/S*
G/S INTCPT
NOF 02110 04220 0001
It is vital to use V/S rather than OP DES to ensure that the A/THR is in speed
mode rather than IDLE mode. The rate of descent will be carefully monitored to
avoid exceeding VFE . When approaching the G/S, G/S* will engage. The crew
will monitor the capture with raw data (pitch and G/S deviation). The missed
approach altitude will be set on the FCU and speed reduced so as to be
configured for landing by 1000 ft.
In such a situation, taking into account the ground obstacles and if ATC permits,
it may be appropriate to carry out a 360˚ turn before resuming the approach.
Close to the ground, avoid important down corrections. Give priority to attitude
and sink rate. (See TAILSTRIKE AVOIDANCE in LANDING section).
MISCELLANEOUS
In case of double receiver failure, the red LOC/GS flags are displayed, ILS
scales are removed, THE AP trips off and the FDs revert to HDG/VS mode.
In case of the ILS ground transmitter failure, the AP/FD with LOC/GS modes will
remain ON. This is because such a failure is commonly transient. In such a
case, ILS scales and FD bars are flashing. If R/A height is below 200 ft, the red
LAND warning is triggered. If this failure lasts more than several seconds or in
case of AUTOLAND red warning, the crew will interrupt the approach.
ILS RAW DATA
ALL
INITIAL APPROACH
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NORMAL OPERATIONS
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ILS APPROACH
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FLIGHT CREW TRAINING MANUAL
FLYING REFERENCE
The "bird" is to be used as the flying reference.
APPROACH PHASE ACTIVATION
The approach technique is the stabilized approach.
INTERMEDIATE APPROACH
The TRK index will be set to the ILS course and, once established on the LOC,
the tail of the bird should be coincident with the TRK index. This method allows
accurate LOC tracking taking into account the drift.
Should the LOC deviate, the pilot will fly the bird in the direction of the LOC index,
and when re-established on the LOC, set the tail of the bird on the TRK index
again. If there is further LOC deviation, a slight IRS drift should be suspected.
The bird is computed out of IRS data. Thus, it may be affected by IRS data drift
amongst other TRK. A typical TRK error at the end of the flight is 1˚ to 2˚.
The ILS course pointer and the TRK diamond are also displayed on PFD
compass.
FINAL APPROACH
When 1/2 dot below the G/S, the pilot should initiate the interception of the G/S
by smoothly flying the FPV down to the glide path angle. The bird almost sitting
on the -5˚ pitch scale on PFD, provides a -3˚ flight path angle. Should the G/S
deviate, the pilot will make small corrections in the direction of the deviation and
when re-established on the G/S, reset the bird to the G/S angle.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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ILS APPROACH
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FLIGHT CREW TRAINING MANUAL
TRK index selected to FINAL CRS
and corrected as per IRS TRK drift
FPA =
10
31
32
10
33
34
NOF 02110 04223 0001
ENV A318/A319/A320/A321 FLEET FCTM
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02.120
NON PRECISION APPROACH
JUL 28/05
PREFACE
ALL
This chapter deals with some characteristics of the Non Precision Approach
(NPA). Recommendations mentioned in APPROACH GENERAL chapter apply.
NPA are defined as:
. VOR approach
. NDB approach
. LOC, LOC-BC approach
. R-NAV approach.
APPROACH STRATEGY
ALL
The overall strategy of NPA completion is to fly it "ILS alike" with the same
mental image or representation and similar procedure. Instead of being referred
to an ILS beam, the AP/FD guidance modes and associated monitoring data are
referred to the FMS F-PLN consolidated by raw data. LOC only approach is the
exception where LOC mode and localizer scale are to be used. This explains
why the crew must ensure that the FMS data is correct, e.g. FMS accuracy,
F-PLN (lateral and vertical) and proper leg sequencing.
The use of AP is recommended for all non-precision approaches as it reduces
crew workload and facilitates monitoring the procedure and flight path.
LIMITATIONS
ALL
Lateral and vertical managed guidance (FINAL APP) can be used provided the
following conditions are met:
. The approach is defined in the navigation database
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NON PRECISION APPROACH
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. The approach has been crosschecked by the crew with the published procedure
. The approach is approved by the operator for use of FINAL APP mode.
. The final approach is not modified by the crew.
. If one engine is inoperative, it is not permitted to use the autopilot to perform
NPAs in the following modes: FINAL APP, NAV V/S, NAV/FPA. Only FD use is
permitted (FCOM 3.01.22). In others words, if the use of the autopilot is
preferred, its use will be limited to TRK/FPA or HDG/VS modes.
INITIAL APPROACH
MSN 0006 0008 0011 0017-0018 0022-0032 0034-0035 0037-0043 0045-0060 0064-0086
0089-0099 0103-0107 0110-0112 0114 0116-0127 0132 0135 0137-0142 0147-0154 0157
0159-0172 0174-0175 0178-0183 0185 0189-0198 0200-0202 0205-0206 0208-0210 0212-0213
0216-0219 0221-0222 0225 0229-0234 0238 0242-0243 0245 0247-0263 0265 0267-0269
0271-0273 0275-0277 0279-0284 0288-0302 0304-0311 0313-0322 0324-0336 0338-0351
0353-0355 0357-0376 0378-0411 0413-0432 0435-0452 0454-0457 0459-0467 0469-0472
0475-0476 0478-0483 0485-0487 0489-0490 0492 0496-0497 0499-0501 0503-0504 0506-0508
0510-0512 0523 0525 0527-0528 0531 0534 0537-0540 0542-0543 0546-0547 0549 0551
0554-0556 0558 0561 0568 0571-0572 0579 0584 0587 0589-0592 0594 0597 0601
0604-0607 0611 0613-0615 0617 0619 0622 0624 0626 0628 0630 0632-0634 0636
0638-0640 0645 0648-0650 0655-0656 0658 0662 0669-0672 0676-0678 0682-0683 0685-0686
0688 0690-0691 0693 0695 0697 0702 0707 0711 0714 0716 0719 0721 0724 0726
0728 0730-0733 0735-0736 0740-0742 0746-0748 0751-0752 0756-0760 0762 0764 0766
0769-0770 0772-0773 0778-0780 0783-0786 0788-0789 0791 0795 0798-0801 0803-0804
0807 0813-0814 0817-0818 0820 0822 0824-0826 0828-0832 0834 0836 0840 0842-0843
0845-0847 0850-0852 0856-0858 0862 0865-0867 0871 0873-0874 0876 0879 0882-0883
0886 0888-0889 0893 0898 0902-0903 0907 0911-0912 0916 0918 0921 0923-0925 0931
0937 0944 0948 0952-0953 0955 0962 0964-0965 0978 0980-0981 0988-0989 0996 1001
1003 1007 1011 1022 1032 1037 1043 1049-1050 1056 1058 1062 1064 1071 1075-1076
1078-1079 1083 1085 1088 1090-1091 1110-1111 1116-1117 1126 1129 1131 1149 1164
1166-1167 1178 1191 1223 1230 1234 1249 1274 1281 1284 1323-1325 1346 1350 1373
1375 1392 1395 1397 1414 1434 1453 1456 1483 1498 1501 1520 1535 1543 1549 1567
1570 1582 1633 1641 1646 1659 1662 1683 1685 1693 1709 1714 1738 1746 1752 1766
1774 1789 1796 1800 1810 1812 1815 1819-1820 1824 1828 1833 1839 1870 1875 1897
1923 1959 1976 1982 1990 2002 2013 2026 2028 2039 2047 2082 2087 2092 2095 2369
2373 2464 2474
NAVIGATION ACCURACY
The navigation accuracy check is most essential since it determines
. The AP/FD guidance mode to be used
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02.120
NON PRECISION APPROACH
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. The ND display mode to be used
. Which raw data which are to be used.
NAVIGATION
ACCURACY
NAV ACCUR HIGH
NAV ACCUR LOW and
NAV ACCURACY checK
≤1NM
NAV ACCUR LOW and
NAV ACCURACY check
> 1NM
GPS PRIMARY LOST
and aircraft flying within
unreliable radio navaid
area
Approach
guidance
ND
AP/FD
mode
PF
PNF
Managed*** ARC or ROSE NAV* with NAV-FPA or
navaid raw data
APPNAV/FINAL***
Selected
ROSE
VOR**
ARC or
ROSE NAV
or ROSE
VOR** with
navaid raw
data
TRK-FPA
(*) For VOR approach, one pilot may select ROSE VOR
(**) For LOC approach, select ROSE ILS
(***) The managed vertical guidance can be used provided the above limitations
are observed.
Should a NAV ACCY DNGRADED message is displayed before a managed
non-precision approach, the crew should proceed as follow:
. Cross-check the navigation accuracy with raw data
. If positive, continue managed approach. (*)
. If negative, revert to selected approach with raw data.
(*) If HIGH accuracy is lost on one FMGC, the approach can be continued
with the AP/FD associated to the other FMGC.
FLYING REFERENCE
The "bird" is to be used as the flying reference
APPROACH PHASE ACTIVATION
The stabilized approach technique is recommended. The crew will set VAPP as a
speed constraint at FAF in order to get a meaningful deceleration pseudo
waypoint.
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NON PRECISION APPROACH
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MSN 0002-0005 0007 0010 0012-0016 0019-0021 0033 0036 0044 0061-0063 0087-0088
0100-0102 0108 0113 0115 0128-0131 0133-0134 0136 0143-0146 0155-0156 0158 0173
0176-0177 0184 0186-0188 0199 0203-0204 0207 0211 0214-0215 0220 0223-0224 0226-0228
0235-0237 0239-0241 0244 0246 0264 0266 0270 0274 0278 0285-0287 0303 0312 0323 0337
0352 0356 0377 0412 0434 0453 0458 0468 0473-0474 0477 0484 0488 0491 0493-0495
0498 0502 0505 0509 0513-0522 0524 0526 0529-0530 0532-0533 0535 0541 0544-0545
0548 0550 0552-0553 0557 0559-0560 0562-0567 0569-0570 0573-0578 0580-0583 0585-0586
0588 0593 0595-0596 0598-0600 0603 0608-0610 0612 0616 0618 0620-0621 0623 0625
0627 0629 0631 0635 0637 0641-0644 0646-0647 0651-0654 0657 0659-0661 0663-0668
0673-0675 0679-0681 0684 0687 0689 0692 0694 0696 0698-0701 0703-0706 0709-0710
0712-0713 0715 0717-0718 0720 0722-0723 0725 0727 0729 0734 0737-0739 0743-0745
0749-0750 0753-0755 0761 0763 0765 0767-0768 0771 0774-0777 0781-0782 0787 0790
0792-0794 0796-0797 0802 0805-0806 0808-0812 0815-0816 0819 0821 0823 0827 0833
0835 0837-0839 0841 0844 0848-0849 0853-0855 0859-0861 0863-0864 0868-0870 0872 0875
0877-0878 0880-0881 0884-0885 0887 0890-0892 0894-0897 0899-0901 0904-0906 0908-0910
0913-0915 0917 0919-0920 0922 0926-0930 0932-0936 0938-0943 0945-0947 0949-0951 0954
0956-0961 0963 0966-0977 0979 0982-0987 0990-0995 0997-1000 1002 1004-1006 1008-1010
1012-1021 1023-1031 1033-1036 1038-1042 1044-1048 1051-1055 1057 1059-1061 1063
1065-1070 1072-1074 1077 1080-1082 1084 1086-1087 1089 1092-1109 1112-1115 1118-1125
1127-1128 1130 1133-1148 1150-1163 1165 1168-1177 1180-1190 1192-1222 1224-1229
1231-1233 1235-1248 1250-1273 1275-1280 1282-1283 1285-1321 1326-1345 1347-1349
1351-1372 1374 1376-1391 1393-1394 1396 1398-1413 1415-1433 1435-1452 1454-1455
1457-1482 1484-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765 1767-1773
1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823 1825-1827
1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958 1960-1975
1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046 2048-2081
2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473 2475-2702
NAVIGATION ACCURACY
The navigation accuracy check is most essential since it determines
. The AP/FD guidance mode to be used
. The ND display mode to be used
. Which raw data which are to be used.
NAVIGATION
ACCURACY
GPS PRIMARY
NAV ACCUR HIGH
NAV ACCUR LOW and
NAV ACCURACY checK
≤1NM
Approach
guidance
ND
AP/FD
mode
PF
PNF
Managed*** ARC or ROSE NAV* with NAV-FPA or
navaid raw data
APPNAV/FINAL***
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GPS PRIMARY LOST
and NAV ACCUR LOW
and NAV ACCURACY
check > 1NM
GPS PRIMARY LOST
and aircraft flying within
unreliable radio navaid
area
NORMAL OPERATIONS
02.120
NON PRECISION APPROACH
JUL 28/05
Selected
ROSE
VOR**
ARC or
ROSE NAV
or ROSE
VOR** with
navaid raw
data
TRK-FPA
(*) For VOR approach, one pilot may select ROSE VOR
(**) For LOC approach, select ROSE ILS
(***) The managed vertical guidance can be used provided the approach coding
in the navigation database has been validated.
Should a NAV ACCY DNGRADED or a GPS PRIMARY LOST message is
displayed before a managed non-precision approach, the crew should proceed as
follow:
Message
VOR, ADF, VOR/DME
approach
GPS approach
GPS PRIMRAY LOST
Cross-check the
navigation accuracy:
If positive, continue
managed approach (*)
If negative, revert to
selected approach with
raw data.
Interrupt the approach
-
NAV ACCY DNGRADED
(*) If HIGH accuracy is lost on one FMGC, the approach can be continued with
the AP/FD associated to the other FMGC.
FLYING REFERENCE
The "bird" is to be used as the flying reference
APPROACH PHASE ACTIVATION
The stabilized approach technique is recommended. The crew will set VAPP as a
speed constraint at FAF in order to get a meaningful deceleration pseudo
waypoint.
INTERMEDIATE APPROACH
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MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895
INTERCEPTION OF FINAL APPROACH COURSE
It is essential to have a correct F-PLN in order to ensure proper final approach
guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft
along the F-PLN active leg and the managed vertical mode ensures VDEV =0,
VDEV, being computed along the remaining F-PLN to destination. Hence, the
crew will monitor the proper sequencing of the F-PLN, more specifically if HDG
mode is selected, by checking that the TO WPT, on upper right hand corner of
ND, is the most probable one and meaningful.
F-PLN SEQUENCE IN APPROACH
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FAF
C
B
FAF
C
B
A
Radar vectors: pilot has not cleared A, B.
A is still TO WPT − Hence no proper guidance
available nor predictions.
A
Radar vectors: pilot has monitored the TO WPT and cleared
successively A and B when no longer probable. Hence VDEV
is meaningful and APPR NAV or NAV may be armed.
NOF 02120 04224 0001
When ATC gives radar vector and clears for final approach course interception,
the crew will:
⇒ For managed approach
. Select HDG according to ATC
. Select APPR p/b on FCU
. Check on FMA the final approach mode engagement
If the green solid line intercepts the F-PLN active leg (1), this creates an
INTERCPT point with final approach axis. APP NAV will engage when
intercepting the final approach course.
If the green solid line intercepts the PRE NAV engagement path (2), APP
NAV engages when intercepting the final approach course. The PRE NAV
engagement path is at least 1 NM and may be longer depending on aircraft
speed.
HDG or TRK may be used to smooth the final approach course interception.
When close to the final approach course, DIR TO function may be used.
If the green solid line does not intercept the PRE NAV engagement path (3),
APP NAV will not engage.
XTK is related to the beam and the ND gives a comprehensive display.
Additionally, the VDEV becomes active and represents the vertical deviation,
which may include a level segment. The VDEV/brick scale will only be
displayed if ILS or LS pb is not pressed. If the ILS or LS pb is pressed by
mistake, the V/DEV will flash in amber on the PFD.
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FD33L
CD33L
Pre−NAV
engagement path
INTCPT
XTK
FROM
UTC
CD33L
C32 6 °
FD33L
C32 6 °
MD33L
1528
1 545
TOUA
C32 6 °
NOPTA
DE ST
250/
2240
BRG3 5 4 °
1 544
"
T R K3 2 6 °
C32 6 °
LFBO33L
1 23
SPD / ALT
UTC
1545
6 3 . 0°
/* 1 8 1 0
3 3 . 0°
550
1 23/
5
/+
900
1 7
/
D I ST
EFOB
9
5.6
3
2
1
SPEED
ALT
HDG
AP1
FINAL
APP NAV
1FD2
A/THR
MDA 700
NOF 02120 04225 0001
⇒ For selected approach
. Select appropriate TRK on FCU in order to establish final course tracking
with reference to raw data. When established on the final course, the
selected track will compensate for drift.
The final approach course interception will be monitored through applicable raw
data.
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MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702
INTERCEPTION OF FINAL APPROACH COURSE
It is essential to have a correct F-PLN in order to ensure proper final approach
guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft
along the F-PLN active leg and the managed vertical mode ensures VDEV =0,
VDEV, being computed along the remaining F-PLN to destination. Hence, the
crew will monitor the proper sequencing of the F-PLN, more specifically if HDG
mode is selected, by checking that the TO WPT, on upper right hand corner of
ND, is the most probable one and meaningful.
F-PLN SEQUENCE IN APPROACH
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FAF
C
FAF
C
B
B
A
A
Radar vectors: pilot has monitored the TO WPT and cleared
successively A and B when no longer probable. Hence VDEV
is meaningful and APPR NAV or NAV may be armed.
Radar vectors: pilot has not cleared A, B.
A is still TO WPT − Hence no proper guidance
available nor predictions.
NOF 02120 04229 0001
If ATC gives radar vectors for final approach course interception, the crew will use
DIR TO FAF with RADIAL INBND facility. This creates an ILS alike beam which
will be intercepted by NAV and APPR NAV modes. Additionally, the VDEV is
realistic, XTK is related to the beam and the ND gives a comprehensive display.
F-PLN IN APPROACH
FAF
INTCPT
RWY 09
RADIAL 270
XTK
EV
O/VD
on of
functi
dist
YOY
NOF 02120 04230 0001
When cleared for final approach course interception, the pilot will either
⇒ For managed approach
Press APPR p/b on FCU. On the FMA, APP NAV becomes active and FINAL
becomes armed. The VDEV or "brick" scale becomes active and represents
the vertical deviation, which may include a level segment. The VDEV/brick
scale will only be displayed if ILS or LS pb is not pressed. If the ILS or LS
pb is pressed by mistake, the V/DEV will flash in amber on the PFD
⇒ For selected approach
Select adequate TRK on FCU in order to establish final course tracking with
reference to raw data. When established on the final course, the selected
track will compensate for drift.
The final approach course interception will be monitored through applicable raw
data.
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MSN 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252
INTERCEPTION OF FINAL APPROACH COURSE
It is essential to have a correct F-PLN in order to ensure proper final approach
guidance. Indeed the NAV and APPR NAV modes are always guiding the aircraft
along the F-PLN active leg and the managed vertical mode ensures VDEV =0,
VDEV, being computed along the remaining F-PLN to destination. Hence, the
crew will monitor the proper sequencing of the F-PLN, more specifically if HDG
mode is selected, by checking that the TO WPT, on upper right hand corner of
ND, is the most probable one and meaningful.
F-PLN SEQUENCE IN APPROACH
FAF
C
B
FAF
C
B
A
Radar vectors: pilot has not cleared A, B.
A is still TO WPT − Hence no proper guidance
available nor predictions.
A
Radar vectors: pilot has monitored the TO WPT and cleared
successively A and B when no longer probable. Hence VDEV
is meaningful and APPR NAV or NAV may be armed.
NOF 02120 04224 0001
When ATC gives radar vector and clears for final approach course interception,
the crew will:
⇒ For managed approach
. Select HDG according to ATC
. Select APPR p/b on FCU
. Check on FMA the final approach mode engagement
If the green solid line intercepts the F-PLN active leg (1), this creates an
INTERCPT point with final approach axis. APP NAV will engage when
intercepting the final approach course.
If the green solid line intercepts the PRE NAV engagement path (2), APP
NAV engages when intercepting the final approach course. The PRE NAV
engagement path is at least 1 NM and may be longer depending on aircraft
speed.
HDG or TRK may be used to smooth the final approach course interception.
When close to the final approach course, DIR TO function may be used.
If the green solid line does not intercept the PRE NAV engagement path (3),
APP NAV will not engage.
XTK is related to the beam and the ND gives a comprehensive display.
Additionally, the VDEV becomes active and represents the vertical deviation,
which may include a level segment. The VDEV/brick scale will only be
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displayed if ILS or LS pb is not pressed. If the ILS or LS pb is pressed by
mistake, the V/DEV will flash in amber on the PFD.
FD33L
CD33L
Pre−NAV
engagement path
INTCPT
XTK
FROM
UTC
CD33L
C32 6 °
FD33L
C32 6 °
MD33L
1528
1 545
TOUA
C32 6 °
NOPTA
DE ST
250/
2240
BRG3 5 4 °
1 544
"
T R K3 2 6 °
C32 6 °
LFBO33L
1 23
SPD / ALT
UTC
1545
6 3 . 0°
/* 1 8 1 0
3 3 . 0°
550
1 23/
5
/+
900
1 7
/
D I ST
EFOB
9
5.6
3
2
1
SPEED
ALT
HDG
AP1
FINAL
APP NAV
1FD2
A/THR
MDA 700
NOF 02120 04225 0001
⇒ For selected approach
. Select appropriate TRK on FCU in order to establish final course tracking
with reference to raw data. When established on the final course, the
selected track will compensate for drift.
The final approach course interception will be monitored through applicable raw
data.
FINAL APPROACH
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MSN 0028 0035 0037-0038 0043 0045-0058 0064-0067 0074-0077 0080-0082 0089-0091
0095-0099 0113-0114 0163-0166 0168-0169 0178-0182 0189-0190 0193-0195 0198 0221-0222
0225 0230 0232 0238 0243 0247 0249-0252 0256-0257 0259-0261 0271 0275-0276 0280
0289 0291-0292 0294-0296 0299 0301 0304 0308 0314 0316-0317 0320-0322 0326-0327 0332
0334-0336 0338 0343 0347 0349 0351 0353-0354 0357 0361-0363 0366 0368-0369 0371
0373 0376 0379 0386 0389 0391-0394 0396 0398 0405-0406 0411 0414-0416 0422-0425
0428-0432 0437 0440-0441 0443-0444 0446-0449 0451 0453 0455 0460-0461 0467 0469
0471 0476 0478 0480
It is essential that the crew does not modify the final approach in the MCDU
FPLN page.
The final approach will be flown either
. Managed or
. Selected
MANAGED
For a managed approach, APP NAV FINAL becomes active and the FM manages
both lateral and vertical guidance. The crew will monitor the final approach using
. Start of descent blue symbol on ND
. FMA on PFD
. VDEV, XTK, F-PLN on ND with GPS PRIMARY
. VDEV, XTK, F-PLN confirmed by needles, distance/altitude
If APP NAV FINAL does not engage at start of descent, the crew will select FPA
convergent to the final path so as to fly with VDEV=0. Once VDEV=0, the crew
may try to re-engage APPR.
In some NPAs, the final approach flies an "idle descent" segment from one
altitude constraint to another, followed by a level segment. This is materialized by
a magenta level off symbol on ND followed by a blue start of descent.
FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT
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ALT 1
ALT 2
ALT 1
ALT 2
NOF 02120 04231 0001
SELECTED
For a selected approach, the Final Path Angle (FPA) should be preset on the FCU
1 NM prior to the FAF at the latest. A smooth interception of the final approach
path can be achieved by pulling the FPA selector 0.2 NM prior to the FAF.
If GPS is PRIMARY, the crew will monitor VDEV, XTK and F-PLN. Additionally,
for VOR or ADF approaches, the crew will monitor raw data.
MSN 0002-0027 0029-0034 0036 0039-0042 0044 0059-0063 0068-0073 0078 0083-0088
0093-0094 0100-0112 0115-0162 0167 0170-0177 0183-0188 0191-0192 0196-0197 0199-0220
0223-0224 0226-0229 0231 0233-0237 0239-0242 0244-0246 0248 0253-0255 0258 0262-0270
0272-0274 0277-0279 0281-0288 0290 0293 0297-0298 0300 0302-0303 0305-0307 0309-0313
0315 0318-0319 0323-0325 0328-0331 0333 0337 0339-0342 0344-0346 0348 0350 0352
0355-0356 0358-0360 0364-0365 0367 0370 0372 0375 0377-0378 0380-0385 0387-0388 0390
0395 0397 0399-0404 0407-0410 0412-0413 0417-0421 0426-0427 0434-0436 0438-0439 0442
0445 0450 0452 0454 0456-0459 0462-0466 0468 0470 0472-0475 0477 0479 0482-2702
It is essential that the crew does not modify the final approach in the MCDU
FPLN page.
The final approach will be flown either
. Managed or
. Selected
MANAGED
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For a managed approach, FINAL APP becomes active and the FM manages
both lateral and vertical guidance. The crew will monitor the final approach using
. Start of descent blue symbol on ND
. FMA on PFD
. VDEV, XTK, F-PLN on ND with GPS PRIMARY
. VDEV, XTK, F-PLN confirmed by needles, distance/altitude
If FINAL APPR does not engage at start of descent, the crew will select FPA
convergent to the final path so as to fly with VDEV=0. Once VDEV=0, the crew
may try to re-engage APPR.
In some NPAs, the final approach flies an "idle descent" segment from one
altitude constraint to another, followed by a level segment. This is materialized by
a magenta level off symbol on ND followed by a blue start of descent.
FINAL APPROACH TRAJECTORY WITH IDLE DESCENT SEGMENT
ALT 1
ALT 2
ALT 1
ALT 2
NOF 02120 04232 0001
SELECTED
For a selected approach, the Final Path Angle (FPA) should be preset on the
FCU 1 NM prior to the FAF at the latest. A smooth interception of the final
approach path can be achieved by pulling the FPA selector 0.2 NM prior to the
FAF. If GPS is PRIMARY, the crew will monitor VDEV, XTK and F-PLN.
Additionally, for VOR or ADF approaches, the crew will monitor raw data.
REACHING THE MINIMA
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ALL
When approaching MDA, the pilot flying should expand the instrument scan to
include outside visual cues.
Reaching MDA, "MINIMUM" is either monitored or called by the crew. The
current altitude value becomes amber.
If the required conditions are not met by MDA, a missed approach must be
initiated.
When the required visual conditions are met to continue the approach, the AP
must be disconnected, the FDs selected off, Bird ON and continue for visual
approach.
LOC ONLY APPROACH
ALL
LOC ONLY approaches may be flown using the LOC signal for lateral navigation
and FPA for vertical guidance. General recommendations mentioned above still
apply i.e. stabilized approach technique, use of the bird. Some additional
recommendations need to be highlighted.
INITIAL APPROACH
The crew will select LS p/b on the EIS control panel.
INTERMEDIATE APPROACH
The crew will press LOC p/b on the FCU when cleared to intercept. He will
monitor the LOC armed mode and then LOC capture.
FINAL APPROACH
Approaching FAF, the crew will select FPA. When established on the final path,
the crew will monitor:
. Lateral displacement with LOC deviation
. Vertical displacement with DME and ALT, "yoyo", chrono
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LOC BACK COURSE APPROACH
MSN 0002-2611 2613-2632 2634-2655 2657-2682 2684-2702
LOC-BC approaches may be flown using the Bird with reference to the LOC-BC
signal for lateral guidance and FPA for vertical guidance. General
recommendations mentioned above still apply i.e. stabilized approach technique
and use of the bird. Some additional recommendations need to be highlighted.
GENERAL
The LOC BC approach consists in using the LOC signal of the opposite runway
for lateral approach management.
The ILS will be manually entered in the MCDU RAD NAV page using:
. Either the ident (ILS stored in the FMS database). RWY/ILS MISMATCH
message may be triggered and will be disregarded.
. Or the frequency (ILS not stored in the FMS database).
In both cases, the front course will be entered in the CRS field.
INITIAL APPROACH
The crew will select ROSE ILS and TRK/FPA. The crew will not select ILS or
L/S p/b on the EIS control panel and ISIS (if installed), as it would provide
reverse deviation.
INTERMEDIATE APPROACH
When clear for approach, the crew will intercept manually LOC/BC using the blue
TRK index with reference with LOC/BC lateral deviation on ND. The crew will not
arm LOC or APPR modes.
FINAL APPROACH
Approaching the FAF, the crew will select the FPA corresponding to the final
approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo.
MSN 2612 2633 2656 2683
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LOC-BC approaches may be flown using the Bird with reference to the LOC-BC
signal for lateral guidance and FPA for vertical guidance. General
recommendations mentioned above still apply i.e. stabilized approach technique
and use of the bird. Some additional recommendations need to be highlighted.
GENERAL
The LOC BC approach consists in using the LOC signal of the opposite runway
for lateral approach management.
If the LOC BC approach is stored in the FMS database, it will be inserted into
the F-PLN. The ILS frequency and associated back course are automatically
tuned and displayed on the MCDU RAD NAV page. The CRS digit will be
preceded by a "B".
If LOC BC is not stored in the FMS database, the crew will enter the ILS
frequency and the final approach CRS the aircraft will actually fly preceded by a
"B" in MCDU RAD NAV page. B/C in magenta will be displayed both on PFD
and ND. This provides a proper directional deviation on PFD and a proper
directional guidance from the FG.
INITIAL APPROACH
The crew will select L/S p/b on the EIS control panel.
INTERMEDIATE APPROACH
The crew will press LOC p/b on the FCU to arm LOC/BC and will monitor
LOC/BC capture.
FINAL APPROACH
Approaching the FAF, the crew will select the FPA corresponding to the final
approach path, LOC deviation (proper directional guidance), DME/ALT, time, yoyo.
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CIRCLING APPROACH
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PREFACE
ALL
The circling approach is flown when the tower wind is such that the landing
runway is different from the runway fitted with an instrument approach, which is
used for the descent and approach in order to get visual of the airfield.
APPROACH PREPARATION
ALL
The approach preparation follows the same schema as described in APPROACH
PREPARATION section in CRUISE chapter. However, some characteristics need
to be highlighted:
FPLN
Lateral: STAR, instrument approach procedure.
Vertical: Insert F speed as constraint at FAF since the approach will be flown
flaps 3, landing gear down and F speed (stabilized approach). Check altitude
constraints.
RAD NAV
Manually tune the VOR/DME of destination airfield as required.
PROG
Insert VOR/DME of destination airfield in the BRG/DIST field as required. Check
NAV ACCY if required by comparing BRG/DIST data to raw data.
PERF
PERF APPR: Descent winds, destination airfield weather, minima and landing
flap selection (wind shear anticipated or in case of failure).
PERF GO AROUND: Check thrust reduction and acceleration altitude.
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FUEL PRED
Check estimated landing weight and extra fuel.
SEC F-PLN
When planning for a circling approach, the landing runway will be inserted into
the SEC F-PLN. The crew will update the SEC F-PLN as follows:
. SEC F-PLN then COPY ACTIVE
. Lateral revision on destination and insert landing runway
. Keep the F-PLN discontinuity
FINAL INSTRUMENT APPROACH
ALL
The crew will fly a stabilized approach at F speed, configuration 3 and landing
gear down.
CIRCLING APPROACH
ALL
When reaching circling minima and with sufficient visual reference for circling,
. Push to level off.
. Select both FDs off, BIRD on and keep the A/THR
. Select a TRK of 45˚ away from the final approach course (or as required by
the published procedure)
. When wings level, start the chrono.
. Once established downwind, activate the SEC F-PLN to take credit of the "GS
mini" protection in final approach when managed speed is used. Additionally,
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the landing runway will be shown on the ND and the 10 NM range should be
selected to assist in positioning onto final approach.
. By the end of the downwind leg, disconnect the AP.
. When leaving the circling altitude, select the landing configuration.
. Once fully configured, complete the Landing Checklist.
Once the SEC F-PLN is activated, the go-around procedure in the MCDU will be
that for the landing runway rather than the one associated with the instrument
approach just carried out. Therefore, if visual references were lost during the
circling approach, the go-around would have to be flown using selected
guidance, following the pre-briefed missed approach procedure.
For circling approach with one engine inoperative, refer to FCTM 03.002.
LOW VISIBILITY CIRCLING APPROACH
RUNWAY IN SIGHT
ABEAM THRESHOLD
TURNING
BASE
20SEC.
FOR 500FT
LEVEL OFF
PROCEED TO DOWN WIND LEG
45° FOR 30 SEC
MAINTAIN VISUAL CONTACT WITH RUNWAY
START TIME
DISENGAGE AP
FDS OFF
RWY TRK
30
SE
C.
INITIAL CONFIG:
−FLAPS 3
−L/G DOWN
−SPLRS ARMED
45°
VA
PP
MINIMUM CIRCLING
APPROACH ALTITUDE
FLAPS FULL
END OF TURN
400FT.MINI.
STABILIZED
NOF 02130 04237 0001
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INITIAL APPROACH
MSN 0006 0008 0011 0017-0018 0022-0030 0035 0037-0039 0042-0043 0045-0059 0064-0099
0103-0104 0110-0114 0116-0117 0119-0120 0122-0124 0126-0127 0132 0134-0143 0146-0151
0154 0157-0159 0161-0170 0172-0177 0179-0183 0185 0189-0191 0193-0196 0198-0202 0205
0207 0209-0212 0216-0219 0221-0225 0229-0234 0238 0240-0243 0245-0261 0264-0269
0271 0274-0277 0279-0280 0283-0284 0288-0296 0299-0305 0308-0317 0320-0328 0330-0336
0338 0341-0351 0353-0354 0356-0357 0359 0361-0366 0368-0371 0373-0376 0378-0379
0382-0386 0389-0398 0401-0407 0409 0411-0416 0419-0447 0449-0454 0456-0470 0472-0490
0492-0497 0499-0508 0510-0520 0522-0526 0528 0530-0543 0545-0583 0585-0597 0599
0601-0607 0609-0617 0619-0624 0626-0636 0638-0643 0645-0646 0648-0659 0661-0714
0716-0724 0726-0765 0767-0776 0779-0785 0787-0795 0797-0800 0802-0806 0808-0817
0819-0829 0831 0833-0845 0847-0902 0904-0906 0908-0909 0912 0914-0922 0924-0937
0939-0940 0942-0960 0963 0965-0975 0977-0980 0982-0984 0986-0987 0989-0995 0997
0999 1001 1003-1009 1012-1019 1021-1024 1026-1035 1038-1047 1049-1052 1054-1057
1059-1061 1063-1065 1067-1070 1072 1074-1077 1079 1081 1083-1089 1093-1095 1097-1101
1104-1106 1108-1112 1114 1116-1117 1119-1120 1122 1124-1125 1127-1128 1134-1136 1138
1141 1144-1148 1153-1155 1157 1160 1163 1165-1166 1168 1170-1172 1174 1177-1183 1187
1192-1196 1199-1200 1202-1211 1217-1218 1220-1221 1223-1224 1226-1229 1231 1234
1236-1237 1243-1245 1247-1248 1252 1254-1255 1262-1266 1268-1269 1272 1274-1275
1277-1279 1281-1282 1284-1298 1301 1303 1307 1310-1319 1321-1323 1326 1328-1331 1336
1340-1343 1345 1347-1348 1350 1354 1356-1363 1369-1373 1375 1377-1379 1381-1383
1386 1388-1389 1391 1393 1395-1397 1399 1401-1403 1407-1410 1412-1413 1416-1418
1420-1422 1424-1427 1430-1432 1435-1439 1442 1445 1447-1448 1450 1454-1455 1457
1459-1462 1465 1469 1472-1475 1477 1479-1481 1484 1487 1489 1492 1495-1496 1499
1507-1508 1511 1514 1516-1517 1519 1521-1522 1525 1529-1534 1536-1542 1545 1547
1550-1552 1554-1555 1559 1561 1563 1565 1569 1572-1574 1581 1584-1586 1590 1594
1600-1601 1603-1604 1609 1617 1620 1627 1635-1636 1639 1647-1649 1651 1653-1655
1664 1666-1667 1669-1671 1674 1679-1681 1688 1692 1694 1697-1698 1700-1702 1704
1713 1716 1724 1728-1729 1731-1732 1734 1736-1737 1741 1755 1758 1768 1773 1778
1786 1790 1792-1793 1799 1809 1816 1821 1829 1834 1836 1840 1842 1844-1845 1847
1865 1892 1895 1902 1957 1987 2058 2104 2115 2137 2143 2157 2252
The crew must keep in mind that the pattern is flown visually. However, the XTK
is a good cue of the aircraft lateral position versus the runway centreline. This is
obtained when sequencing the FPLN until the TO WPT (displayed on the ND top
right hand corner) is on the final approach course.
The crew will aim to get the following configuration on commencement of the
downwind leg:
. Both AP and FDs will be selected off
. BIRD ON
. A/THR confirmed active in speed mode, i.e. SPEED on the FMA.
. Managed speed will be used to enable the "GS mini" function
. The downwind track will be selected on the FCU to assist in downwind tracking.
. The down wind track altitude will be set on FCU
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MSN 0002-0005 0007 0010 0012-0016 0019-0021 0031-0034 0036 0040-0041 0044 0060-0063
0100-0102 0106-0108 0115 0118 0121 0125 0128-0131 0133 0144-0145 0152-0153 0155-0156
0160 0171 0178 0184 0186-0188 0192 0197 0203-0204 0206 0208 0213-0215 0220
0226-0228 0235-0237 0239 0244 0262-0263 0270 0272-0273 0278 0281-0282 0285-0287
0297-0298 0306-0307 0318-0319 0329 0337 0339-0340 0352 0355 0358 0360 0367 0372
0377 0380-0381 0387-0388 0399-0400 0408 0410 0417-0418 0448 0455 0471 0491 0498
0509 0521 0527 0529 0544 0584 0598 0600 0608 0618 0625 0637 0644 0647 0660
0715 0725 0766 0777-0778 0786 0796 0801 0807 0818 0830 0832 0846 0903 0907
0910-0911 0913 0923 0938 0941 0961-0962 0964 0976 0981 0985 0988 0996 0998 1000
1002 1010-1011 1020 1025 1036-1037 1048 1053 1058 1062 1066 1071 1073 1078 1080
1082 1090-1092 1096 1102-1103 1107 1113 1115 1118 1121 1123 1126 1129-1133 1137
1139-1140 1142-1143 1149-1152 1156 1158-1159 1161 1164 1167 1169 1173 1175-1176
1184-1185 1188-1191 1197-1198 1201 1212-1216 1219 1222 1225 1230 1232-1233 1235
1238-1242 1246 1249-1251 1253 1256-1261 1267 1270-1271 1273 1276 1280 1283
1299-1300 1302 1304-1306 1309 1320 1324-1325 1327 1332-1335 1337-1339 1344 1346
1349 1351-1353 1355 1364-1368 1374 1376 1380 1384-1385 1387 1390 1392 1394 1398
1400 1404-1406 1411 1414-1415 1419 1423 1428-1429 1433-1434 1440-1441 1443-1444
1446 1449 1451-1453 1456 1458 1463-1464 1466-1468 1470-1471 1476 1478 1482-1483
1486 1488 1490-1491 1493-1494 1497-1498 1500-1506 1509-1510 1512-1513 1515 1518
1520 1523-1524 1526-1528 1535 1543-1544 1546 1548-1549 1553 1557-1558 1560 1562
1564 1566-1568 1570-1571 1575-1580 1582-1583 1587-1589 1591-1593 1595-1598 1602
1605-1608 1610-1616 1618-1619 1621-1626 1628-1634 1637-1638 1640-1646 1650 1652
1656-1663 1665 1668 1672-1673 1675-1678 1682-1687 1689-1691 1693 1695-1696 1699
1703 1705-1712 1714-1715 1717-1723 1725-1727 1730 1733 1735 1738-1740 1742-1754
1756-1757 1759-1767 1769-1772 1774-1777 1779-1785 1787-1789 1791 1794-1798 1800-1808
1810-1815 1817-1820 1823-1828 1831-1833 1835 1837-1839 1841 1843 1846 1848-1864
1866-1891 1893-1894 1896-1901 1903-1956 1958-1986 1988-2057 2059-2103 2105-2114
2116-2136 2138-2142 2144-2156 2158-2251 2253-2702
The crew must keep in mind that the pattern is flown visually. However, the XTK
is a good cue of the aircraft lateral position versus the runway centreline. This is
obtained when pressing DIR TO CI RADIAL IN.
The crew will aim to get the following configuration on commencement of the
downwind leg:
. Both AP and FDs will be selected off
. BIRD ON
. A/THR confirmed active in speed mode, i.e. SPEED on the FMA.
. Managed speed will be used to enable the "GS mini" function
. The downwind track will be selected on the FCU to assist in downwind tracking.
. The down wind track altitude will be set on FCU
INTERMEDIATE/FINAL APPROACH
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VISUAL APPROACH
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ALL
Assuming a 1500 ft AAL circuit, the base turn should be commenced 45 seconds
after passing abeam the downwind threshold (± 1 second/kt of head/tailwind).
The final turn onto the runway centreline will be commenced with 20˚ angle of
bank. Initially the rate of descent should be 400 fpm, increasing to 700 fpm
when established on the correct descent path
The pilot will aim to be configured for landing at VAPP by 500 ft AAL, at the
latest. If not stabilised, a go-around must be carried out.
VISUAL APPROACH
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NORMAL OPERATIONS
02.140
VISUAL APPROACH
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FLIGHT CREW TRAINING MANUAL
WHEN FLAPS 2
TURNING
BASE
L/G DOWN
SPLRS ARMED
FLAPS 2
ABM
THRESHOLD
SPD
GREEN DOT
OR BELOW
START TIME
FLAPS 1
ABM
RUNWAY
PERF KEY : PRESSED
ACTIVATE APPROACH PHASE
CHECK SPD MANAGED
SELECT GO AROUND ALTITUDE
1500FT
45 SEC 1 SEC/1KT OF
GO AROUND
WIND
SET GA THRUST
ROTATE TO SRS
RETRACT FLAPS ONE STEP
POSITIVE CLIMB
L/G UP
WHEN L/G DOWN
REV IDLE
FLAPS 3
CHECK VFE THEN
FLAPS FULL
BRAKES
NOTE : THIS PATTERN ASSUMES THE USE OF
MINIMUM GROUND SPEED (MANAGED).
IF NOT SELECT SPEEDS MANUALLY
ACCORDING TO FLAPS CONFIGURATION :
S AFTER FLAPS 1 SELECTION
F AFTER FLAPS 2 SELECTION
VAPP AFTER FLAPS FULL SELECTION
500 FT
TOUCH DOWN
A/C STABILIZED
WITH FLAPS FULL
AT TARGET SPEED
REVERSE
CSTR
QNH
1013
in.Hg
ROSE
VOR
hPa
VOR.D
WPT
NDB
ARC
PULL
STD
ILS
20
PLAN
160
VOR
ADF
211
/
VOR
LS
OFF
118
320
2
ADF
GS
80
10
1
FD
ARPT
40
NAV
ILS APP
211
TAS
OFF
15
33
30
27
0
CI15R 310 °
11.1 NM
9.52
1rn.
24
3
LFBO
1SR
FBO
IN−GND
6
2.9L
21
2.5
9
5
D145E
18
12
15
NOF 02140 04266 0001
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PRECISION APPROACH
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GENERAL
ALL
CATII and CAT III approaches are flown to very low DH (or without DH) with
very low RVR. The guidance of the aircraft on the ILS beam and the guidance
of the aircraft speed must be consistently of high performance and accurate so
that an automatic landing and roll out can be performed in good conditions and,
the acquisition of visual cues is achieved the aircraft properly stabilized. Hence,
. The automatic landing is required in CATIII operations including roll out in CAT
IIIB.
. The automatic landing is the preferred landing technique in CATII conditions
. Any failures of the automated systems shall not significantly affect the aircraft
automatic landing system performance
. The crew procedures and task sharing allow to rapidly detect any anomaly
and thus lead to the right decision
DEFINITION
ALL
DECISION HEIGHT
The Decision Height (DH) is the wheel height above the runway elevation by
which a go around must be initiated unless adequate visual reference has been
established and the aircraft position and the approach path have been assessed
as satisfactory to continue the automatic approach and landing in safety. The DH
is based on RA.
ALERT HEIGHT
The Alert Height (AH) is the height above the runway, based on the
characteristics of the aeroplane and its fail-operational automatic landing system,
above which a CATIII approach would be discontinued and a missed approach
initiated if a failure occurred in one of the redundant part of the automatic
landing system, or in the relevant ground equipment.
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In others AH definition, it is generally stated that if a failure affecting the
fail-operational criteria occurs below the AH, it would be ignored and the
approach continued (except if AUTOLAND warning is triggered). The AH concept
is relevant when CAT3 DUAL is displayed on FMA.
On single aisle Airbus family, the AH =100 ft.
CAT 3 SINGLE
CAT 3 SINGLE is announced when the airborne systems are fail passive which
means that a single failure will lead to the AP disconnection without any
significant out of trim condition or deviation of the flight path or attitude. Manual
flight is then required. This minimum DH is 50ft.
CAT 3 DUAL
CAT 3 DUAL is announced when the airborne systems are fail-operational. In
case of a single failure, the AP will continue to guide the aircraft on the flight
path and the automatic landing system will operate as a fail-passive system. In
the event of a failure below the AH, the approach, flare and landing can be
completed by the remaining part of the automatic system. In that case, no
capability degradation is indicated. Such a redundancy allows CAT III operations
with or without DH.
CAT II OR CAT III APPROACHES
CAT II
DH
RVR
CAT
IIIA
DH
RVR
CAT
IIIB
DH
RVR
ICAO
100ft≤DH<200ft
RVR ≥350 m
RVR≥1200ft
No DH or DH<
100ft
RVR ≥200 m
RVR≥ 700ft
No DH or DH<50
ft
50m≤RVR<200m
150ft≤RVR<700ft
FAA
100ft≤DH<200ft
350m≤RVR<800mt
1200ft≤RVR<2400f
No DH or DH<100ft
JAA
100ft≤DH<200ft
RVR>≥300m
RVR≥1000 ft
DH<100 ft
RVR ≥200 m
RVR≥ 700ft
No DH or DH<50 ft
RVR ≥200 m
RVR≥ 700ft
No DH or DH<50
ft
75m≤RVR<200m
250ft≤RVR<700ft
50m≤RVR<200m
150ft≤RVR<700ft
(1) DH≥50 ft if fail passive
FLIGHT PREPARATION
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ALL
In addition to the normal flight preparation, the following preparation must be
performed when CATII or CATIII approach is planned:
. Ensure that destination airport meets CATII or CATIII requirements
. Check aircraft required equipment for CATII or CATIII in QRH
. Check that crew qualification is current
. Consider extra fuel for possible approach delay
. Consider weather at alternate
APPROACH PREPARATION
ALL
LIMITATIONS
. The crew will check that tower wind remains within the limit for CATII or
CATIII approaches (See limitations chapter in FCOM 3)
. The autoland maximum altitude must be observed.
AIRCRAFT CAPABILITY
The failures that may affect the aircraft’s CATII or CATIII capability are listed in
the QRH. Most of these failures are monitored by the FMGS and the landing
capability will be displayed on the FMA once the APPR pb is pressed, i.e. CAT
II, CAT III SINGLE, CAT III DUAL. However, there are a number of failures
which affect the aircraft’s landing capability which are not monitored by the
FMGS and, consequently, not reflected on the FMA. It is very important,
therefore, that the crew refer to the QRH to establish the actual landing
capability if some equipment are listed inoperative.
AIRPORT FACILITIES
The airport authorities are responsible for establishing and maintaining the
equipment required for CAT II/III approach and landing. The airport authorities will
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activate the LVP procedures as the need arises based on RVR. Prior to planning
a CAT II/III approach, the crew must ensure that LVP are in force.
CREW QUALIFICATION
The captain must ensure that both crew members are qualified and that their
qualification is current for the planned approach.
SEATING POSITION
The crew must realise the importance of eye position during low visibility
approaches and landing. A too low seat position may greatly reduce the visual
segment. When the eye reference position is lower than intended, the visual
segment is further reduced by the cut-off angle of the glareshield or nose. As a
rule of thumb, an incorrect seating position which reduces the cut-off angle by
1˚ reduces the visual segment by approximately 10m (30 ft).
USE OF LANDING LIGHTS
The use of landing lights at night in low visibility can be detrimental to the
acquisition of visual reference. Reflected lights from water droplets or snow may
actually reduce visibility. The landing lights would, therefore, not normally be used
in CAT II/III weather conditions.
APPROACH STRATEGY
Irrespective of the actual weather conditions, the crew should plan the approach
using the best approach capability. This would normally be CAT III DUAL with
autoland, depending upon aircraft status. The crew should then assess the
weather with respect to possible downgrade capability.
Conditions
CATI
CATII
Flying
technique
Hand flying or
AP/FD, A/THR
AP/FD,
A/THR
down to DH
Minima &
weather
DA (DH) Baro re
fVisibility
Autoland
Possible with
precautions
CATIII
WITH
NO DH
DH
AP/FD/ATHR and
Autoland
DH with RA
RVR
Recommended
Mandatory
GO AROUND STRATEGY
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The crew must be ready mentally for go-around at any stage of the approach.
Should a failure occur above 1000 ft RA, all ECAM actions (and DH amendment
if required) should be completed before reaching 1000 ft RA, otherwise a
go-around should be initiated. This ensures proper task sharing for the remainder
of the approach. Any alert generated below 1000 ft should lead to a go-around.
APPROACH BRIEFING
Before commencing a CAT II/III approach a number of factors must be considered
by the crew. In addition to the standard approach briefing, the following points
should be emphasised during an approach briefing for a low visibility approach:
. Aircraft capability
. Airport facilities
. Crew qualification
. Weather minima
. Task sharing
. Call-outs
. Go-around strategy
APPROACH PROCEDURE
ALL
TASK SHARING
The workload is distributed in such a way that the PF primary tasks are
supervising and decision making and the PNF primary task is monitoring the
operation of the automatic system.
The PF supervises the approach (trajectory, attitude, speed) and takes
appropriate decision in case of failure and at DH. Since the approach is flown
with AP/FD/A-THR, the PF must be continuously ready to take-over
. If any AP hard over is experienced
. If a major failure occurs
. If any doubt arises
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The PNF is head down throughout the approach and landing. The PNF monitors:
. The FMA and calls mode change as required
. The Auto call out
. The aircraft trajectory or attitude exceedance
. Any failures
The PNF should be go-around minded.
Parameter
IAS
Exceedence and associated PNF call-out
Exceedence
Call out
Vapp +10 kts / -5kts
SPEED"
V/S
Pitch attitude
Bank angle
Localizer
Glide slope
< - 1000 ft/mn
+10˚ / 2.5˚
7˚
Excess
Deviation
1/4 dot PFD
1 dot PFD
SINKRATE"
PITCH"
BANK"
LOCALIZER"
"GLIDE SLOPE"
SOME SYSTEM PARTICULARS
. Below 700 ft RA, data coming from the FMS are frozen e.g. ILS tune inhibit.
. Below 400 ft RA, the FCU is frozen.
. At 350 ft, LAND must be displayed on FMA. This ensures correct final
approach guidance. LAND might come below 300 ft which is too late.
. Below 200 ft, the AUTOLAND red light illuminates if
-- Both APs trip off
-- Excessive beam deviation is sensed
-- Localizer or glide slope transmitter or receiver fails
-- A RA discrepancy of at least 15 feet is sensed.
. Flare comes at or below 40ft
. THR IDLE comes at or below 30ft
. RETARD auto call out comes at 10ft for autoland as an order. (Instead of 20
ft for manual landing as an indication)
VISUAL REFERENCE
Approaching the DH, the PF starts to look for visual references, progressively
increasing external scanning. It should be stressed that the DH is the lower limit
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PRECISION APPROACH
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of the decision zone. The captain should come to this zone prepared for a
go-around but with no pre-established judgement.
Required conditions to continue
. With DH
In CATII operations, the conditions required at DH to continue the approach
are that the visual references should be adequate to monitor the continued
approach and landing and that the flight path should be acceptable. If both
these conditions are not satisfied, it is mandatory to initiate a go-around. A 3
lights segment and a lateral light element is the minimum visual cue for JAR
OPS.
In CATIII operations, the condition required at DH is that there should be
visual references which confirm that the aircraft is over the touch down zone.
Go-around is mandatory if the visual references do not confirm this. A 3 lights
segment is required by JAR OPS for fail passive system and 1 centerline light
segment for fail operational system.
. Without DH
The decision to continue does not depend on visual references, even though
a minimum RVR is specified. The decision depends only on the operational
status of the aircraft and ground equipment. If a failure occurs prior to
reaching the AH, a go-around will be initiated. A go-around must nevertheless
be performed if AUTOLAND warning is triggered below AH. However, it is
good airmanship for the PF to acquire visual cues during flare and to monitor
the roll out.
Loss of visual reference
. With DH before touch down
If decision to continue has been made by DH and the visual references
subsequently become insufficient a go-around must be initiated.
A late go-around may result in ground contact. If touch down occurs after
TOGA is engaged, the AP remains engaged in that mode and A/THR remains
in TOGA. The ground spoilers and auto-brake are inhibited.
. With DH or without DH after touch down
If visual references are lost after touch down, a go-around should not be
attempted. The roll-out should be continued with AP in ROLL OUT mode
down to taxi speed.
FLARE/LANDING/ROLL OUT
During the flare, decrab and roll-out, the PF will watch outside to assess that the
autoland is properly carried out, considering the available visual references.
For CATII approaches, autoland is recommended. If manual landing is preferred,
the PF will take-over at 80 ft at the latest. This ensures a smooth transition for
the manual landing.
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Select maximum reverse at main landing gear touch down.
The use of auto-brake is recommended as it ensures a symmetrical brake
pressure application. However, the crew should be aware of possible
dissymmetry in case of crosswind and wet runways.
The PNF will use standard call out. Additionally, he will advise ATC when aircraft
is properly controlled (speed and lateral trajectory).
FAILURE AND ASSOCIATED ACTIONS
ALL
As a general rule, if a failure occurs above 1000 ft AGL, the approach may be
continued, ECAM actions completed, approach briefing update performed and a
higher DH set if required.
Below 1000ft (and down to AH in CAT3 DUAL), the occurrence of any failure
implies a go-around and a reassessment of the system capability. Another
approach may be under taken according to the new system capability. It has
been considered that below 1000 ft, not enough time is available for the crew to
perform the necessary switching, to check system configuration and limitation and
brief for minima.
In CAT3 DUAL and below AH, as a general rule, a single failure does not
necessitate a go-around. A go-around is required if the AUTOLAND warning is
triggered.
AUTOLAND IN CAT 1 OR BETTER WEATHER CONDITIONS
ALL
The crew may wish to practice automatic landings in CATI or better weather
conditions for training purposes. This type of approach should be carried out
only with the airline authorization. The crew should be aware that fluctuations of
the LOC and/or GS might occur due to the fact that protection of ILS sensitive
areas, which applies during LVP, will not necessarily be in force. It is essential,
therefore, that the PF is prepared to take over manually at any time during a
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practice approach and rollout, should the performance of the AP become
unsatisfactory.
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NORMAL OPERATIONS
02.160
LANDING
JUL 28/05
FLIGHT CREW TRAINING MANUAL
PREFACE
ALL
When Transitioning from IMC to VMC, the crew will watch the bird versus the
aircraft attitude symbol in the center of the PFD. This provides a good
assessment of the drift, thus in which direction to look for the runway.
But, then
. Do not turn towards the runway
. Do not duck under
MAIN GEAR CLEARANCE
ALL
The boxed images below are the one to retain to ensure about 20 ft wheel
clearance at threshold.
USE OF VASI/TVASI/PAPI
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NORMAL OPERATIONS
02.160
LANDING
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FLIGHT CREW TRAINING MANUAL
VASI
T.VASI
High
High
Very high
Above path
On path
On path
Below
Low
Below path
White
Above
Very low
Well below
Red
NOF 02160 04268 0001
USE OF VASI/TVASI/PAPI
PAPI
High
Above
White
Red
On path
Below
Low
NOF 02160 04269 0001
This technique will ensure that performance margins are not compromised and
provide adequate main gear clearance.
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NORMAL OPERATIONS
02.160
LANDING
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FLIGHT CREW TRAINING MANUAL
FLARE
ALL
NORMAL CONDITIONS
When reaching 50 ft, the auto-trim ceases and the pitch law is modified to flare
law. Indeed, the normal pitch law, which provides trajectory stability is not the
best adapted for the flare manoeuvre. The system memorizes the attitude at 50
ft and that attitude becomes the initial reference for pitch attitude control. As the
aircraft descend through 30 ft, the system begins to reduce the pitch attitude at
a predetermined rate of 2˚ down in 8 seconds. Consequently, as the speed
reduces, the pilot will have to move the stick rearwards to maintain a constant
path. The flare technique is thus very conventional. Start the flare by
progressively increasing and holding the backpressure on the side stick. From
stabilized conditions, the flare height is about 30 ft. This height varies with
different parameters, such as weight, rate of descent, wind variations...
The roll is a roll rate law until the aircraft is on the ground.
At 20 ft, the "RETARD" auto call-out reminds the pilot to retard thrust levers. It is
a reminder rather than an order. The pilot will retard the thrust levers when best
adapted e.g. if high and fast on the final path the pilot will retard earlier.
In order to assess the rate of descent in the flare, and the aircraft position
relative to the ground, look well ahead of the aircraft. The typical pitch increment
in the flare is approximately 4˚, which leads to -1˚ flight path angle associated
with a 10 kt speed decay in the manoeuvre. A prolonged float will increase both
the landing distance and the risk of tail strike.
CROSSWIND CONDITIONS
On initiation of the flare, rudder should be applied as required to align the aircraft
with the runway centreline. Any tendency to roll downwind should be counteracted
by an appropriate input on the sidestick. It is possible that a very slight wing
down may be required to maintain the aircraft on the runway centreline.
In the case of a very strong cross wind, a full de-crab in the flare may lead to a
significant bank correction which may reach the aircraft lateral geometry limit.
Consequently, combination of the partial de-crab and wing down techniques may
be required.
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NORMAL OPERATIONS
02.160
LANDING
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FLIGHT CREW TRAINING MANUAL
LANDING CROSSWIND LIMITATIONS
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
Reported braking
action
Good
Reported runway
friction coefficient
≥0.4
Equivalent runway
condition
Dry, damp, wet
Maximum
crosswind
33 kt
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
Reported braking
action
Good
Reported runway
friction coefficient
≥0.4
Equivalent runway
condition
Dry, damp, wet
Maximum
crosswind
38.5 kt
(Gust included)
CALL OUT
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476
0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512 0523
0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545-0549 0551 0553-0554
0556 0558-0559 0561-0562 0565-0566 0568-0569 0571-0575 0577-0580 0582 0584-0585
0587-0590 0592 0594 0596 0598 0600-0603 0605 0607-0613 0615-0619 0621-0630 0632
0634-0641 0643-0651 0653-0662 0665 0667 0669-0673 0676 0678-0679 0681-0683 0685-0686
0688-0691 0693-0698 0700-0714 0716-0724 0726-0730 0732-0745 0747-0760 0762-0764
0766-0770 0772-0774 0776 0778-0780 0782-0786 0788-0791 0793-0795 0797-0801 0803-0805
0807 0809 0812-0814 0816-0818 0820-0822 0824-0826 0828-0834 0836-0840 0842-0847
0849-0851 0853-0854 0856-0863 0865-0877 0879-0886 0888-0890 0892-0900 0902-0907
0909-0914 0916-0919 0921-0925 0927-0934 0936-0939 0942-0953 0955 0957-0958 0960 0962
0964-0967 0969 0971-0973 0975-0982 0984-0986 0988-0990 0992 0994 0996-1003 1005
1007 1009-1011 1013-1014 1016 1018-1020 1022 1025-1026 1028-1041 1043-1044 1046-1059
1061-1079 1081-1093 1095-1131 1134-1143 1145-1152 1154-1160 1163-1173 1175-1184 1187
1189-1194 1196-1198 1200-1201 1203 1205-1206 1208-1213 1215-1217 1221-1226 1228-1232
1234-1237 1239-1240 1242-1249 1251-1258 1261-1272 1274-1275 1277-1292 1294-1298
1300-1306 1309-1332 1334-1355 1357-1365 1367-1398 1400-1402 1404-1407 1409-1411
1413-1416 1418-1420 1422-1424 1426-1427 1429-1430 1432 1434-1435 1437 1439-1441
1443-1446 1448-1450 1452-1454 1456-1457 1459-1461 1463-1464 1466-1471 1473-1475
1477-1480 1482-1486 1488-1491 1493-1495 1497-1498 1500-1502 1504-1510 1512-1516
1518 1520 1522-1524 1526-1530 1532-1535 1537-1538 1540-1553 1555-1571 1573-1586
1588-1595 1597-1601 1603-1606 1608-1610 1612-1613 1615-1618 1620-1622 1624-1628
1630-1631 1633-1635 1637 1639-1641 1643-1650 1652-1657 1659-1665 1667-1669 1671-1674
1676-1680 1682-1689
MSN 1692-1694 1696-1700 1702-1703 1705-1706 1708-1710 1712 1714-1715 1717-1719
1721-1723 1725 1727-1733 1735-1747 1749-1762 1764-1771 1773-1775 1777-1782 1784-1787
1789-1793 1795-1797 1799-1806 1808-1810 1812-1816 1818-1835 1837-1842 1844-1847 1849
1851-1858 1860-1868 1870-1877 1879-1880 1882-1886 1888-1904 1906-1920 1922-1925 1927
1929-1931 1933-1940 1942-1945 1947-1949 1951-1952 1954-1955 1957-1959 1961-1965
1968-1969 1971 1973 1975-1976 1979-1983 1986-1987 1989-1993 1996-2004 2006-2020
2022-2040 2042-2044 2046-2054 2056-2059 2061-2063 2065-2066 2068-2075 2077-2079
2081-2104 2106 2108-2109 2112-2114 2116 2118-2189 2191-2207 2209-2210 2212-2215
2217-2219 2221-2225 2227-2233 2235-2246 2248-2254 2256-2260 2262-2266 2268-2269
2271-2289 2291-2302 2304 2306-2308 2310-2314 2316-2319 2321-2322 2325-2329 2331-2336
2338-2341 2343-2350 2352-2356 2358-2362 2364-2380 2382-2409 2411-2461 2463-2471
2473-2475 2477-2479 2481-2487 2489-2520 2522-2529 2531-2535 2537-2542 2544-2548
2551-2552 2554-2562 2564-2589 2591-2598 2600-2609 2611-2652 2654-2681 2683-2684
2690-2702
If pitch attitude exceeds 10˚, the PNF will announce "PITCH".
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687
0502
0557
0606
0687
0802
0887
0970
1027
1204
1333
1447
1519
1629
1707
1807
1928
1988
2115
2305
2476
If pitch attitude exceeds 7.5˚, the PNF will announce "PITCH".
DEROTATION
ALL
When the aircraft is on the ground, pitch and roll control operates in Direct Law.
Consequently, when the aircraft touches down, the pilot flies the nose down
conventionally, varying sidestick input as required, to control the derotation rate.
After touch down, when reverse thrust is selected (on at least one engine) and
one main landing gear strut is compressed, the ground spoilers partially extend
to establish ground contact. The ground spoilers fully extend when both main
landing gears are compressed. A small nose down term on the elevators is
introduced by the control law, which compensates the pitch up tendency with
ground spoiler extension.
It is not recommended to keep the nose high in order to increase aircraft drag
during the initial part of the roll-out, as this technique is inefficient and increases
the risk of tail strike. Furthermore, if auto brake MED is used, it may lead to a
hard nose gear touch down.
ENV A318/A319/A320/A321 FLEET FCTM
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ROLL OUT
ALL
NORMAL CONDITIONS
During the roll out, the rudder pedals will be used to steer the aircraft on the
runway centreline. At high speed, directional control is achieved with rudder. As
the speed reduces, the Nose Wheel Steering (NWS) becomes active. However,
the NWS tiller will not be used until taxi speed is reached.
CROSSWIND CONDITIONS
The above-mentioned technique applies. Additionally, the pilot will avoid setting
stick into the wind as it increases the weathercock effect. Indeed, it creates a
differential down force on the wheels into the wind side and differential drag due
to spoiler retraction.
The reversers have a destabilizing effect on the airflow around the rudder and
thus decrease the efficiency of the rudder. Furthermore they create a side force,
in case of a remaining crab angle, which increases the lateral skidding tendency
of the aircraft. This adverse effect is quite noticeable on contaminated runways
with crosswind. In case a lateral control problem occurs in high crosswind
landing, the pilot will consider to set reversers back to Idle.
At lower speeds, the directional control of the aircraft is more problematic, more
specifically on wet and contaminated runways. Differential braking is to be used if
necessary. On wet and contaminated runways, the same braking effect may be
reached with full or half deflection of the pedals; additionally the anti skid system
releases the brake pressure on both sides very early when the pilot presses on
the pedals. Thus if differential braking is to be used, the crew will totally release
the pedal on the opposite side to the expected turn direction.
ALL
BRAKING
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
Once on the ground, the importance of the timely use of all means of stopping
the aircraft cannot be overemphasised. Three systems are involved in braking
once the aircraft is on the ground:
. The ground spoilers
. The thrust reversers
. The wheel brakes
THE GROUND SPOILERS
When the aircraft touches down with at least one main landing gear and when at
least one thrust lever is in the reverse sector, the ground spoilers partially
automatically deploy to ensure that the aircraft is properly sit down on ground.
Then, the ground spoilers automatically fully deploy. This is the partial lift
dumping function.
The ground spoilers contribute to aircraft deceleration by increasing aerodynamic
drag at high speed. Wheel braking efficiency is improved due to the increased
load on the wheels. Additionally, the ground spoiler extension signal is used for
auto-brake activation.
THRUST REVERSERS
Thrust reverser efficiency is proportional to the square of the speed. So, it is
recommended to use reverse thrust at high speeds.
Select maximum reverse at main landing gear touch down.
The maximum reverse thrust is obtained at N1 between 70% and 85% and is
controlled by the FADEC.
A slight pitch-up, easily controlled by the crew, may appear when the thrust
reversers are deployed before the nose landing gear touches down.
Below 70 kts, reversers efficiency decreases rapidly. Additionally, the use of high
levels of reverse thrust at low speed can cause engine stalls.
Therefore, it is recommended to smoothly reduce the reverse thrust to idle at 70
kts. However, the use of maximum reverse is allowed down to aircraft stop in
case of emergency.
If airport regulations restrict the use of reverse, select and maintain reverse idle
until taxi speed is reached.
Stow the reversers before leaving the runway to avoid foreign object ingestion.
WHEEL BRAKES
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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LANDING
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FLIGHT CREW TRAINING MANUAL
Wheel brakes contribute the most to aircraft deceleration on the ground. Many
factors may affect efficient braking such as load on the wheels, tire pressure,
runway pavement characteristics and runway contamination and braking
technique. The only factor over which the pilot has any control is the use of the
correct braking technique, as discussed below.
ANTI-SKID
The anti-skid system adapts pilot applied brake pressure to runway conditions by
sensing an impending skid condition and adjusting the brake pressure to each
individual wheel as required. The anti-skid system maintains the skidding factor
(slip ratio) close to the maximum friction force point. This will provide the
optimum deceleration with respect to the pilot input. Full pedal braking with
anti-skid provides a deceleration rate of 10 kts/sec.
BRAKES
The use of auto brake versus pedal braking should observe the following
guidelines:
. The use of A/BRAKE is usually preferable because it minimizes the number of
application of brake and thus reduces brake wear. Additionally, the A/BRAKE
provides a symmetrical brake pressure application which ensures an equal
braking effect on both main landing gear wheels on wet or evenly
contaminated runway. More particularly, the A/BRAKE is recommended on
short, wet, contaminated runway, in poor visibility conditions and in Auto land.
. The use of LO auto brake should be preferred on long and dry runways
whereas the use of MED auto brake should be preferred for short or
contaminated runways. The use of MAX auto brake is not recommended.
. On very short runways, the use of pedal braking is to be envisaged since the
pilot may apply full pedal braking with no delay after touch down.
. On very long runways, the use of pedal braking may be envisaged if the pilot
anticipates that braking will not be needed. To reduce brake wear, the number
of brake application should be limited.
. In case of pedal braking, do not ride the brakes but apply pedal braking when
required and modulate the pressure without releasing. This minimizes brake
wear.
The DECEL light indicates that the selected deceleration rate is or is not
achieved, irrespective of the functioning of the autobrake. For example DECEL
might not come up when the autobrake is selected on a contaminated runway,
because the deceleration rate is not reached with the autobrake properly
functioning, whereas DECEL light might come up with LO selected on Dry runway
while the only reversers achieve the selected deceleration rate without autobrake
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
being actually activated. In other words, the DECEL light is not an indicator of
the autobrake operation as such, but that the deceleration rate is reached.
Since the auto brake system senses deceleration and modulates brake pressure
accordingly, the timely application of MAX reverse thrust will reduce the actual
operation of the brakes themselves, thus the brake wear and temperature.
Auto-brake does not relieve the pilot of the responsibility of achieving a safe stop
within the available runway length.
CROSS WIND CONDITIONS
The reverse thrust side force and crosswind component can combine to cause
the aircraft to drift to the downwind side of the runway if the aircraft is allowed
to weathercock into wind after landing. Additionally, as the anti-skid system will
be operating at maximum braking effectiveness, the main gear tire cornering
forces available to counteract this drift will be reduced.
BRAKING FORCE AND CORNERING FORCE VS ANTISKID
FRICTION
FORCE
BRAKING
CORNERING
Free rotation
12%
Locked Wheel
NOF 02160 04270 0001
To correct back to the centreline, the pilot must reduce reverse thrust to reverse
idle and release the brakes. This will minimise the reverse thrust side force
component, without the requirement to go through a full reverser actuating cycle,
and provide the total tire cornering forces for realignment with the runway
centreline. Rudder and differential braking should be used, as required, to correct
back to the runway centreline. When re-established on the runway centreline, the
pilot should re-apply braking and reverse thrust as required.
DIRECTIONAL CONTROL DURING CROSSWIND LANDING
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
Crosswind
component
Touchdown
with partial
decrab
Aircraft
skidding
sideways due
to fuselage/fin
side force and
reverse thrust
side force
Reverse
cancelled and
brakes
released
Reverse
thrust and
pedal braking
reapplied
Directional
control and
centerline
regained
NOF 02160 04271 0001
FACTORS AFFECTING LANDING DISTANCE
ALL
The field length requirements are contained in the Landing Performance chapter
of the FCOM 2. The landing distance margin will be reduced if the landing
technique is not correct. Factors that affect stopping distance include:
. Height and speed over the threshold
. Glide slope angle
. Landing flare technique
. Delay in lowering the nose on to the runway
. Improper use of braking system
. Runway conditions (discussed in adverse weather).
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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Height of the aircraft over the runway threshold has a significant effect on total
landing distance. For example, on a 3˚ glide path, passing over the runway
threshold at 100 ft altitude rather than 50 ft could increase the total landing
distance by approximately 300m/950ft. This is due to the length of runway used
before the aircraft touches down.
A 5 kts speed increment on VAPP produces a 5% increase in landing distance
with auto brake selected.
For a 50 ft Threshold Crossing Height, a shallower glide path angle increases
the landing distance, as the projected touchdown point will be further down the
runway.
Floating above the runway before touchdown must be avoided because it uses a
large portion of the available runway. The aircraft should be landed as near the
normal touchdown point as possible. Deceleration rate on the runway is
approximately three times greater than in the air.
Reverse thrust and speedbrake drag are most effective during the high-speed
portion of the landing. Therefore, reverse thrust should be selected without delay.
Speed brakes fully deployed, in conjunction with maximum reverse thrust and
maximum manual anti-skid braking provides the minimum stopping distance.
OPERATIONAL FACTORS AFFECTING ACTUAL LANDING DISTANCE
Demonstrated
Landing Distance
Required
landing distance
50’
1000 ft elevation
V Approach + 10%
+300 m / 1000 ft
100 ft at threshold
No ground spoilers
V Approach + 5% and long flare
1.0
1.1
1.2
1.3
1.67
NOF 02160 04272 0001
ENV A318/A319/A320/A321 FLEET FCTM
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CLEARANCE AT TOUCH DOWN
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
Geometry limit at
touch down
Pitch attitude at
VAPP(Vref+5kt) (1)
Pitch attitude at
touch down
Clearance(2)
17.3˚
tbd
tbd
tbd˚
Note: (1) Flight path in approach: -3˚
(2) Clearance = geometry limit - pitch attitude at touch down
MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770
ENV A318/A319/A320/A321 FLEET FCTM
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MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810
1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855
1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912
1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976
1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019
2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066
2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113
2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186
2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232
2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271
2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306
2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355
2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396
2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429
2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458
2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499
2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534
2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581
2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628
2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667
2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702
Geometry limit at
touch down
Pitch attitude at
VAPP(Vref+5kt) (1)
Pitch attitude at
touch down
Clearance(2)
15.5˚
3.4˚
7.7˚
7.8˚
Note: (1) Flight path in approach: -3˚
(2) Clearance = geometry limit - pitch attitude at touch down
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476
0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137-1138 1141 1143 1146 1148 1150 1152 1156 1158 1163 1166 1168 1171 1173 1175 1177
1181 1183 1187 1189 1192 1194 1196 1198 1200 1206 1208 1210 1213 1215 1217 1221
1224 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257 1262
1264 1266 1268 1270 1272 1274 1280 1282 1284 1286 1288 1290 1292 1294 1296 1298
1300 1302 1304 1306 1310 1312 1314 1316 1318 1320 1327 1330 1332 1334 1337 1339
1341 1343 1345 1347 1349 1351 1353 1355 1357 1359 1361 1363 1365 1367-1368 1370
1372 1374 1376 1379 1381 1383 1385 1387 1390 1394 1396 1398 1400 1402 1405 1407
1409 1411 1413 1416 1418-1419 1422 1424 1427 1430 1432 1435 1437 1439 1441 1443
1446 1448 1450 1452 1454 1457 1459 1461 1464 1467 1469-1470 1473 1475 1478 1480
1482 1484-1486 1489 1491 1493 1495 1497 1500 1502 1504 1506 1508-1509 1512 1514
1516 1518 1523 1526 1528 1530 1532-1533 1535 1538 1540 1542 1544 1546 1548 1550
1553 1555-1557 1559 1561 1564 1566 1568 1571 1578 1580 1584 1586 1588 1591 1593
1595 1597 1605 1609-1610 1613 1615 1617 1620-1621 1624 1626 1628 1631 1633
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
MSN 1635 1637 1639 1641 1644 1646 1648 1650 1652 1655 1657 1661 1663 1665
1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692 1694 1696-1697 1700
1702 1705 1708 1710 1712 1715 1717 1719 1721 1723 1725 1728 1730 1732 1735-1736
1739 1741 1744 1747 1749 1751 1754-1755 1757 1760 1762 1764 1767 1769 1771 1773
1775 1777 1780 1782 1784-1785 1787 1789 1792-1793 1797 1799 1802 1804 1806 1809
1812-1814 1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845
1847 1849 1852 1854 1856-1858 1860-1862 1864-1865 1867-1868 1871 1873-1874 1877
1879 1883 1885 1888-1889 1891-1892 1894-1896 1898-1900 1902-1904 1906-1907 1909-1911
1913-1915 1917-1920 1922 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945
1948-1949 1951 1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983
1987 1989 1992-1993 1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022
2024 2027 2029 2031 2034 2036 2038 2040 2042 2044 2046 2048-2049 2054 2056 2058
2061 2063 2065 2068 2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094
2097 2099 2102 2104 2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169
2171 2173 2175 2177-2178 2180 2182-2183 2185 2187 2189 2191-2193 2195 2197 2199
2201 2204 2206-2207 2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233
2235 2238-2239 2242 2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275
2278 2280 2282 2284 2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314
2316 2322 2325 2327 2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354
2356 2359 2361 2364 2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395
2397 2399 2401 2403 2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428
2430 2432 2434 2437 2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461
2475 2478-2479 2482 2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509
2511 2513 2515 2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542
2562 2564 2566 2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596
2598 2600 2604 2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633
2635 2637 2640 2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692
Geometry limit at
touch down
Pitch attitude at
VAPP(Vref+5kt) (1)
Pitch attitude at
touch down
Clearance(2)
13.5˚
3.3˚
7.6˚
5.9˚
Note: (1) Flight path in approach: -3˚
(2) Clearance = geometry limit - pitch attitude at touch down
MSN
0505
0560
0614
0855
0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498
0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555
0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604
0620 0631 0642 0652 0664 0692 0699 0731 0746 0765 0771 0802 0811 0819
0887 0901 0940 0959 0963 0987 1008 1042 1144 1204 1220 1227 1356 1511
Geometry limit at
touch down
Pitch attitude at
VAPP(Vref+5kt) (1)
Pitch attitude at
touch down
Clearance(2)
11.2˚
2.4˚
6.6˚
4.6˚
0502
0557
0606
0848
Note: (1) Flight path in approach: -3˚
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
(2) Clearance = geometry limit - pitch attitude at touch down
MSN
0781
0908
1004
1185
1293
1438
1517
1623
1704
1798
1928
1988
2115
2305
2476
0633 0663 0666 0668 0674-0675 0677 0680 0684 0687 0715 0725 0761 0775 0777
0787 0792 0796 0806 0808 0810 0815 0823 0827 0835 0841 0852 0864 0878 0891
0915 0920 0926 0935 0941 0954 0956 0961 0968 0970 0974 0983 0991 0993 0995
1006 1012 1015 1017 1021 1023-1024 1027 1045 1060 1080 1094 1133 1153 1161 1174
1188 1195 1199 1202 1207 1214 1218-1219 1233 1238 1241 1250 1260 1273 1276
1299 1307 1333 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436
1442 1447 1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503
1519 1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619
1629 1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701
1707 1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794
1807 1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687
Geometry limit at
touch down
Pitch attitude at
VAPP(Vref+5kt) (1)
Pitch attitude at
touch down
Clearance(2)
10.8˚
2.4˚
6.6˚
4.2˚
Note: (1) Flight path in approach: -3˚
(2) Clearance = geometry limit - pitch attitude at touch down
TAIL STRIKE AVOIDANCE
ALL
Although most of tail strikes are due to deviations from normal landing
techniques, some are associated with such external conditions as turbulence and
wind gradient.
DEVIATION FROM NORMAL TECHNIQUES
Deviations from normal landing techniques are the most common causes of tail
strikes. The main reasons for this are due to:
. Allowing the speed to decrease well below VAPP before flare
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
Flying at too low speed means high angle of attack and high pitch attitude,
thus reducing ground clearance. When reaching the flare height, the pilot will
have to significantly increase the pitch attitude to reduce the sink rate. This
may cause the pitch to go beyond the critical angle.
. Prolonged hold off for a smooth touch down
As the pitch increases, the pilot needs to focus further ahead to assess the
aircraft’s position in relation to the ground. The attitude and distance
relationship can lead to a pitch attitude increase beyond the critical angle.
. Too high flare
A high flare can result in a combined decrease in airspeed and a long float.
Since both lead to an increase in pitch attitude, the result is reduced tail
clearance.
. Too high sink rate, just prior reaching the flare height
In case of too high sink rate close to the ground, the pilot may attempt to
avoid a firm touch down by commanding a high pitch rate. This action will
significantly increase the pitch attitude and, as the resulting lift increase may
be insufficient to significantly reduce the sink rate, the high pitch rate may be
difficult to control after touch down, particularly in case of bounce.
. Bouncing at touch down
In case of bouncing at touch down, the pilot may be tempted to increase the
pitch attitude to ensure a smooth second touch down. If the bounce results
from a firm touch down, associated with high pitch rate, it is important to
control the pitch so that it does not further increase beyond the critical angle.
APPROACH AND LANDING TECHNIQUES
A stabilized approach is essential for achieving successful landings. It is
imperative that the flare height be reached at the appropriate airspeed and flight
path angle. The A/THR and FPV are effective aids to the pilot.
VAPP should be determined with the wind corrections (provided in FCOM/QRH)
by using the FMGS functions. As a reminder, when the aircraft is close to the
ground, the wind intensity tends to decrease and the wind direction to turn
(direction in degrees decreasing in the northern latitudes). Both effects may
reduce the head wind component close to the ground and the wind correction to
VAPP is there to compensate for this effect.
When the aircraft is close to the ground, high sink rate should be avoided, even
in an attempt to maintain a close tracking of the glideslope. Priority should be
given to the attitude and sink rate. If a normal touchdown distance is not
possible, a go-around should be performed.
If the aircraft has reached the flare height at VAPP, with a stabilized flight path
angle, the normal SOP landing technique will lead to repetitive touch down
attitude and airspeed.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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LANDING
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FLIGHT CREW TRAINING MANUAL
During the flare, the pilot should not concentrate on the airspeed, but only on
the attitude with external cues.
Specific PNF call outs have been reinforced for excessive pitch attitude at landing.
After touch down, the pilot must "fly" the nosewheel smoothly, but without delay,
on to the runway, and must be ready to counteract any residual pitch up effect
of the ground spoilers. However, the main part of the spoiler pitch up effect is
compensated by the flight control law itself.
BOUNCING AT TOUCH DOWN
In case of light bounce, maintain the pitch attitude and complete the landing,
while keeping the thrust at idle. Do not allow the pitch attitude to increase,
particularly following a firm touch down with a high pitch rate.
In case of high bounce, maintain the pitch attitude and initiate a go-around. Do
not try to avoid a second touch down during the go-around. Should it happen, it
would be soft enough to prevent damage to the aircraft, if pitch attitude is
maintained.
Only when safely established in the go-around, retract flaps one step and the
landing gear. A landing should not be attempted immediately after high bounce,
as thrust may be required to soften the second touch down and the remaining
runway length may be insufficient to stop the aircraft.
CUMULATIVE EFFECTS
No single factor should result in a tail strike, but accumulation of several can
significantly reduce the margin.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
PREFACE
ALL
Failure to recognize the need for and to execute a go-around, when required, is
a major cause of approach and landing accidents. Because a go-around is an
infrequent occurrence, it is important to be "go-around minded". The decision to
go-around should not be delayed, as an early go-around is safer than a last
minute one at lower altitude.
CONSIDERATIONS ABOUT GO-AROUND
ALL
A go-around must be considered if:
. There is a loss or a doubt about situation awareness
. If there is a malfunction which jeopardizes the safe completion of the
approach e.g. major navigation problem
. ATC changes the final approach clearance resulting in rushed action from the
crew or potentially unstable approach
. The approach is unstable in speed, altitude, and flight path in such a way that
stability will not be obtained by 1000 ft IMC or 500 ft VMC.
. Any GPWS, TCAS or windshears alert occur
. Adequate visual cues are not obtained reaching the minima.
AP/FD GO-AROUND PHASE ACTIVATION
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060
0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114
0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164
0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213
0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273
0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329
0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376
0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432
0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470
0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525
0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564
0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607
0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641
0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686
0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720
0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754
0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802
0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843
0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888
0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939
0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986
0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037
1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117
1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230
1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479
1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662
1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812
1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002
2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474
The go-around phase is activated when the thrust levers are set to TOGA,
provided the flap lever is selected to Flap 1 or greater. The missed approach
becomes the active F-PLN and the previously flown approach is strung back into
the F-PLN.
For the go-around, the appropriate flying reference is the attitude, since it is
dynamic manoeuvre. So, if the "bird" is ON, the PF will ask the PNF to select
HDG/VS, in order to remove the "bird". This also permits to replace the FPD by
the FD bars, if the flight director is in use.
If the autopilot or the flight director is in use, SRS and GA TRK modes engage.
If the autopilot and both flight directors are off, the PF will maintain 15˚ of pitch.
If TOGA thrust is not required during a go-around for any reason, e.g. an early
go-around ordered by ATC, it is essential that thrust levers are set to TOGA
momentarily to sequence the F-PLN. If this is not done, the destination airfield
will be sequenced and the primary F-PLN will become PPOS - DISCONT- .
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073
0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134
0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184
0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224
0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274
0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333
0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404
0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466
0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527
0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562
0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608
0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656
0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695
0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736
0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779
0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810
0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845
0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892
0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938
0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979
0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021
1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075
1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148
1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226
1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413
1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482
1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765
1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823
1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958
1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046
2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473
2475-2702
The go-around phase is activated when the thrust levers are set to TOGA,
provided the flap lever is selected to Flap 1 or greater. The FDs bars are
displayed automatically and SRS and GA TRK modes engage. The missed
approach becomes the active F-PLN and the previously flown approach is strung
back into the F-PLN.
For the go-around, the appropriate flying reference is the attitude, since it is
dynamic manoeuvre. This is why, if the "bird" is ON, it is automatically removed,
and the FD bars automatically replace the FPD.
If TOGA thrust is not required during a go-around for any reason, e.g. an early
go-around ordered by ATC, it is essential that thrust levers are set to TOGA
momentarily to sequence the F-PLN. If this is not done, the destination airfield
will be sequenced and the primary F-PLN will become PPOS - DISCONT-
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
GO-AROUND PHASE
MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060
0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114
0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164
0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213
0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273
0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329
0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376
0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432
0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470
0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525
0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564
0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607
0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641
0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686
0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720
0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754
0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802
0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843
0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888
0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939
0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986
0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037
1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117
1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230
1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479
1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662
1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812
1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002
2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474
GO AROUND WITH FD ON
The SRS mode guides the aircraft with a maximum speed of VAPP or IAS at
time of TOGA selection (limited to maximum of VAPP + 25 with all engines
operative or VAPP + 15 with one engine inoperative with FMS2) until the
acceleration altitude where the target speed increases to green dot.
Some FMS misbehaviour may prevent this automatic target speed increase.
Should this occur, pulling the FCU ALT knob for OP CLB manually disengages
SRS mode and allows the target speed to increase to green dot. It should be
noted however, that the target speed increases to green dot speed as soon as
ALT* mode engages when approaching the FCU clearance altitude.
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The GA TRK mode guides the aircraft on the track memorised at the time of
TOGA selection. The missed approach route becomes the ACTIVE F-PLN
provided the waypoints have been correctly sequenced on the approach. Pushing
for NAV enables the missed approach F-PLN to be followed.
Above the go-around acceleration altitude, the target speed is green dot.
GO AROUND WITH FD OFF
The PF maintains 15˚ of pitch.
The crew will not select the FD ON before the acceleration altitude, since this
would not activate the SRS mode. (V/S mode would be activated, maintaining
the V/S at mode engagement).
At the thrust reduction/acceleration altitude, the crew will set the selected speed
to green dot before setting CLB thrust, since the autothrust will activate in
selected speed mode.
The crew will then set the FD ON , and select the appropriate modes.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073
0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134
0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184
0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224
0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274
0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333
0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404
0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466
0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527
0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562
0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608
0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656
0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695
0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736
0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779
0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810
0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845
0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892
0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938
0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979
0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021
1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075
1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148
1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226
1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413
1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482
1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765
1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823
1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958
1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046
2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473
2475-2702
The SRS mode guides the aircraft with a maximum speed of VAPP or IAS at
time of TOGA selection (limited to maximum of VAPP + 25 with all engines
operative or VAPP + 15 with one engine inoperative with FMS2) until the
acceleration altitude where the target speed increases to green dot.
Some FMS misbehaviour may prevent this automatic target speed increase.
Should this occur, pulling the FCU ALT knob for OP CLB manually disengages
SRS mode and allows the target speed to increase to green dot. It should be
noted however, that the target speed increases to green dot speed as soon as
ALT* mode engages when approaching the FCU clearance altitude.
The GA TRK mode guides the aircraft on the track memorised at the time of
TOGA selection. The missed approach route becomes the ACTIVE F-PLN
provided the waypoints have been correctly sequenced on the approach. Pushing
for NAV enables the missed approach F-PLN to be followed.
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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GO AROUND
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Above the go-around acceleration altitude, the target speed is green dot.
ENGINES ACCELERATION
ALL
When the pilot sets TOGA thrust for go-around, it takes some time for the
engines to spool up due to the acceleration capability of the high by pass ratio
engines. Therefore, the pilot must be aware that the aircraft will initially loose
some altitude. This altitude loss will be greater if initial thrust is close to idle
and/or the aircraft speed is lower than VAPP.
ATTITUDE LOSS FOLLOWING A GO-AROUND
VAPP − stabilized thrust
Altitude loss
0
VAPP − idle thrust
−20
−40
1
2
3
4
5
6 Time (sec)
NOF 02170 04247 0001
ALL
LEAVING THE GO-AROUND PHASE
The purpose of leaving the go-around phase is to obtain the proper target speed
and proper predictions depending upon the strategy chosen by the crew. During
the missed approach, the crew will elect either of the following strategies:
. Fly a second approach
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 9
NORMAL OPERATIONS
02.170
GO AROUND
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. Carry out a diversion
SECOND APPROACH
If a second approach is to be flown, the crew will activate the approach phase in
the MCDU PERF GO-AROUND page. The FMS switches to Approach phase and
the target speed moves according to the flaps lever setting, e.g. green dot for
Flaps 0.
The crew will ensure proper waypoint sequencing during the second approach in
order to have the missed approach route available, should a further go-around
be required.
DIVERSION
Once the aircraft path is established and clearance has been obtained, the crew
will modify the FMGS to allow the FMGS switching from go-around phase to
climb phase:
. If the crew has prepared the ALTN FPLN in the active F-PLN, a lateral
revision at the TO WPT is required to access the ENABLE ALTN prompt. On
selecting the ENABLE ALTN prompt, the lateral mode reverts to HDG if
previously in NAV. The aircraft will be flown towards the next waypoint using
HDG or NAV via a DIR TO entry.
. If the crew has prepared the ALTN FPLN in the SEC F-PLN, the SEC F-PLN
will be activated, and a DIR TO performed as required. AP/FD must be in
HDG mode for the ACTIVATE SEC F-PLN prompt to be displayed.
. If the crew has not prepared the ALTN FPLN, a selected climb will be
initiated. Once established in climb and clear of terrain, the crew will make a
lateral revision at any waypoint to insert a NEW DEST. The route and a CRZ
FL (on PROG page) can be updated as required.
REJECTED LANDING
ALL
A rejected landing is defined as a go-around manoeuvre initiated below the
minima.
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 9
NORMAL OPERATIONS
02.170
GO AROUND
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Once the decision is made to reject the landing, the flight crew must be
committed to proceed with the go-around manoeuvre and not be tempted to
retard the thrust levers in a late decision to complete the landing.
TOGA thrust must be applied but a delayed flap retraction should be considered.
If the aircraft is on the runway when thrust is applied, a CONFIG warning will be
generated if the flaps are in conf full. The landing gear should be retracted when
a positive rate of climb is established with no risk of further touch down. Climb
out as for a standard go-around.
In any case, if reverse thrust has been applied, a full stop landing must be
completed.
ENV A318/A319/A320/A321 FLEET FCTM
Page 9 of 9
NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
BRAKE FANS (IF INSTALLED)
ALL
The use of brake fans could increase oxidation of the brake surface hot spots if
brakes are not thermally equalized, leading to the rapid degradation of the
brakes. For this reason, selection of brake fans should be delayed until
approximately five minutes after touchdown or just prior to stopping at the gate
(whichever occurs first).
BRAKE TEMPERATURE
MSN 0002-0042 0044-0112 0115-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467
0469-0472 0475-0476 0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504
0506-0508 0510-0512 0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543
0545-0549 0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571-0574
0577-0579 0582 0584-0585 0587-0590 0592 0594 0596 0598 0600-0603 0605 0607-0613
0615-0619 0621-0630 0632 0634-0641 0643-0651 0653-0658 0660-0662 0665 0669-0673
0676 0678-0679 0681-0683 0685-0686 0688-0691 0693-0698 0700-0714 0716-0724 0726-0730
0732-0745 0747-0760 0762-0764 0766-0770 0772-0774 0776 0778-0780 0782-0786 0788-0791
0793-0795 0797-0801 0803-0805 0807 0809 0812-0814 0816-0818 0820-0822 0824-0826
0828-0834 0836-0840 0842-0847 0849-0851 0853-0854 0856-0863 0865-0877 0879-0886
0888-0890 0892-0900 0902-0907 0909-0914 0916-0919 0921-0925 0927-0933 0936-0939
0942-0953 0955 0957-0958 0960 0962 0964-0967 0969 0971-0973 0975-0982 0984-0986
0988-0989 0992 0994 0996-1003 1005 1007 1009-1011 1013 1016 1018-1020 1022 1025-1026
1028-1041 1043-1044 1046-1059 1061-1079 1081-1093 1095-1131 1134-1143 1145-1152
1154-1160 1163-1173 1175-1176 1178-1182 1184 1187 1189-1194 1196-1198 1200-1201 1203
1205-1206 1208-1213 1215-1217 1221-1226 1228-1232 1234-1237 1239-1240 1242-1249
1251-1258 1261-1272 1274-1275 1277-1292 1294-1298 1300-1306 1309-1332 1334-1355
1357-1365 1367-1382 1384-1398 1400-1402 1404-1406 1409-1411 1413-1416 1419-1420
1422-1423 1426-1427 1429-1430 1432 1434-1435 1437 1439-1441 1443-1446 1448-1450
1452-1454 1456-1457 1460-1461 1463-1464 1466-1471 1473-1475 1477-1480 1482-1486
1488-1491 1493-1495 1497-1498 1500-1502 1504-1510 1512-1516 1518 1520 1522-1524
1526-1530 1532-1535 1537-1538 1540-1553 1555-1571 1573-1586 1588-1595 1597-1601
1603-1606 1608-1610 1612-1613 1615-1618 1620-1622 1624-1628 1630-1631 1633-1635
1637 1639-1641 1643-1650
ENV A318/A319/A320/A321 FLEET FCTM
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NORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 1652-1657 1659-1665 1667-1669 1671-1674 1676-1680 1682-1689 1692-1694 1696
1698-1700 1702-1703 1705-1706 1708-1710 1712 1714-1715 1717-1719 1721-1723 1725
1727-1731 1733 1735-1747 1749-1762 1764-1771 1773-1775 1777-1782 1784-1787 1789-1793
1795-1797 1799-1806 1808-1810 1812-1816 1818-1835 1837-1842 1844-1847 1849 1851-1858
1860-1868 1870-1877 1879-1880 1882-1886 1888-1904 1906-1920 1922-1925 1927 1929-1931
1933-1940 1942-1945 1947-1949 1951-1952 1954-1955 1957-1959 1961-1965 1968-1969 1971
1973 1975-1976 1979-1983 1986 1989-1993 1996-2004 2006-2020 2022-2040 2042-2044
2046-2054 2056-2059 2061-2063 2065-2066 2068-2075 2077-2079 2081-2104 2106 2108-2109
2112-2114 2116 2118-2189 2191-2207 2209-2210 2212-2215 2217-2219 2221-2225 2227-2233
2235-2246 2248-2254 2256-2260 2262-2266 2268-2269 2271-2289 2291-2302 2304 2306-2308
2310-2314 2316-2319 2321-2322 2325-2329 2331-2336 2338-2341 2343-2350 2352-2356
2358-2362 2364-2380 2382-2409 2411-2461 2463-2471 2473-2475 2477-2479 2481-2487
2489-2520 2522-2529 2531-2535 2537-2542 2544-2548 2551-2552 2554-2562 2564-2589
2591-2598 2600-2609 2611-2652 2654-2681 2683-2684 2690-2702
When reaching the gate, if there is a significant difference in brake temperature
between the wheels of the same gear, this materializes a potential problem with
brake and a maintenance action is due e.g. if one wheel reaches the limit
temperature of 425˚C while all others wheels brakes indicate less than 325 ˚C,
this indicates that there is a potential problem of brake binding or permanent
brake application on that wheel. Conversely, if one wheel brake is at or below
60˚C whereas the others are beyond 160˚C, this indicates that there is a
potential loss of braking on that wheel.
If brake temperature is above 500˚C with fans OFF (350˚C fans ON), use of
the parking brake, unless operationally necessary, should be avoided to prevent
brake damage.
If one brake temperature exceeds 500˚C, a maintenance action is due.
The MMEL provides information regarding brake ground cooling time, both with
and without brake fans.
MSN
0505
0570
0667
0908
1027
1218
1487
2041
0043 0113-0114 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0502
0513-0518 0520 0522 0524 0526 0532 0535 0541 0552 0557 0560 0563-0564 0567
0575-0576 0580-0581 0583 0586 0593 0595 0599 0620 0631 0642 0652 0659 0664
0692 0699 0765 0771 0806 0810 0819 0827 0835 0848 0855 0864 0887 0891 0901
0920 0934-0935 0940-0941 0954 0959 0961 0968 0974 0987 0990 1004 1014 1021
1045 1060 1080 1144 1153 1161 1174 1177 1183 1185 1188 1195 1199 1207 1214
1220 1241 1260 1273 1293 1356 1383 1407-1408 1418 1421 1424 1438 1458-1459
1511 1554 1572 1636 1670 1681 1697 1716 1732 1734 1836 1850 1926 1978 1987
2045 2110 2115 2208 2220 2226 2247 2270 2290 2357 2381 2472 2488 2563 2599
When reaching the gate, if there is a significant difference in brake temperature
between the wheels of the same gear, this materializes a potential problem with
brake and a maintenance action is due e.g. if one wheel reaches the limit
temperature of 600˚C while all others wheels brakes indicate less than 400˚C
to 450 ˚C, this indicates that there is a potential problem of brake binding or
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 5
NORMAL OPERATIONS
02.180
TAXI IN
JUL 28/05
FLIGHT CREW TRAINING MANUAL
permanent brake application on that wheel. Conversely, if one wheel brake is at
or below 60˚C whereas the others are beyond 200˚C, this indicates that there
is a potential loss of braking on that wheel.
If brake temperature is above 500˚C with fans OFF (350˚C fans ON), use of
the parking brake, unless operationally necessary, should be avoided to prevent
brake damage.
If one brake temperature exceeds 900˚C, a maintenance action is due.
The MMEL provides information regarding brake ground cooling time, both with
and without brake fans.
MSN
0614
0775
0956
1133
1417
1496
1619
1711
1843
1960
2067
2315
2543
0364 0385 0498
0633 0663 0666
0777 0781 0787
0963 0970 0983
1202 1204 1219
1425 1428 1431
1499 1503 1517
1623 1629 1632
1713 1720 1724
1848 1859 1869
1966-1967 1970
2076 2080 2105
2320 2323-2324
2549 2553 2590
0509 0519 0521 0529
0668 0674-0675 0677
0792 0796 0802 0808
0991 0993 0995 1006
1227 1233 1238 1250
1433 1436 1442 1447
1519 1521 1525 1531
1638 1642 1651 1658
1726 1748 1763 1772
1878 1881 1887 1905
1972 1974 1977 1984
2107 2117 2190 2211
2330 2337 2342 2351
2610 2653 2682 2687
0538
0680
0811
1008
1276
1451
1536
1666
1776
1921
1988
2216
2363
0544 0550 0555 0591 0597
0684 0687 0715 0725 0731
0815 0823 0841 0852 0878
1012 1015 1017 1023-1024
1299 1307 1333 1366 1399
1455 1462 1465 1472 1476
1539 1587 1596 1602 1607
1675 1690-1691 1695 1701
1783 1788 1794 1798 1807
1928 1932 1941 1946 1950
1994-1995 2005 2021 2055
2234 2255 2261 2267 2303
2410 2462 2476 2480 2521
0604
0746
0915
1042
1403
1481
1611
1704
1811
1953
2060
2305
2530
0606
0761
0926
1094
1412
1492
1614
1707
1817
1956
2064
2309
2536
When reaching the gate, if there is a significant difference in brake temperature
between the wheels of the same gear, this materializes a potential problem with
brake and a maintenance action is due. e.g. if one wheel reaches the limit
temperature of 600˚C while all others wheels brakes indicate less than 400˚C
to 450 ˚C, this indicates that there is a potential problem of brake binding or
permanent brake application on that wheel. Conversely, if one wheel brake is at
or below 60˚C whereas the others are beyond 200˚C, this indicates that there
is a potential loss of braking on that wheel.
If brake temperature is above 500˚C with fans OFF (350˚C fans ON), use of
the parking brake, unless operationally necessary, should be avoided to prevent
brake damage.
If one brake temperature exceeds 800˚C, a maintenance action is due.
The MMEL provides information regarding brake ground cooling time, both with
and without brake fans.
ENGINES COOLING PERIOD
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 5
NORMAL OPERATIONS
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TAXI IN
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FLIGHT CREW TRAINING MANUAL
ALL
To avoid engine thermal stress, it is required that the engine be operated at, or
near, idle for a cooling period as described in FCOM 3.03.25
TAXI WITH ONE ENGINE SHUTDOWN
ALL
Refer to FCTM 02.040
AFTER LANDING FLOW PATTERN
ALL
AFTER LANDING FLOW PATTERN
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 5
NORMAL OPERATIONS
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TAXI IN
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FLIGHT CREW TRAINING MANUAL
PNF
PF
ANTI−ICE
CALLS
MECH
ALL
FWD
AFT
PROBE/WINDOW
HEAT
EMER
ANTI ICE
ON
RAIN RPLNT
WING
ENG 1
ENG 2
FAULT
FAULT
FAULT
ON
ON
ON
LDG ELEV
AUTO
−2
0
MODE SEL
UP
A
U
T
O
14
A
U 12
T
O 10
FAULT
OVRD
DN
APU
ON
ON
ON
NAV
2
OFF
OFF
OFF
A
U
T
O
FAST
OFF
RWY TURN OFF
ON
STBY COMPASS
TEST
DIM
FAST
EMER EXIT LT
ON
A
U
T
O
ON
6
SLOW
BRT
SIGNS
NO SMOKING
ON
AVAIL
OFF
2
ON
OFF
BRT
OFF
R
1
ON
RAIN RPLNT
OFF
BRT
ON
N1 MODE
2
ON
WIPER
DIM
OFF
OFF
ON
ANN LT
DOME
FAULT
ON
L
1
ON
6
INIT LT
OVHD INTEG LT
MASTER SW
1
MAN START
DITCHING
2
4
8
OFF
SLOW
1
ENG
CABIN PRESS
MAN V/S CTL
OFF
WIPER
OFF
OFF
OFF
OFF
APU
GRND SPLRS
0
1
0
0
0
T.O.
CONFIG
0
0
EMER
CANC
ENG
BLEED PRESS
APU
COND
APU
EL/AC
EL/DC
FUEL
ALL
DOOR WHEEL F/CTL
ALL
DOOR WHEEL
GND SPLRS ARMED
SPEED
BRAKE
RET
RET
1/2
1/2
OVHD INTEG LT
FULL
MAN V/S
MAN V/S
FULL
2
OFF
ENG
1
GND
RADAR
R
E
T
S
P
E
E
D
B
R
A
K
E
1/2
F
U
L
L
0
ENG
2
A
R
M
E
D
R
E
T
1/2
F
U
L
L
3
0
0
1
1
2
2
3
3
MAN V/S
5
4
0
F
U
L
L
BRT
F
U
L
L
PREDICTIVE WINDSHEAR
ATC
TCAS MODE SEL
FLAPS
OFF
ENG START SEL
ON
PARK BRK
NOF 02180 04248 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 5
ABNORMAL OPERATIONS
03.000
TABLE OF CONTENTS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
03.010
03.020
GENERAL
-- PREFACE
1
-- LANDING DISTANCE PROCEDURE
1
-- VAPP DETERMINATION
1
-- LANDING DISTANCES CALCULATION
4
OPERATING TECHNIQUES
-- LOW SPEED ENGINE FAILURE
-- REJECTED TAKE-OFF
1
-- EMERGENCY EVACUATION
5
-- ENGINE FAILURE AFTER V1
03.022
03.026
03.027
8
-- ENGINE FAILURE DURING INITIAL CLIMB-OUT
11
-- ENGINE FAILURE DURING CRUISE
11
-- ENGINE-OUT LANDING
14
-- CIRCLING ONE ENGINE INOPERATIVE
15
-- ONE ENGINE INOPERATIVE GO-AROUND
15
-- LAND ASAP
16
AUTOFLIGHT
-- FMGC FAILURE
03.024
1
1
ELECTRICAL
-- INTRODUCTION TO EMERGENCY ELECTRICAL
CONFIGURATION
-- TECHNICAL BACKGROUND
1
1
-- GENERAL GUIDELINES
3
-- REMAINING SYSTEMS
5
FIRE PROTECTION
-- PREFACE
1
-- SMOKE
1
-- CARGO SMOKE
4
FLIGHT CONTROLS
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.000
TABLE OF CONTENTS
JUL 28/05
-- ABNORMAL FLAPS/SLATS CONFIGURATION
03.028
FUEL
-- FUEL LEAK
03.029
03.070
1
-- REMAINING SYSTEMS
3
LANDING GEAR
1
NAVIGATION
-- ADR/IRS FAULT
1
-- UNRELIABLE AIRSPEED INDICATIONS
1
-- DUAL RADIO ALTIMETER FAILURE
5
POWER PLANT
-- ALL ENGINE FLAMEOUT
03.090
1
-- DUAL HYDRAULIC FAILURES
-- LDG WITH ABNORMAL L/G
03.034
1
HYDRAULIC
-- HYDRAULIC GENERATION PARTICULARITIES
03.032
1
1
MISCELLANEOUS
-- EMERGENCY DESCENT
1
-- OVERWEIGHT LANDING
3
-- CREW INCAPACITATION
10
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 2
ABNORMAL OPERATIONS
03.010
GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
PREFACE
ALL
The ABNORMAL OPERATIONS chapter highlights techniques that will be used in
some abnormal and emergency operations. Some of the procedures discussed in
this chapter are the result of double or triple failures. Whilst it is very unlikely
that any of these failures will be encountered, it is useful to have a background
understanding of the effect that they have on the handling and management of
the aircraft. In all cases, the ECAM should be handled as described in FCTM
OPERATIONAL PHILOSOPHY- ECAM 01.040.
LANDING DISTANCE PROCEDURE
ALL
Should a failure occur with "LANDING DISTANCE PROC....APPLY" message
displayed on the ECAM STATUS page, the crew will enter the LDG CONF/APP
SPD/LDG DIST/ CORRECTIONS FOLLOWING FAILURES table in QRH chapter
2 and read:
. The flap lever position for landing
. Delta VREF if required for VAPP determination
. The landing distance factor for landing distance calculation
VAPP DETERMINATION
ALL
BACKGROUND
Some failures affect the approach speed.
. Some failures (typically slat or flap failure) increase the VLS. In this case, the
VLS displayed on the PFD (if available) takes into account the actual
configuration.
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ABNORMAL OPERATIONS
03.010
GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. In some others failures, it is required to fly at speed higher than VLS to
improve the handling characteristics of the aircraft. This speed increment is to
be added to the VLS displayed on the PFD when the landing configuration is
reached.
In order to prepare the approach and landing, the crew needs to know VAPP in
advance. The appropriate VLS is not necessarily available at that time on the
PFD, because the landing configuration is not yet established. Hence, VAPP is
determined using VREF, which is the VLS of CONF FULL, and is available both
in MCDU PERF APPR page and QRH. Delta VREF, extracted from the QRH, is
then added.
Vapp = Vref + Vref + Wind correction
When required
NOF 03010 04277 0001
METHOD
If QRH shows a Delta Vref
VAPP COMPUTATION PRINCIPLE WITH DELTA VREF
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ABNORMAL OPERATIONS
03.010
GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
APPR
DEST
QNH
FLP RETR
1018
F= 162
TEMP
SLT RETR
20°
FINAL
ILS14R
MDA
S= 186
MAG WIND
688
DH
[ ]
CLEAN
200° /005
TRANS ALT
5000
VAPP
O= 234
VLS
135
140
PREV
FULL
NEXT
PHASE
A318
A319
A320
A321
Select CONF FULL
Read VREF = VLS CONF FULL
LDG CONF
CONF 3*
PHASE
ABNORMAL PROCEDURES
REV 36
SEQ 001
2.32
LDG CONF − APPR SPD −
LDG DIST
CORRECTIONS FOR FAILURES
FLAPS/
SLATS
R
R
R
R
R
Add
VREF to VERF
25
R
BRK
R
NAV
R
25
HYD
ENG
R
* : Refer to 2.33 − MULTIPLE FAILURES
R ** : Landing configuration as recommended by the ECAM
(1) If CONF Ils used when "NORM" is indicated in the table multiply the
resulting landing distance by an additional factor of 1.1.
WIND CORRECTION
VREF
20KT
NO WIND
CORRECTION
VREF
(
20KT
1/3 HEADWIND
VREF + WIND CORR
LIMITED TO KT)
Add wind correction, if applicable
APPR
DEST
QNH
5000
VAPP
160
PREV
1018
FLP RETR
FINAL
F= 162
ILS14R
TEMP
SLT RETR
20°
S= 186
MAG WIND
CLEAN
200° /005
O= 234
TRANS ALT
5000
VAPP
160
PREV
MDA
688
DH
[ ]
LDG CONF
CONF 3*
Enter VAPP manually
Select CONF 3, if LDG IN CONF 3
VLS
135
PHASE
FULL
NEXT
PHASE
NOF 03010 04278 0001
When fully configured in final approach, the crew will check the reasonableness
of the final approach speed computed by the crew with regard to VLS on the
PFD speed scale.
If the QRH shows no Delta Vref:
Proceed as for normal operations (Use the MCDU VAPP, as computed by FMS).
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
03.010
GENERAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
LANDING DISTANCES CALCULATION
ALL
The actual landing distance is measured from 50 ft above the runway surface
until the aircraft comes to the complete stop. This distance is measured during
flight testing and represents the maximum aircraft performance. It is called
LANDING DISTANCE WITHOUT AUTOBRAKE in the QRH.
Should a failure occur in flight which requires the actual landing distance to be
multiplied by a factor, then the factor should be applied to the "LANDING
DISTANCE WITHOUT AUTOBRAKE" configuration full.
Conversely, the AUTOLAND LANDING DISTANCE WITH AUTOBRAKE table
available in the QRH gives a realistic indication of the aircraft performance during
normal operations. Therefore, if an en-route diversion is required, and no landing
distance factor is to be applied, the crew should refer to this table.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
LOW SPEED ENGINE FAILURE
ALL
If an engine failure occurs at low speed, the resultant yaw may be significant,
leading to rapid displacement from the runway centreline. For this reason, it is
essential that the Captain keeps his hand on the thrust levers once take-off
thrust has been set. Directional control is achieved by immediately closing the
thrust levers and using maximum rudder and braking. If necessary, the
nosewheel tiller should be used to avoid runway departure.
REJECTED TAKE-OFF
ALL
FACTORS AFFECTING RTO
Experience has shown that a rejected take-off can be hazardous, even if correct
procedures are followed. Some factors that can detract from a successful
rejected take-off are as follows:
. Tire damage
. Brakes worn or not working correctly
. Error in gross weight determination
. Incorrect performance calculations
. Incorrect runway line-up technique
. Initial brake temperature
. Delay in initiating the stopping procedure
. Runway friction coefficient lower than expected
Thorough pre-flight preparation and a conscientious exterior inspection can
eliminate the effect of some of these factors.
During the taxi-out, a review of the take-off briefing is required. During this
briefing, the crew should confirm that the computed take-off data reflects the
actual take-off conditions e.g. wind and runway condition. Any changes to the
planned conditions require the crew to re-calculate the take-off data. In this case,
the crew should not be pressurised into accepting a take-off clearance before
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ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
being fully ready. Similarly, the crew should not accept an intersection take-off
until the take-off performance has been checked.
The line-up technique is very important. The pilot should use the over steer
technique to minimize field length loss and consequently, to maximize the
acceleration-stop distance available.
DECISION MAKING
A rejected take-off is a potentially hazardous manoeuvre and the time for
decision-making is limited. To minimize the risk of inappropriate decisions to
reject a take-off, many warnings and cautions are inhibited between 80 kts and
1500 ft. Therefore, any warnings received during this period must be considered
as significant.
To assist in the decision making process, the take-off is divided into low and
high speeds regimes, with 100 kts being chosen as the dividing line. The speed
of 100 kts is not critical but was chosen in order to help the Captain make the
decision and to avoid unnecessary stops from high speed:
. Below 100 kts, the Captain will seriously consider discontinuing the take-off if
any ECAM warning/caution is activated.
. Above 100 kts, and approaching V1, the Captain should be "go-minded" and
only reject the take-off in the event of a major failure, sudden loss of thrust,
any indication that the aircraft will not fly safely, or if one of the following
ECAM warning/caution occurs:
. ENG or APU FIRE
. ENG FAIL
. CONFIG
. ENG REV UNLOCK
. L+R ELEV FAULT
. SIDESTICK FAULT
If a tire fails within 20 kts of V1, unless debris from the tire has caused
noticeable engine parameter fluctuations, it is better to get airborne, reduce
the fuel load and land with a full runway length available.
The decision to reject the take-off is the responsibility of the Captain and must
be made prior to V1 speed:
. If a malfunction occurs before V1, for which the Captain does not intend to
reject the take-off, he will announce his intention by calling "GO".
. If a decision is made to reject the take-off, the Captain calls "STOP". This
call both confirms the decision to reject the take-off and also states that the
Captain now has control. It is the only time that hand-over of control is not
accompanied by the phrase "I have control".
RTO PROCEDURE
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
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Should a RTO procedure is initiated, the following task sharing will be applied.
CAPT
Calls .........................................."STOP"
Thrust levers ................................ IDLE
Reverse thrust ................... MAX AVAIL
F/O
Calls ...................... "REVERSE GREEN"
"DECEL(*)"
"70 kt"
Cancels any audio warning
Aircraft stopped
Reverse ................................. STOWED
Parking brake ........................... APPLY
PA call ........... "ATTENTION CREW AT
STATION"
Calls for .................... "ECAM ACTION"
Advises ATC
Locates on ground EMER EVAC C/L
Completes the ECAM ACTIONS
NOF 03020 04280 0001
(*): "DECEL" call means that the deceleration is felt by the crew, and confirmed
by the Vc trend on the PFD. It can also be confirmed by the DECEL light;
however, this light only indicates that the selected deceleration rate is or is not
achieved, irrespective of the functioning of the autobrake. DECEL light might not
come up on a contaminated runway, with the autobrake working properly,due to
the effect of the antiskid.
If the take-off is rejected prior to 72kts, the spoilers will not deploy and the
auto-brake will not function.
If a rejected take-off is initiated and MAX auto brake decelerates the aircraft, the
captain will avoid pressing the pedals (which might be a reflex action). Conversely,
if deceleration is not felt, the captain will press the brake pedals fully down.
If take-off has been rejected due to an engine fire, the ECAM actions will be
completed until shutting down the remaining engines.
REJECTED TAKE-OFF FLOW PATTERN
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
"STOP"
F/O
"REVERSE GREEN"
1
"DECEL"
L
D
GG
E
A
R
M
A
X
U
N
L
K
H
O
T
O
N
U
N
L
K
"ECAM ACTIONS"
U
N
L
K
2
A
U
T
O
/
B
R
K
M
A
X
H
O
T
DME
O
N
L
DME
D
E
C
E
L
O
N
M
A
X
O
N
30
24
15
21
ADF
M
A
X
H
O
T
U
P
O
N
V
O
R
12
O
N
M
E
D
D
E
C
E
L
4
H
O
T
V
O
R
O
N
6
M
A
X
L
O
D
E
C
E
L
R
3
33
ADF
G
M
T
0
DATE
SET
50
A
C
C
U
P
R
E
S
S
0
4
3
1
D Y HR
MO
3
1
0
MIN
B
R
A
K
E
S
P
S
I1
0
0
0
R
U
N
D
O
W
N
10
CHR
h
min
0
GMT
40
h
min
20
ET
RUN
"70 Kt"
ET
STOP
CHR
RST
0
0
0
0
0
T.O.
CONFIG
ENG
BLEED
PRESS
EL/AC
EL/DC
APU
COND
DOOR
WHEEL
F/CTL
1
PA:
"ATTENTION CREW
AT STATION"
3
0
EMER
CANC
FUEL
ALL
THRUST LEVERS:
− Idle
− Reverse
When aircraft stopped
ATC notified
ON GROUND EMER
EVAC C/L located
OVHD INTEG LT
MAN V/S
MAN V/S
OFF
G
N
D
A
R
M
E
D
R
E
T
1
/
2
F
U
L
L
BRT
ENG
2
0
0
R
E
T
1
/
2
F
U
L
L
MAN V/S
CAPT
ENG
1
1
2
S
P
E
E
D
B
R
A
K
E
0
1
2
3
3
F
U
L
L
F
U
L
L
PARK BRK
2
When aircraft stopped
PARKING BRAKE ON
0
NOF 03020 04281 0001
EMERGENCY EVACUATION
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
ALL
INTRODUCTION
The typical case, which may require an emergency evacuation, is an
uncontrollable on ground engine fire. This situation, which may occur following a
rejected take-off or after landing, requires good crew coordination to cope with a
high workload situation.
DECISION MAKING
As soon as aircraft is stopped, the parking brake set, the captain notifies the
cabin crew and calls for ECAM ACTIONS. At this stage, the task sharing is
defined as follow:
. The first officer carries out the ECAM actions until shutting down the
remaining engine.
. The captain builds up his decision to evacuate depending on the
circumstances. Considerations should be given to:
-- Possible passenger evacuation of the aircraft on the runway.
-- Vacating the runway as soon as possible.
-- Communicating intentions or requests to ATC.
If fire remains out of control after having discharged the fire agents, the captain
calls for the ON GROUND EMER EVAC C/L located on the back of the QRH.
THE ON GROUND EMER EVACUATION C/L
Some items need to be highlighted:
. It is essential that the differential pressure be zeroed.
In automatic pressurization mode, the crew can rely on the CPC, and the
Delta P check is therefore not applicable.
If MAN CAB PRESS is used in flight, the CAB PR SYS (1+2) FAULT procedure
requires selecting MAN V/S CTL to FULL UP position during final approach to
cancel any residual cabin pressure. However, since the residual pressure
sensor indicator, installed in the cabin door, is inhibited with slides armed, an
additional Delta P check is required by the EMER EVACUATION C/L.
Since MAN CAB PRESS is never used for take-off as at least one automatic
cabin pressure control must be operative for departure, the Delta P check does
not apply to the case of emergency evacuation following a rejected takeoff.
. CABIN CREW (PA)....NOTIFY reminds the captain for the "CABIN CREW AT
STATION" call out.
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ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
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. EVACUATION....INITIATE requires
-- The cabin crew to be notified to launch evacuation and
-- EVAC command activation.
This will be done preferably in this order for a clear understanding by cabin
crew.
On ground with engines stopped, the right dome light is available to allow the
ON GROUND EMER EVAC C/L completion.
When aircraft is on batteries power, the crew seats can only be operated
mechanically.
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
PF
PARK BRK
PARK BRK
ON
F/O
CAPT
(*)
6
10
NT
PA: Attention crew
At station
ECAM Actions
6
10
EGT
N2
FF
S
CAPTAIN
DECISION
BUILT UP
CAPTAIN DECISION
ENGINE 1 FIRE
T.O INHIBIT
−THR LEVERS ........................ IDLE
WHEN A/C IS STOPPED
PARKING BRK ............................ ON
ENG MASTER 1 ........................ OFF
ENG FIRE P/B ....................... PUSH
−AGENT 1 .............................. DISCH
−AGENT 2 .............................. DISCH
..............................
OFF
−ENG MASTER
2
IF EVAC RQRD
ANNOUNCE:
Cabin crew, passengers
Remain seated
Or CALL for
the ON GROUND EMER
EVACUATION C/L
IF EVACUATION
REQUIRED
A320
NORMAL CHECK LIST
REV 16
SEQ 100
7.01
QRH
ON GROUND EMER / EVACUATION
− AIRCRAFT PARKING BRK ....................................................... STOP ON
− ATC WHEN ............................ ....................................................... NOTIF
− AIRCRAFT PARKING BRK ............................................... CHECK ZERO
− ENG MASTERS ALL ........................................................................ OFF
NOTIF
− CABIN CREW .......
− FIRE FOR ENG , and APU ........................................................... PUSH
− AGENTS ENG, and APU ........................................................ AN RQRD
− EVACUATION .. .......................................................................... INITIATE
NOF 03020 04282 0001
(*) In the rejected take-off case, the captain calls STOP. This confirms that the
captain has controls. Following landing and after the parking brake is set, the
captain calls "I HAVE CONTROLS" if required to state the control hand over
ENGINE FAILURE AFTER V1
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
ALL
AIRCRAFT HANDLING
If an engine fails after V1 the take-off must be continued. The essential and
primary tasks are linked to aircraft handling. The aircraft must be stabilized at
the correct pitch and airspeed, and established on the correct track prior to the
initiation of the ECAM procedure.
On the ground, rudder is used conventionally to maintain the aircraft on the
runway centreline. At VR, rotate the aircraft smoothly, at a slower rate than with
all engines operation, using a continuous pitch rate to an initial pitch attitude of
12.5˚. The combination of high FLEX temperature and low V speeds requires
precise handling during the rotation and lift off. The 12.5˚ pitch target will ensure
the aircraft becomes airborne. The SRS orders should then be followed which
may demand a lower pitch attitude to acquire or maintain V2.
When safely airborne with a positive rate of climb and when the Radio Altitude
has increased, the PNF will call "positive climb". This will suggest to the PF for
landing gear retraction.
Use rudder to prevent yaw. Shortly after lift-off the blue Beta target will replace
the normal sideslip indication on the PFD. Adjust rudder to zero the beta target.
When the beta target is centred, total drag is minimised even though there is a
small amount of sideslip. The calculation of the beta target is a compromise
between drag produced by deflection of control surfaces and airframe drag
produced by a slight sideslip. Centring the beta target produces less total drag
than centring a conventional ball, as rudder deflection, aileron deflection, spoiler
deployment and aircraft body angle are all taken into account.
The crew will keep in mind that the yaw damper reacts to a detected side slip.
This means that, with hands off the stick and no rudder input, the aircraft will
bank at about 5˚ maximum and then, will remain stabilized. Thus, laterally, the
aircraft is a stable platform and no rush is required to laterally trim the aircraft.
Control heading conventionally with bank, keeping the beta target at zero with
rudder. Accelerate if the beta target cannot be zeroed with full rudder. Trim the
rudder conventionally.
The use of the autopilot is STRONGLY recommended. Following an engine
failure, the rudder should be trimmed out prior to autopilot engagement. Once
AP is engaged, the rudder trim is managed through the AP and, hence, manual
rudder trim command, including reset, is inhibited.
THRUST CONSIDERATIONS
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OPERATING TECHNIQUES
JUL 28/05
Consider the use of TOGA thrust, keeping in mind the following:
. For a FLEX take-off, selecting the operating engine to TOGA provides
additional performance margin but is not a requirement of the reduced thrust
take-off certification. The application of TOGA will very quickly supply a large
thrust increase but this comes with a significant increase in yawing moment
and an increased pitch rate. The selection of TOGA restores thrust margins
but it may be at the expense of increased workload in aircraft handling.
. TOGA thrust is limited to 10 minutes.
PROCEDURE
INITIATION OF THE PROCEDURE
Procedures are initiated on PF command. No action is taken (apart from
cancelling audio warnings through the MASTER WARNING light) until:
. The appropriate flight path is established and,
. The aircraft is at least 400 ft above the runway, if a failure occurs during
take-off approach or go-around.
A height of 400 ft is recommended because it is a good compromise between
the necessary time for stabilization and the excessive delay in procedure
initiation. In some emergency cases and provided the flight path is
established, the PF may initiate the ECAM actions before 400 ft.
The PNF will closely monitor the aircraft’s flight path and cancel any Master
Warning/Caution. At 400 ft RA, the PNF should read the ECAM title displayed on
the top line of the E/WD. Once the PF has stabilised the flight path, he confirms
the failure. If it is necessary to delay the ECAM procedure, the PF should order
"Standby", otherwise he should announce "I have control, ECAM actions".
Normally, only those actions involving movement of the THRUST LEVER and/or
ENG MASTER and those actions required to clear RED warnings should be
carried out prior to level acceleration and flap retraction. However, in the event of
ENG FAILURE WITH DAMAGE or ENG FIRE, the ECAM procedure should be
continued until the engine is secured.
ACCELERATION SEGMENT
At the engine-out acceleration altitude, push ALT to level off and allow the speed
to increase. If the aircraft is being flown manually, the PF should remember
that, as airspeed increases, the rudder input needed to keep the beta target
centred will reduce. Retract the flaps as normal. When the flap lever is at zero,
the beta target reverts to the normal sideslip indication.
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
FINAL TAKE-OFF SEGMENT
As the speed trend arrow reaches Green Dot speed, pull for OPEN CLIMB, set
THR MCT when the LVR MCT message flashes on the FMA (triggered as the
speed index reaches green dot) and resume climb using MCT. If the thrust lever
are already in the FLX/MCT detent, move lever to CL and then back to MCT.
When an engine failure occurs after take-off, noise abatement procedures are no
longer a requirement. Additionally, the acceleration altitude provides a
compromise between obstacle clearance and engine thrust limiting time. It allows
the aircraft to be configured to Flap 0 and green dot speed, which provides the
best climb gradient.
Once established on the final take-off flight path, continue the ECAM until the
STATUS is displayed. At this point, the AFTER T/O checklist should be
completed, computer reset considered and OEBs consulted (if applicable).
STATUS should then be reviewed.
ONE ENGINE OUT FLIGHT PATH
The one engine out flight path will be flown according to the take-off briefing
made at the gate:
. The EOSID (with attention to the decision point location)
. The SID
. Radar vectors...
ENGINE FAILURE AFTER V1
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
INTURN :
FOLLOW FD OR AP ORDER. WITH NO AP/FD,
THE PILOT SHALL LIMIT THE BANK
ANGLE TO 15° UP TO
F,S, GREEN DOT.
EO ACCEL HEIGHT
ALT : HOLD
ENGINE FAILURE
400 Ft MIN :
ECAM ACTIONS
VR
ROTATE TO 12.5°
THEN AFTER LIFT
OFF, FOLLOW SRS
POS.CLB
S
F
FLAPS 1
L/G UP
TARGET
GREEN DOT
FLAPS 0
ALT SEL : SELECT
CLEARED ALT AND
PULL OR PUSH
SET TO NEUTRAL
WITH RUDDER
WHEN CONVENIENT
SET RUDDER TRIM
V1
THR LEVER : MCT
NOF 03020 04283 0001
ENGINE FAILURE DURING INITIAL CLIMB-OUT
ALL
Proceed as above. If the failure occurs above V2 however, maintain the SRS
commanded attitude. In any event the minimum speed must be V2.
When an engine failure is detected, the FMGS produces predictions based on
the engine-out configuration and any pre-selected speeds entered in the MCDU
are deleted.
ENGINE FAILURE DURING CRUISE
ALL
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
GENERAL
There are three strategies available for dealing with an engine failure in the cruise:
. The standard strategy
. The obstacle strategy
. The fixed speed strategy
The fixed speed strategy refers to ETOPS. It is discussed in FCOM 2 "special
operations" and is taught as a separate course.
Unless a specific procedure has been established before dispatch (considering
ETOPS or mountainous areas), the standard strategy is used.
PROCEDURE
As soon as the engine failure is recognized, the PF will simultaneously:
. Set MCT on the remaining engine(s)
. Disconnect A/THR
Then, PF will
. Select the SPEED according to the strategy
. If appropriate, select a HDG to keep clear of the airway, preferably heading
towards an alternate. Consideration should be given to aircraft position relative
to any relevant critical point
. Select the appropriate engine inoperative altitude in the FCU ALT window and
pull for OPEN DES
Then, PF will
. Require the ECAM actions
At high flight levels close to limiting weights, crew actions should not be delayed,
as speed will decay quickly requiring prompt crew response. The crew will avoid
decelerating below green dot.
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FLIGHT CREW TRAINING MANUAL
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OPERATING TECHNIQUES
JUL 28/05
SPD
HDG
LAT
0.82
LVL/CH
ALT
V/S
FPA
100
AP2
ON
4
3
A/THR
HDG
ENG 1 FAIL
−ENG START SEL ....................... IGN
−THR LEVER 1 ........................... IDLE
.IF NO RELIGHT AFTER 30 S :
−ENG MASTER 1 ........................ OFF
.IF DAMAGE :
−ENG 1 FIRE P/B ..................... PUSH
−L+R INR TK SPLIT ...................... ON
.IF NO DAMAGE :
−ENG 1 RELIGHT ................. INITIATE
THRUST LEVER
From CL to MCT
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP1
A/THR
disconnect
UP
1000
SPD
MACH
SPD
V/S
25000
HDG V/S
HDG
TRK
2
1
5
APPR
APPR
ALT
LAND ASAP
*HYD
*ELEC
*
6
ECAM ACTIONS
TO
TO
GA
GA
FLX
M
C
T
FLX
M
CL
H
R
O
NOF 03020 04284 0001
The A/THR is disconnected to avoid any engine thrust reduction when selecting
speed according to strategy or when pulling for OPEN DES to initiate the
descent. With the A/THR disconnected, the target speed is controlled by the
elevator when in OPEN DES.
Carrying out the ECAM actions should not be hurried, as it is important to
complete the drill correctly. Generally, there will be sufficient time to cross check
all actions.
STANDARD STRATEGY
Set speed target .78/300kt. The speed of .78/300kt is chosen to ensure the
aircraft is within the stabilised windmill engine relight in-flight envelope.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
The REC MAX EO Cruise altitude, which equates to LRC with anti-icing off, is
displayed on the MCDU PROG page and should be set on the FCU. (One
engine out gross ceiling at long-range speed is also available in the QRH in
case of double FM failure).
If V/S becomes less than 500 fpm, select V/S 500 fpm and A/THR on. This is
likely to occur as level off altitude is approached.
Once established at level off altitude, long-range cruise performance with one
engine out may be extracted from QRH or FCOM 3.06.30.
OBSTACLE STRATEGY
To maintain the highest possible level due to terrain, the drift down procedure
must be adopted. The speed target in this case is green dot. The procedure is
similar to the standard strategy, but as the speed target is now green dot, the
rate and angle of descent will be lower.
The MCDU PERF CRZ page in EO condition will display the drift down ceiling,
assuming green dot speed and should be set on FCU. (One engine out gross
ceiling at green dot speed is also available in the QRH and FCOM).
If, having reached the drift down ceiling altitude, obstacle problems remain, the
drift down procedure must be maintained so as to fly an ascending cruise profile.
When clear of obstacles, set LRC ceiling on FCU, return to LRC speed and
engage A/THR.
ENGINE-OUT LANDING
ALL
Autoland is available with one engine inoperative, and maximum use of the AP
should be made to minimise crew workload. If required, a manual approach and
landing with one engine inoperative is conventional. The pilot should trim to keep
the slip indication centred. It remains yellow as long as the thrust on the
remaining engine(s) is below a certain value.
With flap selected and above this threshold value, the indicator becomes the
blue beta target. This is a visual cue that the aircraft is approaching its
maximum thrust capability.
Do not select the gear down too early, as large amounts of power will be
required to maintain level flight at high weights and/or high altitude airports.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
To make the landing run easier, the rudder trim may be reset to zero in the later
stages of the approach. On pressing the rudder trim reset button, the trim is
removed and the pilot should anticipate the increased rudder force required. With
rudder trim at zero, the neutral rudder pedal position corresponds to zero rudder
and zero nose wheel deflection.
CIRCLING ONE ENGINE INOPERATIVE
ALL
Circling with one engine inoperative requires the down wind leg to be flown in
CONF 3, with landing gear extended. In hot and high conditions and at high
landing weight, the aircraft may not be able to maintain level flight in CONF 3
with landing gear down. In this case, the landing gear extension should be
delayed until established on final approach. Up until the gear is down and
locked, and depending on the circling altitude, it is possible to receive warnings
L/G GEAR NOT DOWN (below 750 ft RA) or GPWS "TOO LOW GEAR" (below
500 ft RA). Therefore, if weather conditions permit, it is recommended to fly a
higher circling pattern.
ALL
ONE ENGINE INOPERATIVE GO-AROUND
A one engine inoperative go-around is similar to that flown with all engines. On
the application of TOGA, rudder must be applied promptly to compensate for the
increase in thrust and consequently to keep the beta target centred. Provided the
flap lever is selected to Flap 1 or greater, SRS will engage and will be followed.
If SRS is not available, the initial target pitch attitude is 12.5˚. The lateral FD
mode will be GA TRK and this must be considered with respect to terrain
clearance. ALT should be selected at the engine inoperative acceleration altitude,
with the flap retraction and further climb carried out using the same technique as
described earlier in "ENGINE FAILURE AFTER V1" section.
LAND ASAP
ENV A318/A319/A320/A321 FLEET FCTM
Page 15 of 16
FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.020
OPERATING TECHNIQUES
JUL 28/05
ALL
The Captain is responsible for the operation and the safety of the flight and must
make the decision to continue the flight as planned or divert. In an emergency,
this authority may include the necessity to deviate from normal rules to meet the
requirements of the emergency situation. In all cases the Captain is expected to
take the safe course of action.
The ECAM assists the crew in making this decision by indicating LAND ASAP
either in amber or red:
. If an abnormal procedure causes LAND ASAP to appear in amber on the
ECAM, the crew should consider the seriousness of the situation and the
selection of a suitable airport
. If an emergency procedure causes LAND ASAP to appear in red on the
ECAM, the crew should land at the nearest suitable airport.
ENV A318/A319/A320/A321 FLEET FCTM
Page 16 of 16
ABNORMAL OPERATIONS
03.022
AUTOFLIGHT
JUL 28/05
FLIGHT CREW TRAINING MANUAL
FMGC FAILURE
ALL
SINGLE FMGC FAILURE
Should a single FMGC failure occur, the AP, if engaged on affected side, will
disconnect. The AP will be restored using the other FMGC. The A/THR remains
operative. Furthermore, flight plan information on the affected ND may be
recovered by using same range as the opposite ND. The crew should consider
a FMGC reset as detailed in QRH.
DUAL FMGC FAILURE
Should a dual FMGC failure occur, the AP/FD and A/THR will disconnect. The
crew will try to recover both AP and A/THR by selecting them back ON (The AP
and A/THR can be recovered if the FG parts of the FMGS are still available).
If both AP and A/THR cannot be recovered, the thrust levers will be moved to
recover manual thrust. The pilot will switch off the FDs and select TRK / FPA to
allow the blue track index and the bird to be displayed. The RMPs will be used
to tune the navaids.
The crew will refer to the QRH for computer reset considerations and then will
refer to FCOM 4.06.20 to reload both FMGC as required.
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 1
ABNORMAL OPERATIONS
03.024
ELECTRICAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION
ALL
The procedure discussed in this section is the EMERGENCY ELECTRICAL
CONFIGURATION. Whilst it is very unlikely that this failure will be encountered,
it is useful:
. To refresh on the technical background
. To recall the general guidelines that must be followed in such a case
. To outline the main available systems according to the electrical power source.
TECHNICAL BACKGROUND
MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476
0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137 1141 1146 1163 1166 1187 1200 1208 1221 1229 1234 1237 1255 1262 1274 1288
1292 1296 1316 1318 1337 1345 1347 1365 1367 1379 1396 1430 1454 1461 1484 1516
1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1700 1736 1789 1793 1809 1812
2082 2092 2104 2143 2225 2242 2248 2347 2391
The emergency electrical configuration is due to the loss of AC BUS 1 and 2.
The RAT extends automatically. This powers the blue hydraulic circuit which
drives the emergency generator. The emergency generator supplies both AC and
DC ESS BUS.
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 6
ABNORMAL OPERATIONS
03.024
ELECTRICAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
When landing gear is down, the emergency generator is no longer powered. The
emergency generation network is automatically transferred to the batteries and
AC SHED ESS and DC SHED ESS BUS are shed.
Below 100 kts, the DC BAT BUS is automatically connected and below 50 kts,
the AC ESS BUS is shed.
MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0546 0550 0552 0555
0557 0560 0563-0564 0567 0570 0572 0576 0578 0581 0583 0586 0588 0591 0593 0595
0597-0600 0604 0606 0608-0610 0612 0614 0616 0618 0620-0621 0623 0625 0627 0629
0631 0633-0634 0636-0637 0639 0641-0642 0644 0646-0647 0649 0651-0652 0654 0656
0660 0663-0664 0666 0668 0670 0672 0674-0675 0677 0679-0680 0682 0684 0686-0695
0697 0699-0700 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734
0736 0738 0740 0742 0744 0746 0748 0750 0752 0755 0757 0759 0761 0763 0765 0767
0769 0771 0773 0775 0777 0779 0781 0783 0785 0787-0788 0790 0792 0794 0796 0798
0800 0802 0804 0806 0808 0810-0811 0813 0815 0817 0819 0821 0823 0825 0827 0829
0831 0833 0835 0837 0840-0841 0843 0845 0847-0848 0850 0852-0853 0855 0858 0860
0862 0864 0867 0869 0871 0873 0875 0878 0880 0882 0885 0887 0889-0891 0893 0896
0898 0901 0904 0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929 0931
0933 0935 0938 0940-0941 0944 0946 0948-0949 0952 0954 0956 0959 0961 0963 0965
0968 0970 0972 0974 0976 0979-0980 0983 0985 0987 0989 0991 0993 0995 0997-0998
1000 1002 1004 1006 1008 1010 1012 1015-1025 1027 1029 1031 1033-1034 1036
1038 1040 1042-1043 1045-1046 1048-1049 1051 1053 1055-1056 1058 1060 1062 1064
1066 1068-1069 1071 1073-1074 1077-1078 1080 1082 1084 1086 1088-1092 1094-1098
1100 1102-1103 1106-1107 1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127
1129 1131-1133 1135-1136 1138-1140 1142-1145 1147-1161 1164-1165 1167-1185 1188-1199
1201-1207 1209-1220 1222-1228 1230-1233 1235-1236 1238-1254 1256-1261 1263-1273
1275-1287 1289-1291 1293-1295 1297-1315 1317 1319-1336 1338-1344 1346 1348-1364
1366 1368-1378 1380-1395 1397-1429 1431-1453 1455-1460 1462-1483 1486-1515 1517-1529
1531-1534 1536-1539 1541-1549 1551-1632 1634-1640 1642-1645 1647-1654 1656-1673
1675-1693 1695-1699 1701-1735 1737-1788 1790-1792 1794-1808 1810-1811 1814-2081
2083-2091 2093-2103 2105-2142 2144-2224 2226-2241 2243-2247 2249-2346 2348-2390
2392-2702
The emergency electrical configuration is due to the loss of AC BUS 1 and 2.
The RAT extends automatically. This powers the blue hydraulic circuit which
drives the emergency generator. The emergency generator supplies both AC and
DC ESS BUS.
Below 125 kts, the RAT stalls and the emergency generator is no longer
powered. The emergency generation network is automatically transferred to the
batteries and AC SHED ESS and DC SHED ESS BUS are shed.
Below 100 kts, the DC BAT BUS is automatically connected and below 50 kts,
the AC ESS BUS is shed.
GENERAL GUIDELINES
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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ELECTRICAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 0002-0363 0365-0384 0386-0411 0413-0432 0435-0457 0459-0467 0469-0472 0475-0476
0478-0483 0485-0487 0489-0492 0496-0497 0499-0501 0503-0504 0506-0508 0510-0512
0523 0525 0527-0528 0530-0531 0533-0534 0537 0539-0540 0542-0543 0545 0547-0549
0551 0553-0554 0556 0558-0559 0561-0562 0565-0566 0568-0569 0571 0573-0575 0577
0579-0580 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603 0605 0607 0611
0613 0615 0617 0619 0622 0624 0626 0628 0630 0632 0635 0638 0640 0643 0645
0648 0650 0653 0655 0657-0659 0661-0662 0665 0667 0669 0671 0673 0676 0678 0681
0683 0685 0696 0698 0701-0710 0712 0714 0716 0718 0720 0722 0724 0726 0730 0733
0735 0737 0739 0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762
0764 0766 0768 0770 0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793
0795 0797 0799 0801 0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824
0826 0828 0830 0832 0834 0836 0838-0839 0842 0844 0846 0849 0851 0854 0856-0857
0859 0861 0863 0865-0866 0868 0870 0872 0874 0876-0877 0879 0881 0883-0884 0886
0888 0892 0894-0895 0897 0899-0900 0902-0903 0905 0907 0909 0911-0912 0914 0916
0918-0919 0921 0923 0925 0927-0928 0930 0932 0934 0936-0937 0939 0942-0943 0945
0947 0950-0951 0953 0955 0957-0958 0960 0962 0964 0966-0967 0969 0971 0973 0975
0977-0978 0981-0982 0984 0986 0988 0990 0992 0994 0996 0999 1001 1003 1005 1007
1009 1011 1013-1014 1026 1028 1030 1032 1035 1037 1039 1041 1044 1047 1050 1052
1054 1057 1059 1061 1063 1065 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087
1093 1099 1101 1104-1105 1108 1110 1112 1114 1117 1119 1121 1123 1125 1128 1130 1134
1137 1141 1146 1163 1166 1187 1200 1208 1221 1229 1234 1237 1255 1262 1274 1288
1292 1296 1316 1318 1337 1345 1347 1365 1367 1379 1396 1430 1454 1461 1484 1516
1530 1535 1540 1550 1633 1641 1646 1655 1674 1694 1700 1736 1789 1793 1809 1812
2082 2092 2104 2143 2225 2242 2248 2347 2391
As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe
flight path is established, and the aircraft is under control, ECAM actions will be
carried out.
This is a serious emergency and ATC should be notified using appropriate
phraseology ("MAYDAY"). Although the ECAM displays LAND ASAP in red, it
would be unwise to attempt an approach at a poorly equipped airfield in marginal
weather. However, prolonged flight in this configuration is not recommended.
AP/FD and ATHR are lost. The flight is to be completed manually in alternate
and then, when gear down, in direct law. Crews should be aware that workload
is immediately greatly increased.
As only the EWD is available, disciplined use of the ECAM Control Panel (ECP)
is essential, (see FCTM Chapter 1- ECAM).
In case of simultaneous engine generator, the probability of a successful APU
gen coupling is low. Therefore, APU start attempts should be avoided as this will
significantly reduce the flight time on batteries (about 3.5 minutes for one start
attempt).
A clear reading of STATUS is essential to assess the aircraft status and properly
sequence actions during the approach.
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 6
ABNORMAL OPERATIONS
03.024
ELECTRICAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The handling of this failure is referred to as a "complex procedure". A summary
for handling the procedure is included in the QRH, which will be referred to upon
completion of the ECAM procedure.
The ELEC EMER CONFIG SYS REMAINING list is available in QRH.
When landing gear is down, flight time is limited to 22 mn as batteries are the
only remaining electrical source and flight control law reverts to direct law.
Additionally, some convenient loads are lost e.g. FAC for characteristic speed or
FMGC1 for ILS tuning. It is the reason why:
. Landing gear extension will be delayed until reaching 1000 ft
. Navaids tuning on RMP1 will be anticipated.
The BSCU are lost. Consequently, the NWS and anti skid are lost. Alternate
braking with yellow hydraulic pressure modulation up to 1000 PSI will be used.
Additionally, reversers are not available.
RA 1+2 are lost with their associated call out. Call out will be made by PNF.
Approaching 50 kts during the landing roll, all CRTs will be lost.
MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498 0502
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0546 0550 0552 0555
0557 0560 0563-0564 0567 0570 0572 0576 0578 0581 0583 0586 0588 0591 0593 0595
0597-0600 0604 0606 0608-0610 0612 0614 0616 0618 0620-0621 0623 0625 0627 0629
0631 0633-0634 0636-0637 0639 0641-0642 0644 0646-0647 0649 0651-0652 0654 0656
0660 0663-0664 0666 0668 0670 0672 0674-0675 0677 0679-0680 0682 0684 0686-0695
0697 0699-0700 0711 0713 0715 0717 0719 0721 0723 0725 0727-0729 0731-0732 0734
0736 0738 0740 0742 0744 0746 0748 0750 0752 0755 0757 0759 0761 0763 0765 0767
0769 0771 0773 0775 0777 0779 0781 0783 0785 0787-0788 0790 0792 0794 0796 0798
0800 0802 0804 0806 0808 0810-0811 0813 0815 0817 0819 0821 0823 0825 0827 0829
0831 0833 0835 0837 0840-0841 0843 0845 0847-0848 0850 0852-0853 0855 0858 0860
0862 0864 0867 0869 0871 0873 0875 0878 0880 0882 0885 0887 0889-0891 0893 0896
0898 0901 0904 0906 0908 0910 0913 0915 0917 0920 0922 0924 0926 0929 0931
0933 0935 0938 0940-0941 0944 0946 0948-0949 0952 0954 0956 0959 0961 0963 0965
0968 0970 0972 0974 0976 0979-0980 0983 0985 0987 0989 0991 0993 0995 0997-0998
1000 1002 1004 1006 1008 1010 1012 1015-1025 1027 1029 1031 1033-1034 1036
1038 1040 1042-1043 1045-1046 1048-1049 1051 1053 1055-1056 1058 1060 1062 1064
1066 1068-1069 1071 1073-1074 1077-1078 1080 1082 1084 1086 1088-1092 1094-1098
1100 1102-1103 1106-1107 1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127
1129 1131-1133 1135-1136 1138-1140 1142-1145 1147-1161 1164-1165 1167-1185 1188-1199
1201-1207 1209-1220 1222-1228 1230-1233 1235-1236 1238-1254 1256-1261 1263-1273
1275-1287 1289-1291 1293-1295 1297-1315 1317 1319-1336 1338-1344 1346 1348-1364
1366 1368-1378 1380-1395 1397-1429 1431-1453 1455-1460 1462-1483 1486-1515 1517-1529
1531-1534 1536-1539 1541-1549 1551-1632 1634-1640 1642-1645 1647-1654 1656-1673
1675-1693 1695-1699 1701-1735 1737-1788 1790-1792 1794-1808 1810-1811 1814-2081
2083-2091 2093-2103 2105-2142 2144-2224 2226-2241 2243-2247 2249-2346 2348-2390
2392-2702
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 6
ABNORMAL OPERATIONS
03.024
ELECTRICAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe
flight path is established, and the aircraft is under control, ECAM actions will be
carried out.
This is a serious emergency and ATC should be notified using appropriate
phraseology ("MAYDAY"). Although the ECAM displays LAND ASAP in red, it
would be unwise to attempt an approach at a poorly equipped airfield in marginal
weather. However, prolonged flight in this configuration is not recommended.
AP/FD and ATHR are lost. The flight is to be completed manually in alternate
and then, when gear down, in direct law. Crews should be aware that workload
is immediately greatly increased.
As only the EWD is available, disciplined use of the ECAM Control Panel (ECP)
is essential, (see FCTM Chapter 1- ECAM).
Consideration should be given to starting the APU as indicated by the ECAM
and taking into account the probability to restore using APU generator.
A clear reading of STATUS is essential to assess the aircraft status and properly
sequence actions during the approach.
The handling of this failure is referred to as a "complex procedure". A summary
for handling the procedure is included in the QRH, which will be referred to upon
completion of the ECAM procedure.
The ELEC EMER CONFIG SYS REMAINING list is available in QRH.
When landing gear is down, flight control law reverts to direct law.
The approach speed must be at least min RAT speed (140 knots) to keep the
emergency generator supplying the electrical network.
The BSCU are lost. Consequently, the NWS and anti skid are lost. Alternate
braking with yellow hydraulic pressure modulation up to 1000 PSI will be used.
Additionally, reversers are not available.
RA 1+2 are lost with their associated call out. Call out will be made by PNF.
Approaching 50 kts during the landing roll, all CRTs will be lost.
REMAINING SYSTEMS
ALL
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 6
ABNORMAL OPERATIONS
03.024
ELECTRICAL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The electrical distribution has been designed to fly, navigate, communicate and
ensure passengers comfort. The ELEC EMER CONFIG SYS REMAINING list is
available in QRH. The significant remaining systems are:
Significant remaining systems in ELEC EMER CONFIG
FLY
NAVIGATE
PFD1, alternate law
ND1, FMGC1,, RMP1, VOR1/ILS1
COMMUNICATE
VHF1, HF1, ATC1
On BAT, some additional loads are lost such as FAC1 and FMGC1.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.026
FIRE PROTECTION
JUL 28/05
PREFACE
ALL
Fire and/or smoke in the fuselage present the crew with potentially difficult
situations. Not only will they have to deal with the emergency itself but also the
passengers are likely to panic should they become aware of the situation. It is
essential therefore, that action to control the source of combustion is not
delayed. An immediate diversion should be considered.
SMOKE
ALL
GENERAL
The smoke will be identified either
. By a local warning with associated ECAM actions, e.g. LAVATORY SMOKE,
. Or by the crew without any ECAM warning.
This will determine the crew actions.
In any case, it is essential that the cabin crew estimate and inform the cockpit
concerning the density of smoke and the severity of the situation.
SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE
The SMOKE/FUMES/AVNCS SMOKE procedure implements a global philosophy
that is applicable to both cabin and cockpit smoke cases. This philosophy
includes the following two main steps:
. Common actions
. Smoke origin research and isolation
Furthermore, at any time during the procedure application, if smoke/fumes
becomes the greatest threat, or after the smoke source has been eliminated, the
boxed items below the common actions will be completed for smoke removal.
COMMON ACTIONS
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.026
FIRE PROTECTION
JUL 28/05
The following actions should be applied immediately by the flight crew, when
smoke is perceptible, whatever the origin of the smoke may be, and before
trying to identify this origin.
. Extract smoke overboard
. Stop smoke recirculation
. Isolate potential smoke sources
The objective of these actions is to avoid any further contamination of the
cabin/cockpit.
SMOKE REMOVAL
In case of dense smoke, and at any time during the procedure, the flight crew
can consider applying the boxed items for smoke removal. Once the first step of
the smoke removal procedure have been applied, the crew can come back to
the SMOKE/FUMES/AVNCS smoke procedure.
SMOKE ORIGIN RESEARCH AND ISOLATION
The crew tries to identify the smoke source by isolating systems. Some
guidelines may help the crew to identify the origin of smoke:
. If smoke
detected
addition,
avionics)
applied.
initially comes out of the cockpits ventilation outlets, or if smoke is
in the cabin, the crew may suspect an AIR COND SMOKE. In
very shortly thereafter, several SMOKE warnings (cargo, lavatory,
will be triggered. The displayed ECAM procedures must therefore be
. Following an identified ENG or APU failure, smoke may emanate from the
faulty item through the bleed system and be perceptible in the cockpit or the
cabin. In that case, it will be re-circulated throughout the aircraft, until it
completely disappears from the air conditioning system.
. If only the AVIONICS SMOKE warning is triggered, the crew may suspect an
AVIONICS SMOKE.
. If the AVIONICS SMOKE warning is triggered, while an equipment is declared
faulty, the crew may suspect that smoke is coming from this equipment.
. Avionics or forward galley smoke may be smelt, or may enter in the cockpit
before ECAM warning activation.
SMOKE/FUMES/AVNCS SMOKE PROCEDURE PRESENTATION IN QRH
The main steps of this global philosophy may be visualized in the
SMOKE/FUMES QRH procedure.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 5
FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.026
FIRE PROTECTION
JUL 28/05
SMOKE/FUMES PROCEDURE ARCHITECTURE
SMOKE / FUMES
"Common actions"
LAND ASAP
− OXY MASK (if RQRD) ......... N/100%/EMERG
− CKPT/CABIN COMM ................. ESTABLISH
− VENT EXTRACT .................................. OVRD
− CAB FANS ............................................. OFF
− GALLEYS ................................................ OFF
− CAB SIGNS ............................................. ON
IF FAULTY EQUIPMENT IDENTIFIED
− FAULTY EQUIPMENT .............. ISOLATE
IF DENSE SMOKE, at any time of the procedure :
− DESCENT for smoke removal .................... INITIATE
− SMOKE/TOXIC FUMES REMOVAL proc ...... APPLY
− ELEC EMER IG ....................................... CONSIDER
Smoke removal in
case of dense smoke
IF AIR COND SMOKE SUSPECTED :
− APU LEED ............................................. ........................................................................... OFF
− PACK ..................................................... ........................................................................... OFF
If smoke persists :
− PACK 1 ..................................................... ........................................................................... ON
− PACK 2 .................................................. ........................................................................... OFF
CONSIDER
− SMOKE/TOXIC FUMES REMOVAL .............................. ...................................................
IF CAB EQUIPMENT SMOKE SUSPECTED
− COMMERCIAL ....................................... ........................................................................... OFF
− SMOKE/TOXIC FUMES REMOVAL ...................................................................... CONSIDER
IF AVIONICS/COCKPIT SMOKE SUSPECTED:
− AC BUS 1 − 1 + 1 − 2 can be shed as follows :
Smoke origin research
and isolation
− AC BUS 2 − 3 + 3 − 4 can be shed as follows :
TO SET ELEC EMER CONFIG
− EMER ELEC PWR ...................................... .............................................................. MAIN ON
− WHEN EMER GEN AVAIL :
− GEN 1 + 4 .............................................. ........................................................................... OFF
− GEN 2 + 3 .............................................. ........................................................................... OFF
− APU GEN .............................................. ........................................................................... OFF
EMER
− APPLY ECAM PROCEDURE WITHOUT PERFORMING THE GEN RESET.
NOF 03026 04288 0001
CREW ACTIONS IN CASE OF SMOKE
1. In case of ECAM AVNCS SMOKE warning, the crew will:
. Complete the ECAM actions until count down, and
. Apply the SMOKE/FUMES/AVNCS SMOKE QRH procedure without the
common actions as it has previously been completed on ECAM.
2. In case of crew perception without ECAM warning, the crew will refer to The
SMOKE/FUMES/AVNCS SMOKE QRH procedure
3. In case of any other smoke ECAM warning, the crew will:
. Complete the ECAM actions
. Apply the SMOKE/FUMES/AVNCS SMOKE QRH procedure if any doubt
exists about the smoke origin.
It is vital to maintain a good crew communication between cockpit and cabin
during the smoke procedure application.
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 5
ABNORMAL OPERATIONS
03.026
FIRE PROTECTION
JUL 28/05
FLIGHT CREW TRAINING MANUAL
C
R
E
W
C
O
O
R
D
I
N
A
T
I
O
N
(1)
(2)
(3)
ECAM
"AVIONICS VENT SMOKE" warning
Crew (cockpit or
cabin) perception
without ECAM
warning
Other ECAM smoke
warning
SMOKE AVNCS VENT SMOKE
if perceptible smoke
−OXY MASK
ON
−CKPT/CABIN COM
ESTABLISH
−VENT EXTRACT
OVRD
−CABIN FANS
OFF
OFF
−GALLEYS
A320
EMERGENCY PROCEDURES
1.
04
SMOKE/
FUMES
REMOVAL
SMOKE LAVATORY SMOKE
−CKPT/CABIN COM
ESTABLISH
LAND ASAP
A320
EMERGENCY PROCEDURES
1.
05
A320
EMERGENCY PROCEDURES
1.
05
COMMON
ACTIONS
C
R
E
W
C
O
M
M
U
N
I
C
A
Y
I
O
N
RECOMMENDATIONS
IF DENSE SMOKE
SMOKE
ORIGIN
RESEARCH
AND
ISOLATION
SMOKE/FUMES
REMOVAL
PROCEDURE
SMOKE/FUMES/AVNCS SMOKE
PROCEDURE
NOF 03026 04289 0001
CARGO SMOKE
ALL
The crew should be aware that, even after successful operation of the cargo fire
bottle, the CARGO SMOKE warning might persist due to the smoke detectors
being sensitive to the extinguishing agent.
On the ground, the crew should instruct the ground crew not to open the cargo
door until the passengers have disembarked and fire services are present.
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 5
FLIGHT CREW TRAINING MANUAL
ABNORMAL OPERATIONS
03.026
FIRE PROTECTION
JUL 28/05
If SMOKE warning is displayed on ground with the cargo compartment door
open, do not initiate an AGENT DISCHARGE. Request the ground crew to
investigate and eliminate the smoke source. On ground, the warning may be
triggered due to a high level of humidity.
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 5
ABNORMAL OPERATIONS
03.027
FLIGHT CONTROLS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
ABNORMAL FLAPS/SLATS CONFIGURATION
ALL
CAUSES
Abnormal operation of the flaps and/or slats may be due to one of the following
problems:
. Double SFCC failure
. Double hydraulic failure (B+G or Y+G)
. Flaps/Slats jammed (operation of the WTB)
CONSEQUENCES
Abnormal operation of the flaps and slats has significant consequences since:
. The control laws may change
. The selected speed must be used
. A stabilized approach should be preferred
. The approach attitudes change
. Approach speeds and landing distances increase
. The go-around procedure may have to be modified.
FAILURE AT TAKE-OFF
Should a flap/slat retraction problem occur at take-off, the crew will PULL the
speed knob for selected speed to stop the acceleration and avoid exceeding VFE.
The over speed warning is computed according to the actual slats/flaps position.
The landing distance available at the departure airport and the aircraft gross
weight will determine the crew’s next course of action.
FAILURE DURING THE APPROACH
The detection of a slat or flap failure occurs with the selection of flap lever
during the approach. With A/THR operative, the managed speed target will
become the next manoeuvring characteristic speed e.g. S speed when selecting
flap lever to 1. At this stage, if a slat or flap failure occurs, the crew will:
. Pull the speed knob for selected speed to avoid further deceleration
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 2
ABNORMAL OPERATIONS
03.027
FLIGHT CONTROLS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. Delay the approach to complete the ECAM procedure
. Refer to LANDING WITH FLAPS OR SLATS JAMMED paper check list.
. Update the approach briefing
In the QRH, the line, "SPEED SEL............VFE PLACARD SPD - 5kt" is designed
to allow the crew to configure the aircraft for landing whilst controlling the speed
in a safe manner. This procedure may involve reducing speed below the
manoeuvring speed for the current configuration which is acceptable provided the
speed is kept above VLS. The speed reduction and configuration changes should
preferably be carried out wings level.
The landing distance factors and approach speed increments are available in the
QRH. (See FCTM 03.010)
Assuming VLS is displayed on the PFD, VAPP should be close to VLS+wind
correction, since this speed is computed on the actual slat/flap position.
The AP may be used down to 500 ft AGL. As the AP is not tuned for the
abnormal configurations, its behaviour can be less than optimum and must be
monitored.
During the approach briefing, emphasis should be made of:
. Tail strike awareness
. The go-around configuration
. Any deviation from standard call out
. The speeds to be flown, following a missed approach
. At the acceleration altitude, selected speed must be used to control the
acceleration to the required speed for the configuration.
Consider the fuel available and the increased consumption associated with a
diversion when flying with flaps and/or slats jammed. Additionally, when diverting
with flaps/slats extended, cruise altitude is limited to 20,000 ft.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 2
ABNORMAL OPERATIONS
03.028
FUEL
JUL 28/05
FLIGHT CREW TRAINING MANUAL
FUEL LEAK
ALL
Significant fuel leaks although rare, are sometimes difficult to detect. Fuel check
will be carried out by
. Checking that the remaining fuel added to the burnt fuel corresponds to the
fuel on board at the gate.
. Maintaining the fuel log and comparing fuel on board to expected flight plan
fuel would alert the crew to any discrepancy.
Fuel checks should be carried out when sequencing a waypoint and at least
every 30 minutes. Any discrepancy should alert the crew and investigation should
be carried out without delay.
Should an engine failure occur, the ECAM requires the opening of the fuel X
feed to avoid fuel imbalance. In case of supposed or obvious engine damages,
the opening of the fuel X feed will be performed only after being certain that
there is no fuel leak.
Any time an unexpected fuel quantity indication, ECAM fuel message or
imbalance is noted, a fuel leak should be considered as a possible cause. Initial
indications should be carefully cross-checked by reference to other means,
including if possible, a visual inspection.
If a leak is suspected, the crew should action the "FUEL LEAK" abnormal
checklist available in QRH:
. If leak is positively identified as coming from engine, the affected engine is
shut down to isolate the fuel leak and fuel cross-feed valve may be used as
required.
. If the leak is not from the engine or cannot be located, it is imperative that
the cross-feed valve is not opened.
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 1
ABNORMAL OPERATIONS
03.029
HYDRAULIC
JUL 28/05
FLIGHT CREW TRAINING MANUAL
HYDRAULIC GENERATION PARTICULARITIES
ALL
PREFACE
The aircraft has three continuously operating hydraulic systems: green, blue and
yellow. A bidirectional Power Transfer Unit (PTU) enables the yellow system to
pressurize the green system and vice versa. Hydraulic fluid cannot be transferred
from one system to another.
PTU PRINCIPLE
In flight, the PTU operates automatically if differential pressure between green
and yellow systems exceeds 500 PSI. This allows to cover the loss of one
engine or one engine driven pump cases.
USE OF PTU IN CASE OF FAILURE
In case of reservoir low level, reservoir overheat, reservoir low air pressure, the
PTU must be switched OFF as required by ECAM to avoid a PTU overheat
which may occur two minutes later. Indeed, a PTU overheat may lead to the
loss of the second hydraulic circuit.
RECOMMENDATIONS
When required by the ECAM, the PTU should switched off without significant
delay in case of:
. HYD G(Y) RSVR LO LVL
. HYD G(Y) RSVR LO PR
. HYD G(Y) RSVR OVHT
However, if PTU has been switched off because of HYD G(Y) RSVR OVHT and
the alert disappears, affected pump may be restored and PTU switched back to
AUTO.
DUAL HYDRAULIC FAILURES
ALL
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 7
ABNORMAL OPERATIONS
03.029
HYDRAULIC
JUL 28/05
FLIGHT CREW TRAINING MANUAL
PREFACE
Single hydraulic failures have very little effect on the handling of the aircraft but
will cause a degradation of the landing capability to Cat 3 Single.
Dual hydraulic failures however, although unlikely, are significant due to the
following consequences:
. Loss of AP
. Flight control law degradation (ALTN)
. Landing in abnormal configuration
. Extensive ECAM procedures with associated workload and task-sharing
considerations
. Significant considerations for approach and landing.
GENERAL GUIDELINES
It is important to note that the AP will not be available to the crew but both FD
and A/THR still remain. Additionally, depending on the affected hydraulic circuits,
aircraft handling characteristics may be different due to the loss of some control
surfaces. The PF will maneuver with care to avoid high hydraulic demand on the
remaining systems.
The PF will be very busy flying the aircraft and handling the communications
with the flight controls in Alternate Law.
A double hydraulic failure is an emergency situation, with red LAND ASAP
displayed, and a MAYDAY should be declared to ATC. A landing must be carried
out as soon as possible bearing in mind, however, that the ECAM actions should
be completed prior the approach.
PF will then require the ECAM actions. A clear reading of STATUS is essential
to assess the aircraft status and properly sequence actions during the approach.
This failure is called a "complex procedure" and the QRH summary should be
referred to upon completion of the ECAM procedure. See FCTM 01.040 USE OF
SUMMARIES.
While there is no need to remember the following details, an understanding of
the structure of the hydraulic and flight control systems would be an advantage.
The F/CTL SD page and the OPS DATA section of the QRH provide an
overview of the flight controls affected by the loss of hydraulic systems.
The briefing will concentrate on safety issues since this will be a hand-flown
approach with certain handling restrictions:
. Use of the selected speeds on the FCU.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 7
ABNORMAL OPERATIONS
03.029
HYDRAULIC
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. Landing gear gravity extension
. Approach configuration and flap lever position
. Approach speed VAPP
. Tail strike awareness
. Braking and steering considerations
. Go around call out, aircraft configuration and speed
The STATUS page requires, in each case, a landing gear gravity extension. The
LANDING GEAR GRAVITY EXTENSION procedure will be completed with
reference to the QRH.
A stabilized approach will be preferred.
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036 2038-2042 2044-2049
2052 2054-2058 2060-2061 2063-2070 2072-2080 2082-2099 2101-2108 2110-2118 2121-2128
2130-2169 2171-2175 2177-2180 2182-2183 2185 2187-2188 2190-2195 2197-2212 2215-2217
2219-2223 2225-2227 2229 2231-2244 2246-2248 2250 2252-2256 2258-2264 2266-2267
2269-2270 2272-2275 2278 2280 2282 2284-2288 2290 2293-2295 2298 2301-2305 2307
2309-2316 2318 2320-2321 2323-2325 2327 2330-2331 2334 2336-2337 2339-2343 2345
2347-2349 2351-2352 2356-2357 2359 2363-2365 2368-2369 2371-2374 2381 2384 2386
2388-2391 2393 2397 2399 2405 2407-2411 2415-2416 2421-2422 2425-2426 2428-2430 2432
2435 2437 2447 2449 2451 2454 2458-2459 2461-2462 2464 2466 2472 2474 2478-2480
2482 2486 2488-2489 2491 2493-2494 2498-2499 2504-2505 2507-2510 2517 2520-2521
2525 2530 2532 2534-2536 2542-2543 2545 2547 2549-2551 2559 2562-2563 2568 2570
2574 2577 2579-2580 2583 2589 2591 2595 2597 2599 2606 2613-2615 2627 2630 2635
2639-2643 2652 2667 2669 2682 2690
REMAINING SYSTEMS
Remaining systems
Flight
phase
Systems
HYD G+B SYS
LO PR
ENV A318/A319/A320/A321 FLEET FCTM
HYD G+Y SYS
LO PR
HYD B+Y SYS
LO PR
Page 3 of 7
ABNORMAL OPERATIONS
03.029
HYDRAULIC
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Cruise
Auto pilot
Yaw damper
Control law
Stabilizer
Landing
Go/around
Inop
Inop
YD2 only
Inop
ALTN LAW and ALTN LAW and
DIRECT LAW
DIRECT LAW
when L/G DN
when L/G DN
Avail
Inop (1)
Inop
YD1 only
NORM LAW
Avail
Spoilers
2 SPLRS/wing
1 SPLR/wing
2 SPLRS/wing
Elevator
R ELEV only
Avail
L ELEV only
Aileron
Inop
Avail
Avail
Slats/Flaps
FLAPS slow
only
SLATS slow
Only (2)
SLATS/FLAPS
slow only
L/G
extension
Braking
Gravity
Gravity
Gravity
ALTN BRK only
Y ACCU
PRESS only
NORM BRK only
Anti skid
Avail
Inop
Avail
Nose wheel
steering
Inop
Inop
Inop
Reverse
REV 2 only
Inop
REV 1 only
L/G
retraction
Inop
Inop
Inop
SYSTEMS PARTICULARITIES
(1) The stabilizer is lost. In alternate law, the auto trim function is provided
through the elevators. At landing gear extension, switching to direct law, the auto
trim function is lost. However, the mean elevator position at that time is
memorized, and becomes the reference for centered sidestick position. This is
why, in order to ensure proper centered sidestick position for approach and
landing, the procedure requires to wait for stabilization at VAPP, before landing
gear extension.
If this procedure is missed, the flare and pitch control in case of go-around may
be difficult.
The PFD message USE MAN PITCH TRIM after landing gear extension should
thus be disregarded.
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 7
ABNORMAL OPERATIONS
03.029
HYDRAULIC
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Deceleration and auto trim function through elevators
CONF 3 and
VAPP
L/G DOWN
DIRECT LAW:
The centered side stick
position becomes the mean
value of the elevators
NOF 03029 04291 0001
(2) High pitch during approach should be expected. Approach briefing should
outline it for tail strike awareness and pitch attitude will be monitored during flare.
MSN 1660 1939 1991 2017 2035 2037 2043 2050-2051 2053 2059 2062 2071 2081 2100
2109 2119-2120 2129 2170 2176 2181 2184 2186 2189 2196 2213-2214 2218 2224 2228
2230 2245 2249 2251 2257 2265 2268 2271 2276-2277 2279 2281 2283 2289 2291-2292
2296-2297 2299-2300 2306 2308 2317 2319 2322 2326 2328-2329 2332-2333 2335 2338
2344 2346 2350 2353-2355 2358 2360-2362 2366-2367 2370 2375-2380 2382-2383 2385
2387 2392 2394-2396 2398 2400-2404 2406 2412-2414 2417-2420 2423-2424 2427 2431
2433-2434 2436 2438-2446 2448 2450 2452-2453 2455-2457 2460 2463 2465 2467-2471
2473 2475-2477 2481 2483-2485 2487 2490 2492 2495-2497 2500-2503 2506 2511-2516
2518-2519 2522-2524 2526-2529 2531 2533 2537-2541 2544 2546 2548 2552-2558 2560-2561
2564-2567 2569 2571-2573 2575-2576 2578 2581-2582 2584-2588 2590 2594 2596 2598
2600-2605 2607-2612 2616-2626 2628 2631-2634 2636-2638 2644-2651 2653-2666 2668
2670-2681 2683-2687 2691-2702
REMAINING SYSTEMS
Remaining systems
Flight
phase
Systems
HYD G+B SYS
LO PR
ENV A318/A319/A320/A321 FLEET FCTM
HYD G+Y SYS
LO PR
HYD B+Y SYS
LO PR
Page 5 of 7
ABNORMAL OPERATIONS
03.029
HYDRAULIC
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Cruise
Auto pilot
Yaw damper
Control law
Stabilizer
Landing
Go/around
Inop
Inop
YD2 only
Inop
ALTN LAW and ALTN LAW and
DIRECT LAW
DIRECT LAW
when L/G DN
when L/G DN
Avail
Inop (1)
Inop
YD1 only
NORM LAW
Avail
Spoilers
2 SPLRS/wing
1 SPLR/wing
2 SPLRS/wing
Elevator
R ELEV only
Avail
L ELEV only
Aileron
Inop
Avail
Avail
Slats/Flaps
FLAPS slow
only
SLATS slow
Only (2)
SLATS/FLAPS
slow only
L/G
extension
Braking
Gravity
Gravity
Gravity
ALTN BRK only
Y ACCU
PRESS only
NORM BRK only
Anti skid
Avail
Inop
Avail
Nose wheel
steering
Avail
Inop
Inop
Reverse
REV 2 only
Inop
REV 1 only
L/G
retraction
Inop
Inop
Inop
SYSTEMS PARTICULARITIES
(1) The stabilizer is lost. In alternate law, the auto trim function is provided
through the elevators. At landing gear extension, switching to direct law, the auto
trim function is lost. However, the mean elevator position at that time is
memorized, and becomes the reference for centered sidestick position. This is
why, in order to ensure proper centered sidestick position for approach and
landing, the procedure requires to wait for stabilization at VAPP, before landing
gear extension.
If this procedure is missed, the flare and pitch control in case of go-around may
be difficult.
The PFD message USE MAN PITCH TRIM after landing gear extension should
thus be disregarded.
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 7
ABNORMAL OPERATIONS
03.029
HYDRAULIC
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Deceleration and auto trim function through elevators
CONF 3 and
VAPP
L/G DOWN
DIRECT LAW:
The centered side stick
position becomes the mean
value of the elevators
NOF 03029 04292 0001
(2) High pitch during approach should be expected. Approach briefing should
outline it for tail strike awareness and pitch attitude will be monitored during flare.
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 7
ABNORMAL OPERATIONS
03.032
LANDING GEAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
LDG WITH ABNORMAL L/G
ALL
This situation might occur following completion of a L/G GEAR NOT
DOWNLOCKED procedure. It is always better to land with any available gear
rather than carry out a landing without any gear.
In all cases, weight should be reduced as much as possible to provide the
slowest possible touchdown speed. Although foaming of the runway is not a
requirement, full advantage should be taken of any ATC offer to do so.
The passengers and cabin crew should be informed of the situation in good
time. This will allow the cabin crew to prepare the cabin and perform their
emergency landing and evacuation procedures.
If one or both main landing gears in abnormal position, the ground spoilers will
not be armed to keep as much roll authority as possible for maintaining the wings
level. Ground spoiler extension would prevent spoilers from acting as roll surfaces.
The crew will not arm the autobrake as manual braking will enable better pitch
and roll control. Furthermore, with at least one main landing gear in the abnormal
position, the autobrake cannot be activated (ground spoilers not armed).
With one main landing gear not extended, the reference speed used by the
anti-skid system is not correctly initialized. Consequently, the anti-skid must be
switched off to prevent permanent brake release.
In all cases, a normal approach should be flown and control surfaces used as
required to maintain the aircraft in a normal attitude for as long as possible after
touchdown. The engines should be shut down early enough to ensure that fuel is
cut off prior to nacelle touchdown, but late enough to keep sufficient authority on
control surfaces in order to:
. Maintain runway axis
. Prevent nacelle contact on first touch down
. Maintain wing level and pitch attitude as long as possible.
Considering a realistic hydraulic demand, the hydraulic power remains available up
to approximately 30 seconds after the shut down of the related engine. It is the
reason why the recommendations to switch the ENG masters OFF are as follow:
. If NOSE L/G abnormal
Before nose impact
. If one MAIN L/G abnormal
At touch down.
. If both MAIN L/G abnormal
In the flare, before touch down
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 2
ABNORMAL OPERATIONS
03.032
LANDING GEAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The reversers will not be used to prevent the ground spoilers extension and
because the engine will touch the ground during roll out.
The engines and APU fire pbs are pushed when the use of flight controls is no
longer required i.e. when aircraft has stopped.
The ON GROUND EMER EVACUATION checklist will be carried out as required.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 2
ABNORMAL OPERATIONS
03.034
NAVIGATION
JUL 28/05
FLIGHT CREW TRAINING MANUAL
ADR/IRS FAULT
ALL
Each ADIRS has two parts (ADR and IRS), that may fail independently of each
other. Additionally the IRS part may fail totally or may be available in ATT mode.
Single NAV ADR FAULT or NAV IRS FAULT are simple procedures, and only
require action on the switching panel as indicated by the ECAM.
Dual NAV ADR or NAV IRS failures will cause the loss of AP, A/THR and flight
controls revert to ALTN LAW.
Due to the low probability of a triple ADR failure, the associated procedure will
not be displayed on the ECAM. In this case, the crew will refer to QRH
procedure for ADR 1 + 2 + 3 failure.
There is no procedure for IRS 1 + 2 + 3 failure but the ECAM status page will
give approach procedure and inoperative systems. In this unlikely event, the
standby instruments are the only attitude, altitude, speed and heading references.
UNRELIABLE AIRSPEED INDICATIONS
ALL
PREFACE
Most failures modes of the airspeed/altitude system are detected by the ADIRS.
These failures modes lead to the loss of corresponding cockpit indications and
the triggering of associated ECAM drills.
However, there may be some cases where the airspeed or altitude output is
erroneous without being recognized as such by the ADIRS. In these cases, the
cockpit indications appear normal but are actually false and pilots must rely on
their basic flying skills to identify the faulty source and take the required corrective
actions. When only one source provides erroneous data, a straightforward
crosscheck of the parameters provided by the three ADRs allows the faulty ADR
to be identified. This identification becomes more difficult in extreme situation
when two, or even all of three, sources provide erroneous information.
MAIN REASONS FOR ERRONEOUS AIRSPEED/ALTITUDE DATA
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
The most probable reason for erroneous airspeed and altitude information is
obstructed pitot tubes or static sources. Depending on the level of obstruction, the
symptoms visible to the flight crew will be different. However, in all cases, the
data provided by the obstructed probe will be false. Since it is highly unlikely that
the aircraft probes will be obstructed at the same time, to the same degree and
in the same way, the first indication of erroneous airspeed/altitude data available
to flight crews, will most probably be a discrepancy between the various sources.
CONSEQUENCES OF OBSTRUCTED PITOT TUBES OR STATIC PORTS
All aircraft systems, using anemometric data, have been built-in fault
accommodation logics. The fault accommodation logics are not the same for
various systems but, all rely on voting principle whereby when one source
diverges from the average value, it is automatically rejected and the system
continues to operate normally with the remaining two sources. This principle
applies to flight controls and flight guidance systems.
NORMAL SITUATION
Each ELAC receives speed information from all ADIRUs and compares the 3
values. Pressure altitude information is not used by the ELAC.
Each FAC (Flight Augmentation Computer) receives speed information from all
ADIRUs and compares the 3 values.
ONE ADR OUTPUT IS ERRONEOUS AND THE TWO REMAINING ARE CORRECT
The ELAC and the FAC and/or FMGC eliminate it without any cockpit effect (no
caution, normal operation is continued), except that one display is wrong and
CATIII DUAL is displayed as INOP SYS on STATUS page.
TWO ADR OUTPUTS ARE ERRONEOUS, BUT DIFFERENT, AND THE
REMAINING ADR IS CORRECT, OR IF ALL THREE ARE ERRONEOUS, BUT
DIFFERENT :
The autopilot and the auto thrust are disconnected (whichever autopilot is
engaged). The ELAC triggers the F/CTL ADR DISAGREE ECAM caution. Flight
controls revert to Alternate law (without high and low speed protection). On both
PFDs, the "SPD LIM" flag is shown; no VLS, no VSW and no VMAX is displayed.
This situation is latched, until an ELAC reset is performed on ground, without
any hydraulic pressure.
However, if the anomaly was only transient, the autopilot and the autothrust can
be re-engaged when the disagree has disappeared.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ONE ADR IS CORRECT, BUT THE OTHER TWO ADRS PROVIDE THE SAME
ERRONEOUS OUTPUT, OR IF ALL THREE ADRS PROVIDE CONSISTENT AND
ERRONEOUS DATA :
The systems will reject the "good" ADR and will continue to operate normally
using the two "bad" ADRs. This condition can be met when, for example, two or
all three pitot tubes are obstructed at the same time, to the same degree, and in
the same way. (Flight through a cloud of volcanic ash, takeoff with two pitots
obstructed by foreign matter (mud, insects)).
Human beings (the pilot) tend to use the same type of "fault accommodation"
principles to detect an erroneous IAS/altitude indication. Flight crews will tend to
reject the outlier information, if the other two outputs are consistent. This choice
is, in the great majority of cases, correct ; but, all flight crews should be aware
of very extreme and unlikely situations where two (or even three) speed/altitude
indications can be consistent and wrong.
BEWARE OF INSTINCTIVELY REJECTING AN OUTLIER
ADR
The following chart provides a non-exhaustive list of the consequences of various
cases of partially or totally obstructed pitot tubes and static ports on airspeed
and altitude indications. It should be noted that the cases described below cover
extreme situations (e.g. totally obstructed or unobstructed drain holes), and that
there could be multiple intermediate configurations with similar, but not identical,
consequences.
FAILURE CASE
Water accumulated due to heavy
rain.Drain holes unobstructed.
CONSEQUENCES
Transient speed drop until water
drains.IAS fluctuations.IAS step drop
and gradual return to normal.
Water accumulated due to heavy
rain.Drain holes obstructed.
Ice accretion due to pitot heat failure,
ortransient pitot blocked due to severe
icing.Unobstructed drain holes.
Permanent speed drop.
Total pressure leaks towards static
pressure.IAS drop until obstruction
cleared/fluctuation, if transient erratic
A/THR istransient.
Ice accretion due to pitot heat failure, Total pressure blocked.Constant IAS in
orpitot obstruction due to foreign
level flight, until obstruction is cleared.
objects.Obstructed drain holes.
In climb, IAS increases.In descent, IAS
decreases.
Abnormal AP/FD/ATHR behavior :a)
AP/FD pitch up in OPN CLB to hold
target IAS.b) AP/FD pitch down in
OPN DES to
hold target IAS
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
Total obstruction of static ports on
ground.
Static pressure blocked at airfield
level.Normal indications during T/O
roll.After lift-off altitude remains
constant.IAS decreases, after lift-off.IAS
decreases, when aircraft climbs.IAS
increases, when aircraft descends.
The above table clearly illustrates that no single rule can be given to
conclusively identify all possible erroneous airspeed/altitude indications cases.
However, any erroneous speed/altitude indication case will always be associated
with one (or more) of the following cues:
1. Fluctuations in Airspeed indications.
2. Abnormal correlation of basic flight parameters (IAS, pitch, attitude, thrust,
climb rate) :
-- IAS increasing, with large nose-up pitch attitude
-- IAS decreasing, with large nose down pitch attitude
-- IAS decreasing, with nose down pitch attitude and aircraft descending
3. Abnormal AP/FD/ATHR behavior
4. Undue stall or overspeed warnings
5. Reduction in aerodynamic noise, with increasing IAS
6. Increase in aerodynamic noise, with decreasing IAS
RECOMMENDED PROCEDURES
The procedures described below are intended to provide flight crews with general
guidelines to be applied, in case of suspected erroneous airspeed/altitude
indications:
FOLLOW ECAM ACTIONS.If failure undetected
:CROSSCHECK ALL IAS/ALTITUDE SOURCES :ADR1,
ADR2, ADR3, AND STANDBY INSTRUMENTS.
If it is obvious that the outlier is wrong, select the corresponding ADR OFF and
reconfigure the PFD indications accordingly, by applying the ECAM drill which will
be automatically displayed.
Flight crews should, however, be aware that in very extreme circumstances, it
may happen that two, or even all three ADRs may provide identical and
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FLIGHT CREW TRAINING MANUAL
erroneous data. Therefore, the suspect ADR should only be switched OFF, if it is
positively confirmed that the two other ADRs are correct. If in doubt :
DISCONNECT THE AP, FD, AND ATHR.FLY TARGET
PITCH ATTITUDE AND THRUST SETTING.
The initial pitch attitude and thrust values given in the QRH should be
considered as "Memory Items", since they allow "safe flight conditions" to be
rapidly established in all flight phases (takeoff, climb, cruise) and aircraft
configurations (weight and slats/flaps).
Because the displayed information may be erroneous, the flying accuracy cannot
be assumed. Incorrect transponder altitude reporting could cause confusion.
Therefore, a MAYDAY should be declared to advise ATC and other aircraft of the
situation.
Once the target pitch attitude and thrust values have been stabilized, the
expanded data of the QRH (Flight with Unreliable Speed Indication) should be
followed to determine the precise pitch attitude and power setting required,
depending on the aircraft’s weight, configuration, and desired speed.
After applying the QRH procedure, and when the aircraft is stable, the flight crew
should try to identify the faulty ADR (one or more). Once the faulty ADR has (or
have) been positively identified, it (they) should be switched OFF. This will trigger
the corresponding ECAM warnings and associated drills, which should be
followed to address all the consequences on the various aircraft systems.
Depending of the cause of the failure, the altitude indication may also be
unreliable. There are however, a number of correct indications available to the
crew. GPS altitude and ground speed are available on MCDU GPS monitor page
and RA may be used at low level.
When flying the aircraft with unreliable speed and/or altitude indications, it is
recommended to change only one flying parameter at a time i.e. speed, altitude
or configuration. For this reason, a wide pattern and a stabilized approach are
recommended.
DUAL RADIO ALTIMETER FAILURE
ALL
The Radio Altimeters (RAs) provide inputs to a number of systems, including the
GPWS and FWC for auto-callouts. They also supply information to the AP and
A/THR modes, plus inputs to switch flight control laws at various stages.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
Although the ECAM procedure for a RA 1 + 2 FAULT is straightforward, the
consequences of the failure on the aircraft operation require consideration.
Instead of using RA information, the flight control system uses inputs from the
LGCIU to determine mode switching. Consequently, mode switching is as follows:
. On approach, flare law becomes active when the L/G is selected down and
provided AP is disconnected. At this point, "USE MAN PITCH TRIM" is
displayed on the PFD.
. After landing, ground law becomes active when the MLG is compressed and
the pitch attitude becomes less than 2.5˚
It is not possible to capture the ILS using the APPR pb and the approach must
be flown to CAT 1 limits only. However, it is possible to capture the localiser
using the LOC pb.
Furthermore, the final stages of the approach should be flown using raw data in
order to avoid possible excessive roll rates if LOC is still engaged. Indeed, as
the autopilot gains are no longer updated with the radio altitude signal, the
AP/FD behaviour may be unsatisfactory when approaching the ground.
There will be no auto-callouts on approach, and no "RETARD" call in the flare
The GPWS/EGPWS will be inoperative; therefore terrain awareness becomes
very important. Similarly, the "SPEED, SPEED, SPEED" low energy warning is
also inoperative, again requiring increased awareness.
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
ALL ENGINE FLAMEOUT
ALL
Following an all engine flame out, the flight deck indications change dramatically
as the generators drop off line. The RAT is deployed to supply the emergency
generator and pressurize the blue hydraulic circuit.
Control of the aircraft must be taken immediately by the left hand seat pilot, and
a safe flight path established.
When convenient, an emergency will be declared to ATC using VHF1. Depending
on the exact situation, assistance may be available from ATC regarding position
of other aircraft, safe direction etc.
Significant remaining systems in ALL ENGINES FLAME OUT
FLY
NAVIGATE
PFD1, Alternate law
RMP1, VOR1
COMMUNICATE
VHF1/HF1/ATC1
Note: The AP and pitch trim are not available. Rudder trim is recoverable.
If engine wind milling is sufficient, additional hydraulic power may be recovered.
The ECAM actions are displayed and allow coping with this situation. However,
as the ECAM cannot distinguish whether fuel is available or not, they provide a
dimensioning procedure which cover all cases. Furthermore, The ECAM
procedure refers to paper QRH for OPERATING SPEEDS, L/G GRAVITY
EXTENSION and DITCHING or FORCED LANDING.
It is the reason why the ENG DUAL FAILURE FUEL REMAINING or ENG DUAL
FAILURE - NO FUEL REMAINING are available in the QRH. As they distinguish
whether fuel is available or not, these single paper procedures are optimized for
each case and include the required paper procedure until landing, including
FORCED LANDING and DITCHING. Consequently, the crew should apply the
QRH procedure and then, if time permits, clear ECAM warning to read status.
In the fuel remaining case,
. The actions should be commenced, with attention to the optimum relight
speed without starter assist (with wind milling). If there is no relight within 30
seconds, the ECAM will order engine masters off for 30 seconds. This is to
permit ventilation of the combustion chamber. Then, the engine masters may
be set ON again. Without starter assist (wind milling), this can be done at the
same time.
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FLIGHT CREW TRAINING MANUAL
. If the crew wants to take credit of the APU bleed air, the APU should be
started below FL 250. Below FL 200, an engine relight should be attempted
with starter assist (using the APU bleed).
. Green dot, which corresponds to the optimum relight speed with starter assist,
is displayed on the left PFD. With starter assist (APU bleed), only one engine
must be started at a time.
ALL ENGINE FLAME OUT PROCEDURE
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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POWER PLANT
JUL 28/05
FLIGHT CREW TRAINING MANUAL
ENG DUAL FAILURE
LAND ASAP
− ENG MODE SEL..........................ON
− THRUST LEVER.........................IDLE
OPTIMUM RELIGHT SPD
− EMER ELEC........................MAN ON
AUTO FLT
AUTO FLT
F/CTL
FUEL
− VHF.............................................USE
ENG DUAL FAILURE−FUEL REMAINING
LAND ASAP
Engine relight attempts
ENG DUAL FAILURE−FUEL REMAINING
LAND ASAP
− OPTIMUM SPEED...................................................GREEN DOT
Secure cockpit and cabin
− OPTIMUM SPEED ............................................................................ .........................GREEN DOT
Secure cockpit and cabin
APPROACH PREPARATION
APPROACH PREPARATION
APPROACH
APPROACH
IF FORCED LANDING PREDICADED
Forced landing procedure
IF DITCHING predicaded
Ditching procedure
IF FORCED LANDING PREDICADED
Forced landing procedure
IF DITCHING predicaded
Ditching procedure
NOF 03070 04293 0001
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
EMERGENCY DESCENT
ALL
The emergency descent should only be initiated upon positive confirmation that
cabin altitude and rate of climb is excessive and uncontrollable. This procedure
should be carried out by the crew from memory. The use of AP and auto thrust
is strongly recommended for an emergency descent. The FCU selections for an
emergency descent progress from right to left, i.e. ALT, HDG, SPD.
At high flight levels, the speed brake should be extended slowly while monitoring
VLS to avoid the activation of angle of attack protection This would cause the
speed brakes to retract and may also result in AP disconnection. If structural
damage is suspected, caution must be used when using speed brakes to avoid
further airframe stress. When the aircraft is established in the descent, the PF
should request the ECAM actions if any or QRH.
The passenger oxygen MASK MAN ON pb should be pressed only when it is
clear that cabin altitude will exceed 14,000 ft.
When in idle thrust, high speed and speed brake extended, the rate of descent
is approximately 6000 ft/mn. To descend from FL410 to FL100, it takes
approximately 5 mn and 40 NM. The crew will be aware that MORA displayed
on ND is the highest MORA within a 80NM circle round the aircraft.
After taking off the emergency mask following an emergency descent, the crew
should close the mask box and reset the control slide in order to activate the
regular microphone again.
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
Masks
Communication established
CALL
CALL
CALL
CALL
CALL
CALL
CALL
VHF1
VHF2
VHF3
HF1
HF2
IND
CAB
VOR1
VOICE
RESET
MKR
ILS
VOR2
PA
ADF1
ADF2
PF
PNF
1 st loop
PAX OXY MASKS
SPD
2
3 HDG
S
P
DM
A
C
H
1
A
L
T
H
D
GT
R
K L
A
T
H
D
GV
/
S
T
R
KF
P
A
L
V
L
/
C
H
1
1
OVRD
ON
ON
ON
ON
ON
1
ON
1
ENG 2
FAULT
FAULT
FAULT
ON
ON
ON
ON
MAN V/S
FAULT
FAULT
ON
ALT
D
N
A
L
T
OVHD INTEG LT
A
U1
T
O
0
OFF
DOOR WHEEL
EL/DC
STS
ALL
BRT
TEST
0
FAULT
BRT
ON
DIM
If abnormal ALT CAB
and/or CAB V/S
indication on
ECAM
system
display
0
EMER
CANC
ENG
BLEED
PRESS
EL/AC
EL/DC
APU
COND
DOOR
WHEEL
F/CTL
STS
FUEL
ALL
RCL
RCL
OVHD INTEG LT
R
E
T
R
E
T
0
5
1
/
2
F
U
L
L
2
ENG MODE
MAN V/S
MAN V/S
OFF
ENG
1
A
R
M
E
D
1
/
2
DIM
ENG 2
ON
OFF
BRT
G
N
D
F
U
L
L
BRT
OFF
CLR
F/CTL
MAN V/S
S
P
E
E
D
B
R
A
K
E
0
T.O.
CONFIG
OFF
FUEL
BRT
CLR
OFF
EL/AC
BRT
BRT
1
FAULT
ON
0
PRESS
COND
OFF
TEST
BRT
OFF
ON
EMER
CANC
BLEED
1
ON
ANN LT
FAULT
DIM
0
0
T.O.
CONFIG
APU
ON
1
ON
ON
ANN LT
1
TEST
DIM
ENG
A
U
T
O
OFF
1
SIGNS
BRT
0
4
ON
1
OFF
ON
OFF
ON
1
ON
6
BRT
ANN LT
ON
ON
A
P
P
R
AP1
1
F
D
2
A
/
T
H
R
4
A
U
T
O
1
ON
2
ON
XXXX
OFF
TEST
FMA
DITCHING
2
XXXX
ON
1
HD
ON
DN
LDG ELEV
AUTO
−2
0
14
A
U 12
T
O 10
U
P
OFF
O
PD
E
S
A
L
T
MODE SEL
UP
A
U
T
O
8
A
P
2
A
/
T
H
R
1
V
/
SF
P
A
1
0
0 1
0
0
0
AP1
LOC
T
H
RI
D
L
E
OFF
ON
4
To initiate the descent
MAN V/S
BRT
ENG
1
ENG
2
0
G
N
D
A
R
M
E
D
0
OVHD INTEG LT
0
1
0
1
R
E
T
R
E
T
1
/
2
1
/
2
F
U
L
L
F
U
L
L
1
2
ATC
MAN V/S
OFF
ENG
2
BRT
" MAYDAY
MAYDAY
MAYDAY "
MAN V/S
3
0
1
2
3
3
S
P
E
E
D
B
R
A
K
E
2
0
3
F
U
L
L
2
3
0
F
U
L
L
SPD BRK
F
U
L
L
F
U
L
L
OFF
OFF
ON
PARK BRK
ON
PARK BRK
2 nd loop
To refine the settings
S
P
DM
A
C
H
A
L
T
H
D
GT
R
K L
A
T
L
V
L
/
C
H
V
/
SF
P
A
H
D
GV
/
S
T
R
KF
P
A
1
0
0 1
0
0
0
SPD
HDG
3 2
L
O
C
AP1
ALT
A
P
2
A
/
T
H
R
1
A
L
T
U
P
ALT and HDG according to ATC/MORA
SPD according to structural damages
D
N
A
P
P
R
NOF 03090 04294 0001
OVERWEIGHT LANDING
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 11
ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
Automatic landing is certified up to MLW, but has been demonstrated in flight up
to MTOW. In determining the best course of action, the flight crew may consider
the option to perform an automatic landing, provided the runway is approved for
automatic landing.
Should an overweight landing be required, a long straight in approach, or a wide
visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases except in
high/hot conditions. In those cases, the hot/high procedure (also available in
the QRH) is to be applied. This procedure enables to increase the go around
speed, in order to increase the climb gradient.
The crew may briefly recall the main point of the go-around procedure
(Configuration, call-out and any speed increase) once established in final
approach.
If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow FD bars orders which will accelerate the aircraft up to the
go-around speed. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1G whereas the minimum go-around speed required by regulations is
1.13 VS1G. This requirement is always satisfied.
The crew should be aware that the transition from -3˚ flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.
MSN 0546 0572 0578 0588 0598 0600 0608-0610 0612 0616 0618 0621 0623 0625
0627 0629 0634 0636-0637 0639 0641 0644 0646-0647 0649 0651 0654 0656 0660 0670
0672 0679 0682 0686 0688-0691 0693-0695 0697 0700 0711 0713 0717 0719 0721 0723
0727-0729 0732 0734 0736 0738 0740 0742 0744 0748 0750 0752 0755 0757 0759 0763
0767 0769 0773 0779 0783 0785 0788 0790 0794 0798 0800 0804 0813 0817 0821 0825
0829 0831 0833 0837 0840 0843 0845 0847 0850 0853 0858 0860 0862 0867 0869 0871
0873 0875 0880 0882 0885 0889-0890 0893 0896 0898 0904 0906 0910 0913 0917 0922
0924 0929 0931 0933 0938 0944 0946 0948-0949 0952 0965 0972 0976 0979-0980 0985
0989 0997-0998 1000 1002 1010 1016 1018-1020 1022 1025 1029 1031 1033-1034 1036
1038 1040 1043 1046 1048-1049 1051 1053 1055-1056 1058 1062 1064 1066 1068-1069
1071 1073-1074 1077-1078 1082 1084 1086 1088-1092 1095-1098 1100 1102-1103 1106-1107
1109 1111 1113 1115-1116 1118 1120 1122 1124 1126-1127 1129 1131 1135-1136 1139-1140
1142 1145 1147 1149 1151 1154-1155 1157 1159-1160 1164-1165 1167 1169-1170 1172 1176
1178-1180 1182 1184 1190-1191 1193 1197 1201 1203 1205 1209 1211-1212 1216 1222-1223
1225 1228 1230 1232 1236 1239 1243-1245 1247 1249 1252 1254 1256 1258 1261 1263
1265 1267 1269 1271 1275 1277-1279 1281 1283 1285 1287 1289 1291 1295 1297 1301
1303 1305 1309 1311 1313 1315 1317 1319 1321-1326 1328-1329 1331 1335-1336 1338
1340 1342 1344 1346 1348 1350 1352 1354 1358 1360 1362 1364 1369 1371 1373 1375
1377-1378 1380 1382 1384 1386 1388-1389 1391-1393 1395 1397 1401 1404 1406 1410
1414-1415 1420 1423 1426 1429 1434 1440 1444-1445 1449 1453 1456 1460 1463 1466
1468 1471 1474 1477 1479 1483 1488 1490 1494 1498 1501 1505 1507 1510 1513 1515
1520 1522 1524 1527 1529 1534 1537 1541 1543 1545 1547 1549 1551-1552 1558 1560
1562-1563 1565 1567 1569-1570 1573-1577 1579 1581-1583 1585 1589-1590 1592 1594
1598-1601 1603-1604 1606 1608 1612 1616 1618 1622 1625 1627 1630 1634 1640 1643
1645 1647 1649 1653-1654 1656 1659 1662 1664 1668 1671 1673 1677 1679 1683-1685
1688 1693 1698-1699 1703 1706 1709 1714 1718 1722 1727 1729 1731 1733 1737-1738
1740 1742-1743 1745-1746 1750 1752-1753 1756 1758-1759 1761 1765-1766 1768 1770
MSN 1774 1778-1779 1781 1786 1790-1791 1795-1796 1800-1801 1803 1805 1808 1810
1815 1819-1820 1824 1826 1828 1831 1833 1837 1839 1841 1844 1846 1851 1853 1855
1863 1866 1870 1872 1875-1876 1880 1882 1884 1886 1890 1893 1897 1901 1908 1912
1916 1923 1925 1934 1936 1938 1943 1947 1952 1955 1959 1962-1963 1971 1976
1980 1982 1986 1990 1997 1999-2000 2002 2004 2007-2008 2010 2012-2013 2015 2019
2023 2026 2028 2030 2032-2033 2037 2039 2043 2047 2050 2052-2053 2057 2062 2066
2069 2072 2074 2078 2083 2086-2087 2089 2091 2093 2095-2096 2098 2101 2103 2113
2119-2120 2122 2124 2126-2127 2129 2131 2170 2172 2174 2176 2179 2181 2184 2186
2188 2194 2196 2198 2200 2202-2203 2205 2209 2213-2214 2222 2224 2228 2230 2232
2236-2237 2240-2241 2243 2245 2249 2251 2253 2258 2260 2262-2266 2268-2269 2271
2273 2277 2279 2281 2283 2285 2287 2289 2293 2295-2296 2298 2300 2302 2304 2306
2308 2311 2313 2318-2319 2321 2326 2332 2335 2339 2341 2346 2348 2353 2355
2360 2362 2365 2369-2371 2373 2375 2378-2380 2382-2383 2385 2387 2389 2392 2396
2398 2400 2402 2404 2406 2408 2412 2414 2416 2418 2420-2421 2424 2426-2427 2429
2431 2433 2435-2436 2438 2440 2442 2444 2446 2448 2450 2452 2454 2456 2458
2460 2463-2471 2473-2474 2477 2481 2483 2485 2487 2490 2492 2494-2495 2497 2499
2501 2503 2505 2507-2508 2510 2512 2514 2516 2518-2519 2525 2527-2528 2532 2534
2538 2541 2545-2548 2551 2554-2561 2565 2567-2568 2570 2572 2574 2578-2579 2581
2585-2586 2588 2595 2597 2603 2605 2607 2611 2614-2615 2617 2621-2622 2625 2628
2631-2632 2634 2636 2638-2639 2643-2648 2652 2655 2657 2659-2660 2664 2666-2667
2669 2672-2673 2677 2679-2681 2684 2690-2691 2693-2702
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 11
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FLIGHT CREW TRAINING MANUAL
Automatic landing is certified up to MLW, but has been demonstrated in flight up
to MTOW. In determining the best course of action, the flight crew may consider
the option to perform an automatic landing, provided the runway is approved for
automatic landing.
Should an overweight landing be required, a long straight in approach, or a wide
visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases (high weights,
high altitude and temperature).
If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3˚ flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 11
ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
MSN 0002-0021 0024 0026-0027 0029 0043 0045-0051 0056-0058 0068 0073-0075 0080
0084-0085 0089-0090 0095-0097 0113-0114 0119 0122-0124 0126-0127 0142 0150 0154
0165-0166 0175 0178 0181-0183 0191 0194-0195 0198 0205 0229 0231-0234 0242 0247
0251 0253-0254 0257 0279 0283 0288 0291-0292 0302 0308 0311 0314 0322 0324
0326-0327 0330-0331 0333 0336 0341-0342 0344 0350-0351 0359 0366 0370-0371 0373
0376 0379 0386 0389-0390 0392-0394 0396-0398 0402-0403 0411 0416 0422-0423 0425
0431-0432 0440 0443 0446-0447 0451 0460-0461 0469 0478 0480 0486 0490 0492 0499
0511 0528 0542 0562 0566 0575 0580 0624 0626 0628 0630 0640 0659 0667 0676 0707
0724 0764 0844 0857 0861 0863 0868 0934 0936-0937 0958 0978 0990 1014 1044 1052
1061 1065 1112 1114 1134 1141 1148 1171 1177 1181 1183 1194 1210 1213 1224 1264
1268 1286 1294 1298 1310 1314 1383 1390 1407 1413 1418 1424 1459 1568 1621 1626
1644 1697 1710 1732 1747 1751 1764 1792 1854 1858 1877 1903 1922 1987 2048 2193
Should an overweight landing be required, a long straight in approach, or a wide
visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will refer to the corresponding RTOW chart, or to FCOM to find the
approach and landing configuration given as a function of the approach climb
limiting weight.
If a go around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3˚ flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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MSN 0022-0023 0025 0028 0030-0042 0044 0052-0055 0059-0067 0069-0072 0076-0078
0081-0083 0086-0088 0091-0094 0098-0112 0115-0118 0120-0121 0125 0128-0141 0143-0149
0151-0153 0155-0164 0167-0174 0176-0177 0179-0180 0184-0190 0192-0193 0196-0197
0199-0204 0206-0228 0230 0235-0241 0243-0246 0248-0250 0252 0255-0256 0258-0278
0280-0282 0284-0287 0289-0290 0293-0301 0303-0307 0309-0310 0312-0313 0315-0321 0323
0325 0328-0329 0332 0334-0335 0337-0340 0343 0345-0349 0352-0358 0360-0363 0365
0367-0369 0372 0375 0377-0378 0380-0384 0387-0388 0391 0395 0399-0401 0404-0410
0413-0415 0417-0421 0424 0426-0430 0435-0439 0441-0442 0444-0445 0448-0450 0452-0457
0459 0462-0467 0470-0472 0475-0476 0479 0482-0483 0485 0487 0489 0491 0496-0497
0500-0501 0503-0504 0506-0508 0510 0512 0523 0525 0527 0530-0531 0533-0534 0537
0539-0540 0543 0545 0547-0549 0551 0553-0554 0556 0558-0559 0561 0565 0568-0569
0571 0573-0574 0577 0579 0582 0584-0585 0587 0589-0590 0592 0594 0596 0601-0603
0605 0607 0611 0613 0615 0617 0619 0622 0632 0635 0638 0643 0645 0648 0650
0653 0655 0657-0658 0661-0662 0665 0669 0671 0673 0678 0681 0683 0685 0696 0698
0701-0706 0709-0710 0712 0714 0716 0718 0720 0722 0726 0730 0733 0735 0737 0739
0741 0743 0745 0747 0749 0751 0753-0754 0756 0758 0760 0762 0766 0768 0770
0772 0774 0776 0778 0780 0782 0784 0786 0789 0791 0793 0795 0797 0799 0801
0803 0805 0807 0809 0812 0814 0816 0818 0820 0822 0824 0826 0828 0830 0832
0834 0836 0838-0839 0842 0846 0849 0851 0854 0856 0859 0865-0866 0870 0872 0874
0876-0877 0879 0881 0883-0884 0886 0888 0892 0894-0895 0897 0899-0900 0902-0903
0905 0907 0909 0911-0912 0914 0916 0918-0919 0921 0923 0925 0927-0928 0930 0932
0939 0942-0943 0945 0947 0950-0951 0953 0955 0957 0960 0962 0964 0966-0967 0969
0971 0973 0975 0977 0981-0982 0984 0986 0988 0992 0994 0996 0999 1001 1003 1005
1007 1009 1011 1013 1026 1028 1030 1032 1035 1037 1039 1041 1047 1050 1054
1057 1059 1063 1067 1070 1072 1075-1076 1079 1081 1083 1085 1087 1093 1099 1101
1104-1105 1108 1110 1117 1119 1121 1123 1125 1128 1130 1137-1138 1143 1146 1150 1152
1156 1158 1163 1166 1168 1173 1175 1187 1189 1192 1196 1198 1200 1206 1208 1215
1217 1221 1226 1229 1231 1234-1235 1237 1240 1242 1246 1248 1251 1253 1255 1257
1262 1266 1270 1272 1274 1280 1282 1284 1288 1290 1292 1296 1300 1302 1304 1306
1312 1316 1318 1320 1327 1330 1332 1334 1337 1339 1341 1343 1345 1347 1349 1351
1353 1355 1357 1359 1361 1363 1365 1367-1368 1370 1372 1374 1376 1379 1381 1385
1387 1394 1396 1398 1400 1402 1405 1409 1411 1416 1419 1422 1427 1430 1432 1435
1437 1439 1441 1443 1446 1448 1450 1452 1454 1457 1461
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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MSN 1464 1467 1469-1470 1473 1475 1478 1480 1482 1484-1486 1489 1491 1493 1495
1497 1500 1502 1504 1506 1508-1509 1512 1514 1516 1518 1523 1526 1528 1530
1532-1533 1535 1538 1540 1542 1544 1546 1548 1550 1553 1555-1557 1559 1561 1564
1566 1571 1578 1580 1584 1586 1588 1591 1593 1595 1597 1605 1609-1610 1613 1615
1617 1620 1624 1628 1631 1633 1635 1637 1639 1641 1646 1648 1650 1652 1655
1657 1661 1663 1665 1667 1669 1672 1674 1676 1678 1680 1682 1686-1687 1689 1692
1694 1696 1700 1702 1705 1708 1712 1715 1717 1719 1721 1723 1725 1728 1730
1735-1736 1739 1741 1744 1749 1754-1755 1757 1760 1762 1767 1769 1771 1773 1775
1777 1780 1782 1784-1785 1787 1789 1793 1797 1799 1802 1804 1806 1809 1812-1814
1816 1818 1821-1823 1825 1827 1829 1832 1834-1835 1838 1840 1842 1845 1847
1849 1852 1856-1857 1860-1862 1864-1865 1867-1868 1871 1873-1874 1879 1883 1885
1888-1889 1891-1892 1894-1896 1898-1900 1902 1904 1906-1907 1909-1911 1913-1915
1917-1920 1924 1927 1929-1931 1933 1935 1937 1940 1942 1944-1945 1948-1949 1951
1954 1957-1958 1961 1964-1965 1968-1969 1973 1975 1979 1981 1983 1989 1992-1993
1996 1998 2001 2003 2006 2009 2011 2014 2016 2018 2020 2022 2024 2027 2029 2031
2034 2036 2038 2040 2042 2044 2046 2049 2054 2056 2058 2061 2063 2065 2068
2070 2073 2075 2077 2079 2082 2084-2085 2088 2090 2092 2094 2097 2099 2102 2104
2106 2108 2112 2114 2116 2118 2121 2123 2125 2128 2130 2132-2169 2171 2173 2175
2177-2178 2180 2182-2183 2185 2187 2189 2191 2195 2197 2199 2201 2204 2206-2207
2210 2212 2215 2217 2219 2221 2223 2225 2227 2229 2231 2233 2235 2238-2239 2242
2244 2246 2248 2250 2252 2254 2256-2257 2259 2272 2274-2275 2278 2280 2282 2284
2286 2288 2291-2292 2294 2297 2299 2301 2307 2310 2312 2314 2316 2322 2325 2327
2329 2331 2334 2336 2338 2340 2343 2345 2347 2349 2352 2354 2356 2359 2361 2364
2366 2368 2372 2374 2376 2384 2386 2388 2390-2391 2393 2395 2397 2399 2401 2403
2405 2407 2409 2411 2413 2415 2417 2419 2422-2423 2425 2428 2430 2432 2434 2437
2439 2441 2443 2445 2447 2449 2451 2453 2455 2457 2459 2461 2475 2478-2479 2482
2484 2486 2489 2491 2493 2496 2498 2500 2502 2504 2506 2509 2511 2513 2515
2517 2520 2522 2524 2526 2529 2531 2533 2535 2537 2539-2540 2542 2562 2564 2566
2569 2571 2573 2576-2577 2580 2583-2584 2587 2589 2591-2594 2596 2598 2600 2604
2606 2608-2609 2612-2613 2616 2619-2620 2623 2626-2627 2630 2633 2635 2637 2640
2649-2651 2654 2656 2658 2663 2665 2668 2670 2674 2678 2683 2692
Should an overweight landing be required, a long straight in approach, or a wide
visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases (high weights,
high altitude and temperature).
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3˚ flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.
MSN 0364 0385 0412 0434 0458 0468 0473-0474 0477 0484 0488 0493-0495 0498
0505 0509 0513-0522 0524 0526 0529 0532 0535 0538 0541 0544 0550 0552 0555
0560 0563-0564 0567 0570 0576 0581 0583 0586 0591 0593 0595 0597 0599 0604
0614 0620 0631 0633 0642 0652 0663-0664 0666 0668 0674-0675 0677 0680 0684
0692 0699 0715 0725 0731 0746 0761 0765 0771 0775 0777 0781 0787 0792 0796
0806 0808 0810-0811 0815 0819 0823 0827 0835 0841 0848 0852 0855 0864 0878
0891 0901 0908 0915 0920 0926 0935 0940-0941 0954 0956 0959 0961 0963 0968
0974 0983 0987 0991 0993 0995 1004 1006 1008 1012 1015 1017 1021 1023-1024
1042 1045 1060 1080 1094 1133 1144 1153 1161 1174 1185 1188 1195 1199 1202
1207 1214 1218-1220 1227 1233 1238 1241 1250 1260 1273 1276 1293 1299 1307
1356 1366 1399 1403 1408 1412 1417 1421 1425 1428 1431 1433 1436 1438 1442
1451 1455 1458 1462 1465 1472 1476 1481 1487 1492 1496 1499 1503 1511 1517
1521 1525 1531 1536 1539 1554 1572 1587 1596 1602 1607 1611 1614 1619 1623
1632 1636 1638 1642 1651 1658 1666 1670 1675 1681 1690-1691 1695 1701 1704
1711 1713 1716 1720 1724 1726 1734 1748 1763 1772 1776 1783 1788 1794 1798
1811 1817 1836 1843 1848 1850 1859 1869 1878 1881 1887 1905 1921 1926
1932 1941 1946 1950 1953 1956 1960 1966-1967 1970 1972 1974 1977-1978 1984
1994-1995 2005 2021 2041 2045 2055 2060 2064 2067 2076 2080 2105 2107 2110
2117 2190 2208 2211 2216 2220 2226 2234 2247 2255 2261 2267 2270 2290 2303
2309 2315 2320 2323-2324 2330 2337 2342 2351 2357 2363 2381 2410 2462 2472
2480 2488 2521 2530 2536 2543 2549 2553 2563 2590 2599 2610 2653 2682 2687
0502
0557
0606
0687
0802
0887
0970
1027
1204
1333
1447
1519
1629
1707
1807
1928
1988
2115
2305
2476
Should an overweight landing be required, a long straight in approach, or a wide
visual pattern, should be flown in order to configure the aircraft for a stabilized
approach.
At very high weights, VFE CONF1 is close to VLS clean. To select CONF1,
deselect A/THR, decelerate to (or slightly below) VLS and select CONF1 when
below VFE. When established at CONF1, the crew can reengage A/THR and
use managed speed again.
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
The stabilized approach technique should be used, and VAPP established at the
FAF. The speed will be reduced to reach VLS at runway threshold, to minimize
the aircraft energy.
The crew will elect the landing configuration according to the "maximum weight
for go-around in CONF 3" table provided both in QRH and in FCOM:
. If aircraft weight is below the maximum weight for go-around in CONF 3,
landing will be performed CONF full (and go-around CONF 3) as it is the
preferred configuration for optimized landing performance
. If aircraft weight is above the maximum weight for go-around in CONF 3,
landing will be performed CONF 3 (and go-around CONF 1+F). The CONF
1+F meets the approach climb gradient requirement in all cases (high weights,
high altitude and temperature).
If a go-around CONF 1+F is carried out following an approach CONF3, VLS
CONF 1+F may be higher than VLS CONF3+5 kt. The recommendation in such
a case is to follow SRS orders which will accelerate the aircraft up to the
displayed VLS. It should be noted, however, that VLS CONF 1+F equates to
1.23 VS1g whereas the minimum go-around speed required by regulations is
1.13 VS1g. This requirement is always satisfied.
The crew should be aware that the transition from -3˚ flight path angle to go
around climb gradient requires a lot of energy and therefore some altitude loss.
Taking into account the runway landing distance available, the use of brakes
should be modulated to avoid very hot brakes and the risk of tire deflation.
When the aircraft weight exceeds the maximum landing weight, structural
considerations impose the ability to touch down at 360 ft/mn without damage.
This means that no maintenance inspection is required if vertical speed is below
360 ft/mn. If vertical speed exceeds 360 ft/mn at touch down, a maintenance
inspection is required.
CREW INCAPACITATION
ALL
GENERAL
Crew incapacitation is a real safety hazard which occurs most frequently than
many of the other emergencies. Incapacitation can occur in many form varying
ENV A318/A319/A320/A321 FLEET FCTM
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ABNORMAL OPERATIONS
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FLIGHT CREW TRAINING MANUAL
from obvious sudden death to subtle, partial loss of function. It may not be
preceded by any warning.
RECOGNITION
The keys to early recognition of the incapacitation are
. Routine monitoring and cross checking of flight instruments
. Crew members should have a very high index of suspicion of a subtle
incapacitation
. If one crew member do not feel well, the other crew must be advised
. Others symptoms e.g. incoherent speech, pale fixed facial expression or
irregular breathing could indicate the beginning of an incapacitation.
ACTION
The recovery from a detected incapacitation of the fit pilot shall follow the
sequence below:
First phase
. Assume control, return the aircraft to a safe flight path, announce "I have
control", use the take-over pb and engage the on side AP as required.
. Declare an emergency to ATC
. Take whatever steps are possible to ensure the incapacitated pilot cannot
interfere with the handling of the aircraft. This may include involving cabin
crew to restrain the incapacitated pilot
. Request assistance from any medically qualified passenger
. Check is a type qualified company pilot is on board to replace the
incapacitated crew member
. Land as soon as practicable after considering all pertinent factors
. Arrange medical assistance after landing giving many details about the
condition of the affected crewmember
Second phase
. Prepare the approach and read the checklist earlier than usual
. Request radar vectoring and prefer a long approach to reduce workload
. Perform the landing from the fit pilot usual place
ENV A318/A319/A320/A321 FLEET FCTM
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SUPPLEMENTARY INFORMATION
04.000
TABLE OF CONTENTS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
04.010
ADVERSE WEATHER
-- GENERAL
04.020
04.030
-- COLD WEATHER OPERATIONS AND ICING CONDITIONS
1
-- TURBULENCE
9
-- WINDSHEAR
11
-- VOLCANIC ASHES
15
FLYING REFERENCE
-- GENERAL
1
-- THE ATTITUDE
1
-- THE FLIGHT PATH VECTOR
1
-- GO-AROUND
6
NAVIGATION ACCURACY
-- GENERAL
04.040
04.050
04.060
04.070
1
1
-- AIRCRAFT POSITION COMPUTATION
1
-- USE OF FMS
4
-- AIRCRAFT POSITION AWARENESS AND OPERATIONAL
CONSEQUENCES
5
ZFW - ZFCG ENTRY ERRORS
-- GENERAL
1
-- TECHNICAL BACKGROUND
2
-- ZFW ENTRY ERROR AND OPERATIONAL
CONSEQUENCES
-- OPERATIONAL RECOMMENDATIONS
6
7
CENTRE OF GRAVITY
TCAS
-- TECHNICAL BACKGROUND
1
-- OPERATIONAL RECOMMENDATIONS
2
USE OF RADAR
-- TECHNICAL BACKGROUND
ENV A318/A319/A320/A321 FLEET FCTM
1
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FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.000
TABLE OF CONTENTS
JUL 28/05
-- OPERATIONAL RECOMMENDATIONS FOR WEATHER
DETECTION
-- OTHER OPERATIONAL RECOMMENDATIONS
ENV A318/A319/A320/A321 FLEET FCTM
3
5
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FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.010
ADVERSE WEATHER
JUL 28/05
GENERAL
ALL
The adverse weather operation take into account the following topics:
. Cold weather operations and icing conditions
. Turbulence
. Windshear
. Volcanic ashes
COLD WEATHER OPERATIONS AND ICING CONDITIONS
ALL
PREFACE
Aircraft performance is certified on the basis of a clean wing. Ice accretion
affects wing performance. When the wing is clean, the airflow smoothly follows
the shape of the wing. When the wing is covered with ice, the airflow separates
from the wing when the Angle-Of-Attack (AOA) increases. Therefore, the
maximum lift-coefficient is reduced. As a result, the engine may stall at a lower
AOA, and the drag may increase.
The flight crew must keep in mind that the wing temperature of the aircraft may
be significantly lower than 0˚C, after a flight at high altitude and low temperature,
even if the Outside Air Temperature (OAT) is higher than 0˚C. In such cases,
humidity or rain will cause ice accretion on the upper wing, and light frost under
the wing. (Only 3mm of frost on the under-surface of the wing is acceptable.)
EXTERIOR INSPECTION
When ground-icing conditions are encountered, and/or when ice accretion is
suspected, the Captain should determine, on the basis of the exterior inspection,
whether the aircraft requires ground deicing/anti-icing treatment. This visual
inspection must take into account all vital parts of the aircraft, and must be
performed from locations that offer a clear view of these parts.
COCKPIT PREPARATION
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SUPPLEMENTARY INFORMATION
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ADVERSE WEATHER
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The following systems may be affected in very cold weather:
. The EFIS/ECAM (when the cockpit temperature is very low)
. The IRS alignment (may take longer than usual, up to 15 minutes)
The probe and window heating may be used on ground. Heating automatically
operates at low power.
AIRCRAFT GROUND DE-ICING/ANTI-ICING
DE-ICING/ANTI-ICING FLUID
Deicing/anti-icing fluids must be able to remove ice and to prevent its
accumulation on aircraft surfaces until the beginning of the takeoff. In addition,
the fluids must flow off the surfaces of the aircraft during takeoff, in order not to
degrade takeoff performance.
Several types of fluids can be used. These fluids have different characteristics:
type 1
type 2, 3, 4
Low viscosity
High viscosity
Limited hold-over time
Longer hold-over time
Used mainly for de-icing
Used for de-icing and anti-icing
The holdover time starts from the beginning of the application of the fluid, and
depends on the type of fluid, and on the nature and severity of precipitation. The
flight crew should refer to applicable tables as guidelines. These tables must be
used in conjunction with the pre-takeoff check.
Depending upon the severity of the weather, de-icing/anti-icing procedure must
be applied either:
. In one step, via the single application of heated and diluted deicing/anti-icing
fluid: This procedure provides a short holdover time, and should be used in
low moisture conditions only. The holdover time starts from the beginning of
the application of the fluid.
. In two steps, by first applying the heated deicing fluid, then by applying a
protective anti-icing fluid: These two sprays must be applied consecutively. The
holdover time starts from the beginning of the application of the second fluid.
PROCEDURES
The following outlines the various procedures to be applied before and after
spraying:
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. All ENG and APU BLEED pushbutton must be set to OFF and the DITCHING
pushbutton must be set to ON, to prevent any engine ingestion of
deicing/anti-icing fluid.
. The aircraft can be deiced/anti-iced, with the engine and/or the APU running or
off. However, the APU or the engine should not be started during spraying.
. The aircraft must be deiced/anti-iced symmetrically on both sides.
. Keep bleeds off after spraying for a few minutes.
. After spraying, keep bleeds off for a few minutes, and perform a visual
inspection of the aircraft surfaces.
. A deicing/anti-icing report must be filled out to indicate the type of fluid and
when the spraying began.
AFTER START
. Keep the engine bleeds off, with the engines running at higher N1.
. Keep the APU running with the bleed off for a few minutes after spraying.
. The slats/flaps and flight controls can be moved, because they no longer have
ice.
TAXI OUT
On contaminated runways, the taxiing speed should be limited to 10 knots, and
any action that could distract the flight crew during taxiing should be delayed
until the aircraft is stopped.
The following factors should be taken into account:
. At speeds below 10 kts, anti-skid de-activates.
. Engine anti-ice increases ground idle thrust.
. To minimize the risk of skidding during turns: Avoid large tiller inputs.
. On slippery taxiways: It may be more effective to use differential braking
and/or thrust, instead of nosewheel steering.
. On slush-covered, or snow-covered, taxiways: Flap selection should be
delayed until reaching the holding point, in order to avoid contaminating the
flap/slat actuation mechanism.
. When reaching the holding point: The "Before Takeoff down to the line"
checklist must be performed.
. The flight crew must maintain the aircraft at an appropriate distance from the
aircraft in front.
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. In icing conditions: When holding on ground for extended periods of time, or if
engine vibration occurs, thrust should be increased periodically, and
immediately before takeoff, to shed any ice from the fan blades.
For more details about this procedure, refer to the FCOM 3.03. 09.
TAKE-OFF
TAKE-OFF PERFORMANCES
The use of FLEX thrust for take-off on contaminated runways is prohibited.
If anti-ice is used at take-off, the crew will apply the related performance penalty.
Slush, standing water, or deep snow reduces the aircraft take-off performance
because of increased rolling resistance and the reduction in tire-to-ground friction.
A higher flap setting will increase the runway limited take-off weight, but will
reduce second segment limited take-off weight.
TAKE-OFF ROLL
Before the aircraft lines up on the runway for takeoff, the flight crew must ensure
that the airframe has no ice or snow.
Then, before applying thrust, the Captain should ensure that the nosewheel is
straight. If there is a tendency to deviate from the runway centerline, this tendency
must be neutralized immediately, via rudder pedal steering, not via the tiller.
On contaminated runways, the flight crew should ensure that engine thrust
advances symmetrically to help minimize potential problems with directional
control.
MAXIMUM CROSS WIND
The following table provides the maximum crosswind that corresponds to the
reported runway-friction coefficient:
Reported Braking
Action
Reported
Runway-Friction
Coefficient
Equivalent
Runway
Condition
Maximum
Crosswind
(knots)
Good/Medium
Medium
Medium/Poor
Poor
Unreliable
0.39 to 0.36
0.35 to 0.3
0.29 to 0.26
≤0.25
-
1
2/3
2/3
3/4
4/5
29
25
20
15
5
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The runway condition numbers, in the above table, correspond to the runway
conditions:
1. Dry, damp, or wet runway (less than 3 MM depth of water )
2. Runway covered with slush
3. Runway covered with dry snow
4. Runway covered with standing water with risk of aquaplaning or wet snow
5. Icy runway or high risk of aquaplaning
CLIMB/ DESCENT
Whenever icing conditions are encountered or expected, the engine anti-ice
should be turned on. Although the TAT before entering clouds may not require
engine anti-ice, flight crews should be aware that the TAT often decreases
significantly, when entering clouds.
When the SAT decreases to lower than -40˚C, engine anti-ice should be turned
off, unless flying near CBs. If the recommended anti-ice procedures are not
performed, engine stall, over-temperature, or engine damage may occur,
If it is necessary to turn on the engine anti-ice, and if ice accretion is visible
because engine anti-ice was turned on late, then apply the following procedure:
. Set the ENGINE START selector to IGN
. Retard one engine, and set the ENG ANTI-ICE pushbutton to ON
. Smoothly adjust thrust, and wait for stabilization
. Set the ENGINE START selector to NORM
. Repeat this procedure for the other engine
Wing anti-ice should be turned on, if either severe ice accretion is expected, or if
there is any indication of icing on the airframe.
HOLDING
If holding is performed in icing conditions, the flight crew should maintain clean
configuration. This is because prolonged flight in icing conditions with the slats
extended should be avoided.
APPROACH
If significant ice accretion develops on parts of the wing that have not been
deiced, the aircraft speed must be increased (Ref. FCOM 3.04.30).
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When the temperature is lower than ISA-10, the target altitudes (provided by the
ATC) must be corrected, by adding the values that are indicated in the table
below:
Height
500
1000
2000
3000
4000
5000
Corrections to be Added
ISA - 10
ISA - 20
20
40
80
140
180
220
40
80
160
260
340
420
ISA
30
60
120
240
380
500
620
These corrections corresponds approximately to 4 x Delta ISA x Height (ft)/1000
LANDING
Obviously, landings should be avoided on very slippery runways. However, if it is
not possible to avoid such landings, the following factors (linked to operations on
contaminated runways) should be considered:
. Braking action
. Directional control
BRAKING ACTION
The presence of fluid contaminants on the runway has an adverse effect on
braking performance, because it reduces the friction between the tires and the
surface of the runway. It also creates a layer of fluid between the tires and the
runway surface, and reduces the contact area. The landing distances, indicated
in the QRH, provide a good assessment of the real landing distances for specific
levels of contamination.
A firm touchdown should be made and MAX reverse should be selected, as
soon as the main landing gear is on ground. Using reversers on a runway that
is contaminated with dry snow may reduce visibility, particularly at low speeds. In
such cases, reverse thrust should be reduced to idle, if necessary.
The use of MED auto-brake is recommended, when landing on an evenly
contaminated runway. It is possible that the DECEL light on the AUTO BRK
panel will not come on, as the predetermined deceleration may not be achieved.
This does not mean that the auto-brake is not working.
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In the case of uneven contamination on a wet or contaminated runway, the
autobrake may laterally destabilize the aircraft. If this occurs, consider deselecting
the autobrake.
TYPICAL LANDING DISTANCE FACTORS VERSUS RUNWAY CONDITION
Required landing distance wet
1.92
Reference
50 ft
Dry runway
Wet runway
Compacted snow
Water and slush
Icy runway
1.0
1.4
1.6
2.0
3.5
Landing distance factors
NOF 04010 04295 0001
DIRECTIONAL CONTROL
During rollout, the sidestick must be centered. This prevents asymmetric wheel
loading, that results in asymmetric braking and increases the weathercock
tendency of the aircraft.
The rudder should be used for directional control after touchdown, in the same
way as for a normal landing. Use of the tiller must be avoided above taxi speed,
because it may result in nosewheel skidding, and lead to a loss of directional
control.
When required, differential braking must be applied by completely releasing the
pedal on the side that is opposite to the expected direction of the turn. This is
because, on a slippery runway, the same braking effect may be produced by a
full or half-deflection of the pedal.
Landing on a contaminated runway in crosswind requires careful consideration. In
such a case, directional control problems are caused by two different factors:
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. If the aircraft touches down with some crab and the reverse thrust is selected,
the side force component of reverse adds to the crosswind component and
causes the aircraft to drift to the downwind side of the runway.
. As the braking efficiency increases, the cornering force of the main wheels
decreases. This adds to any problems there may be with directional control.
If there is a problem with directional control:
-- Reverse thrust should be set to idle, in order to reduce the reverse thrust
side-force component.
-- The brakes should be released, in order to increase the cornering force.
-- The pilot should return to the runway centerline, reselect reverse thrust, and
resume braking (Ref. FCTM 02.015).
The concept of equivalent runway condition is used to determine the maximum
crosswind limitation. The following table indicates the maximum recommended
crosswinds related to the reported braking actions:
Reported Braking
Action
Reported Runway
Friction Coefficient
Equivalent
Runway
Condition
Maximum
Crosswind
(knots)
Good/Medium
Medium
Medium/Poor
Poor
Unreliable
0.39 to 0.36
0.35 to 0.3
0.29 to 0.26
≤0.25
-
1
2/3
2/3
3/4
4/5
29
25
20
15
5
TAXI IN
During taxi-in, after landing, the flaps/slats should not be retracted. This is
because retraction could cause damage, by crushing any ice that is in the slots
of the slats. When the aircraft arrives at the gate, and the engines are stopped,
a visual inspection should be performed to check that the slats/flaps areas are
free of contamination. They may then be retracted, with the electric pumps.
PARKING
At the end of the flight, in extreme cold conditions, cold soak protection is
requested when a longer stop over is expected. In addition, prolonged flight in
icing conditions must be reported to maintenance personnel for engine inspection.
TURBULENCE
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ALL
PREFACE
The flight crew must use weather reports and charts to determine the location
and altitude of possible CBS, storms, and Clear Air Turbulence (CAT). If
turbulence is expected, the flight crew must turn on the seatbelt signs, in order
to prepare passengers and prevent injury.
TAKE-OFF
For takeoff in high turbulence, the flight crew must wait for the target speed + 20
knots (limited to VFE-5) before retracting the slats/flaps (e.g. the flight crew must
wait for F+20 knots before setting Flaps 1).
IN FLIGHT
USE OF RADAR
Areas of known turbulence, associated with CBS, must be avoided. Good
management of the radar tilt is essential, in order to accurately assess and
evaluate the vertical development of CBS. Usually, the gain should be left in
AUTO. However, selective use of manual gain may help to assess the general
weather conditions. Manual gain is particularly useful, when operating in heavy
rain, if the radar picture is saturated. In this case, reduced gain will help the
flight crew to identify the areas of heaviest rainfall, that are usually associated
with active CB cells. After using manual gain, it should be reset to AUTO, in
order to recover optimum radar sensitivity. A weak echo should not be a reason
for the flight crew to underestimate a CB, because only the wet parts of the CB
are detected. The decision to avoid a CB must be taken as early as possible,
and lateral avoidance should, ideally, be at 20 nautical miles upwind.
USE OF AP AND A/THR
If moderate turbulence is encountered, the flight crew should set the AP and
A/THR to ON with managed speed.
If severe turbulence is encountered, the flight crew should keep the AP engaged.
Thrust levers should be set to turbulence N1 (Refer to QRH), and the A/THR
should then be disconnected. Use of the A/THR is, however, recommended
during approach, in order to benefit from the GS mini.
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If the aircraft is flown manually, the flight crew should be aware of the fact that
flight control laws are designed to cope with turbulence. Therefore, they should
avoid the temptation to fight turbulence, and should not over-control the sidestick.
VMO/MMO EXCEEDANCE
In turbulence, during climb, cruise or descent, the aircraft may slightly exceed
VMO/MMO with the autopilot (AP) engaged.
To prevent such an exceedance, adapt speed or Mach target.
If severe turbulence is known or forecasted, consider the use of turbulence speed.
If the current speed is close to the VMO (maximum operating speed), monitor
the speed trend symbol on the PFD.
If the speed trend reaches, or slightly exceeds, the VMO limit:
. Use the FCU immediately to select a lower speed target.
If the speed trend significantly exceeds the VMO red band, without high speed
protection activation:
. Select a lower target speed on the FCU and, if the aircraft continues to
accelerate, consider disconnecting the AP.
. Before re-engaging the AP, smoothly establish a shallower pitch attitude.
If the aircraft accelerates above VMO with the AP engaged, the AP will disengage
on reaching the high speed protection. The high speed protection will apply a
nose-up order up to 1.75 g, in addition to pilot input during VMO recovery.
Therefore, make a smooth pitch correction in order to recover proper speed.
Speedbrakes may be used in case of high speed exceedance, but the flight crew
should be aware of pitch influence. In addition, speedbrakes will be used with
caution, close to the ceiling.
High Speed Protection may also result in activation of the angle of attack
protection. Depending on the ELAC standard, the crew may have to push on the
stick to get out of this protection law.
In all events, check the AP engagement status, and re-engage it when
appropriate. It may have tripped and the associated aural warning may have
been superseded by the overspeed aural warning.
CONSIDERATIONS ON CAT
Clear Air Turbulence (CAT) can be expected by referring to weather charts and
pilot reports. However, the radar cannot detect CAT, because it is "dry turbulence".
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If CAT is encountered, the flight crew may consider avoiding it vertically, keeping
in mind that the buffet margin reduces as the altitude increases.
MISCELLANEOUS
. The flight crew must set the harness to on, check that the seat belts signs
are on and use all white lights in thunderstorms.
. Turbulence speeds are indicated in the QRH.
. It is not necessary to set the ENG START selector to IGN. In the case of an
engine flameout, the igniters will trigger automatically.
WINDSHEAR
ALL
BACKGROUND INFORMATION
WINSHEAR PHENOMENON
The windshear is mostly due to cool shaft of air, like a cylinder between 0.5 NM
and 1.5 NM width that is moving downward. When the air encounters the ground:
. Mushrooms horizontally, causing horizontal wind gradient
. Curls inward at the edges, causing vertical air mass movement.
Flight safety is affected, because:
. Horizontal wind gradient significantly affects lift, causing the aircraft to descend
or to reach very high AOA.
. Vertical air mass movement severely affect the aircraft flight path.
WINDSHEAR PHENOMENON
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AIRSHAFT
Aircraft 1nm width
Downward velocity up to 40kts
Headwind 40kts Tailwind 40kts
NOF 04010 04298 0001
AWARENESS AND AVOIDANCE
Awareness of
an encounter.
help the flight
during takeoff
the weather conditions that causewindshear will reduce the risk of
Studying meteorological reports and listening to tower reports will
crew to assess the weather conditions that are to be expected
or landing.
If a windshear encounter is likely, the takeoff or landing should be delayed until
the conditions improve, e.g. until a thunderstorm has cleared the airport.
STRATEGY TO COPE WITH WINDSHEAR
The windshear and microburst are hazardous phenomena for an aircraft at
take-off or landing. The strategy to cope with windshear is:
. Increasing flight crew awareness through the Predictive Windshear System
(if available)
. Informing the flight crew of unexpected air mass variations through FPV and
approach speed variations
. Warning the flight crew of significant loss of energy through "SPEED,
SPEED" and "WINDSHEAR" aural warnings (if available).
. Providing effective tools to escape the shear through ALPHA FLOOR
protection, SRS pitch order, high AOA protection and Ground Speed mini
protection.
Increasing flight crew awareness (if available)
When the airshaft of a microburst reaches the ground, it mushrooms outward
carrying with it a large number of falling rain droplets. The radar can measure
speed variations of the droplets, and as a result, assess wind variations. This
redictive capability to assess wind variations is performed by the Predictive
Windshear System (PWS). The PWS operates automatically below 2300 ft AGL,
regardless of whether the radar is turned on or off. OFF.
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Informing flight crew
The FPV associated with the approach speed variations (GS mini protection) is
an effective means for informing the flight crew of unexpected air mass variations:
Approach speed variations and lateral FPV displacement reflect horizontal wind
gradient. Vertical FPV displacement reflects the vertical air mass movement.
BIRD AND TARGET SPEED - WIND INTERPRETATION
−140
DRIFT
NOF 04010 04299 0001
Warning the flight crew
The "SPEED, SPEED" low energy warning (if available) is based on the aircraft
speed, acceleration and flight path angle. This warning attracts the PF eyes to
the speed scale, and request rapid thrust adjustment. In windshear conditions, it
is the first warning to appear, before the activation of the alpha floor. The
following table provides some typical values of the speed at which the warning
could occur in two different circumstances.
Deceleration Rate
Flight Path Angle
Warning
-1 knots/second
-1 knots/second
-3˚
-4˚
VLS - 7 knots
VLS - 1 knots
In addition, the aircraft has a reactive windshear warning system. This system
triggers if the aircraft encounters windshear. In such a case, there is a
"WINDSHEAR WINDSHEAR WINDSHEAR" aural warning.
Providing effictive tools
There are three efficient tools to assist the flight crew to escape:
. The alpha floor protection
. THE SRS AP/FD pitch law
. The high angle of attack protection
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When the alpha floor protection is triggered, the A/THR triggers TOGA on all
engines. The FMA displays A.FLOOR, that changes to TOGA LK, when the
aircraft angle-of-attack has decreased. TOGA/LK can only be deselected by
turning the A/THR off.
The SRS pitch mode ensures the best aircraft climb performance. Therefore, the
procedure requests following the SRS pitch bar and possibly full aft stick, in
order to follow the SRS orders and minimize the loss of height.
The high angle-of-attack protection enables the PF to safely pull full aft stick, if
needed, in order to follow the SRS pitch order, or to rapidly counteract a down
movement. This provides maximum lift and minimum drag, by automatically
retracting the speed brakes, if they are extended.
OPERATIONAL RECOMMENDATIONS
TAKE-OFF
Predictive windshear ("WINDSHEAR AHEAD" aural warning), if available
If predictive windshear aural warning is generated on the runway before take-off,
take-off must be delayed.
If a predictive windshear aural warning is generated during the takeoff roll, the
Captain must reject the takeoff (the aural warning is inhibited at speeds greater
than 100 knots).
If the predictive windshear aural warning is generated during initial climb, the
flight crew must:
. Set TOGA
. Closely monitor the speed and the speed trend
. Ensure that the flight path does not include areas with suspected shear
. Change the aircraft configuration, provided that the aircraft does not enter
windshear.
Reactive windshear (WINSHEAR, WINSHEAR, WINSHEAR aural warning) if
available, or windshear detected by pilot observation
If the reactive windshear starts before V1 with significant speed and speed trend
variations and the captain decides that there is sufficient runway to stop the
airplane, the captain must initiate a rejected take-off.
If the reactive windshear starts after V1, the crew will set TOGA and will apply
the QRH checklist actions from memory. The following points should be stressed:
. The configuration should not be changed until definitely out of the shear,
because operating the landing gear doors causes additional drag.
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. The PF must fly SRS pitch orders rapidly and smoothly, but not aggressively,
and must consider the use of full backstick, if necessary, to minimize height
loss.
. The PNF should call wind variation from the ND and V/S and, when clear of
the shear, report the encounter to ATC.
APPROACH
Predictive windshear (if available)
In case the "MONITOR RADAR DISPLAY" is displayed or the ADVISORY ICON
appears, the flight crew should either delay the approach or divert to another
airport. However, if the approach is continued, the flight crew should consider the
following:
. The weather severity must be assessed with the radar display.
. A more appropriate runway must be considered.
. A Conf 3 landing should be considered.
. The flight crew should increase VAPP displayed on MCDU PERF APP page
up to a maximum VLS +15 kts.
. Using the TRK/FPA or ILS, for an earlier detection of vertical path deviation
should be considered.
. In very difficult weather conditions, the A/THR response time may not be
sufficient to manage the instantaneous loss of airspeed. The applicable
technique is described in FCTM 02.100 - USE OF A/THR.
. In case the "GO AROUND WINDSHEAR AHEAD" message is triggered, the
PF must set TOGA for go-around. The aircraft configuration can be changed,
provided that the windshear is not entered. Full back stick should be applied,
if required, to follow the SRS or minimize loss of height.
Reactive windshear (if available)
In case of the "WINDSHEAR WINDSHEAR WINDSHEAR" aural warning, the PF
must set TOGA for go-around. However, the configuration (slats/flaps, gear) must
not be changed until out of the shear. The flight crew must closely monitor the
flight path and speed.
VOLCANIC ASHES
ALL
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PREFACE
Volcanic ashes or dust consists of very abrasive particles, that may cause engine
surge and severe damage to aircraft surfaces that are exposed to the airflow.
For this reason, operations in volcanic ashes must be avoided. However, if such
operations cannot be avoided, the operators should apply the following
recommendations.
GROUND OPERATIONS
PRELIMINARY COCKPIT PREPARATION
The use of APU should be avoided whenever possible and the use of the
Ground Power Unit (GPU) should be preferred.
The wipers will not be used for any reason.
EXTERIOR INSPECTION
Maintenance personnel must remove ash that has settled on exposed lubricated
surfaces that can penetrate seals or enter the engine gas path, air conditioning
system, air data probes and other orifices on the aircraft. They must clean the
engines air inlet of any volcanic ashes. In addition, they must clean the 25-feet
area around the engine inlet.
ENGINE START
The use of an external pneumatic supply should be preferred when possible. If
not possible, the APU may be used to start the engines.
Before starting the engines, the crew must use dry cranking. This will blow out
any ash that may have entered the booster area.
TAXI
The flight crew must move forward the thrust levers smoothly to the minimum
required thrust to taxi, and must avoid any sharp or high-speed turns. The
bleeds must be kept OFF.
TAKE-OFF
It is advisable to use the rolling takeoff technique, and apply smooth thrust.
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IN FLIGHT
CRUISE
The flight crew must avoid flying into areas of known volcanic ashes. If a
volcanic eruption is reported, while the aircraft is in flight, the flight must be
rerouted to remain clear of the affected area. The volcanic dust may spread over
several hundred miles. Whenever possible, the flight crew should stay on the
upwind side of the volcano.
Depending on outside conditions (night flight, clouds), volcanic dust might not be
visible. However, several phenomena can indicate that the aircraft is flying
through ash cloud, for example:
. Smoke or dust in the cockpit
. Acrid odour similar to electrical smoke
. Engine malfunction, e.g. a rising EGT
. At night, the appearance of St Elmo fire, bright white or orange glow
appearing in engine inlets or sharp and distinct beams from the landing lights.
If an ash cloud is encountered, the applicable procedure is described in the
QRH. The essential actions to be taken are:
. 180˚ turn if possible. This is the quickest way to escape, because the ash
cloud lateral dimension is not known
. Protecting the engines:
-- Set A/THR to OFF
-- Decrease engines thrust if possible and maximize engine bleed to increase
the engine surge margin
-- Set ENG START SEL to IGN
-- Start the APU for further engine restart, if required
. Protecting the flight crew and passengers:
-- Don the oxygen mask
-- Consider oxygen for the passengers.
. Monitoring the flight parameters:
-- Monitor the EGT and fuel flow, because an engine part may be eroded
-- Monitor and cross-check the IAS because an IAS indication may be
corrupted
A diversion to the nearest appropriate airport should be considered.
LANDING
The use of reverse should be avoided, unless necessary.
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GENERAL
ALL
Two flying references may be used on the PFD:
. The attitude
. The Flight Path Vector (FPV), called the "bird".
The pilot selects the flight reference with the HDG/VS TRK/FPA p/b on the FCU.
THE ATTITUDE
ALL
When HDG/VS is selected on the FCU, "bird" is off, and the attitude is the flight
reference with HDG and VS as basic guidance parameters.
The attitude flight reference should be used for dynamic manoeuvres, for
example, take-off or go-around. An action on the sidestick has an immediate
effect on the aircraft attitude. The flight crew can monitor this flight reference
directly and accurately during these maneuvers.
THE FLIGHT PATH VECTOR
ALL
When TRK/FPA is selected on the FCU, the "bird" (the FPV) is the flight
reference with the TRK and FPA as basic guidance parameters.
In dynamic manoeuvres, the "bird" is directly affected by the aircraft inertia and
had a delayed reaction. As a result, the "bird" should not be used as a flight
reference in dynamic manoeuvres.
The "bird" is the flying reference that should be used when flying a stabilized
segment of trajectory, e.g. a non Precision Approach or visual circuit.
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INFORMATION PRESENTATION
The FPV appears on the PFD as a symbol, known as "the bird". The bird
indicates the track and flight path angle in relation to the ground.
The track is indicated on the PFD by a green diamond on the compass, in
addition to the lateral movement of the bird in relation to the fixed aircraft
symbol. On the ND, the track is indicated by a green diamond on the compass
scale. The difference in angle between track and heading indicates the drift.
The flight path angle is indicated on the PFD by the vertical movement of the
bird in relation to the pitch scale.
USE OF FPV
AXIS
ITUDINAL
A/C LONG
FPA
2
2
1
1
PITCH
ATTITUDE
FLIGHT
PATH ANGLE
1
IFT
3
35
1
H G
2
T K
IFT
WIND
NOF 04020 04300 0001
With the flight directors (FDs) selected ON, the Flight Path Director (FPD)
replaces the HDG-VS Flight Director (FD). With both FDs pb set to off, the blue
track index appears on the PFD horizon.
PRACTICAL USES OF THE FPV
As a general rule, when using the bird, the pilot should first change attitude, and
then check the result with reference to the bird.
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NON-PRECISION APPROACH
The FPV is particularly useful for non-precision approaches. The pilot can select
values for the inbound track and final descent path angle on the FCU. Once
established inbound, only minor corrections should be required to maintain an
accurate approach path. The pilot can monitor the tracking and descent flight
path, with reference to the track indicator and the bird.
However, pilots should understand that the bird only indicates a flight path angle
and track, and does not provide guidance to a ground-based radio facility.
Therefore, even if the bird indicates that the aircraft is flying with the correct
flight path angle and track, this does not necessarily mean that the aircraft is on
the correct final approach path.
VISUAL CIRCUITS
The FPV can be used as a cross-reference, when flying visual circuits. On the
downwind leg, the pilot should position the wings of the bird on the horizon, in
order to maintain level flight. The downwind track should be set on the FCU.
The pilot should position the tail of the bird on the blue track index on the PFD ,
in order to maintain the desired track downwind.
On the final inbound approach, the track index should be set to the final
approach course of the runway. A standard 3˚ approach path is indicated, when
the top of the bird’s tail is immediately below the horizon, and the bottom of the
bird is immediately above the 5˚ nose down marker.
USE OF FPV IN FINAL APPROACH
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TRK index selected to FINAL CRS
and corrected as per IRS TRK drift
FPA =
10
31
32
10
33
34
NOF 04020 04301 0001
FINAL APPROACH
The bird is a very useful flight reference, because it provides the trajectory
parameters, and quickly warns the pilot of downburst. In addition, together with
the GS MINI protection, it is an excellent indicator of shears or wind variations. If
nothing else, the position of the "bird" in relation to the fixed aircraft symbol
provides an immediate indication of the wind direction. Therefore, when
approaching the minima, the pilot knows in which direction to search for the
runway.
The target approach speed symbol moves upward, indicating that there is
headwind gust. The bird drifts to the right, indicating that there is wind from the
left.
BIRD AND TARGET SPEED- WIND INTERPRETATION
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−140
DRIFT
NOF 04020 04302 0001
RELIABILITY
The FPV is computed from IRS data, therefore, it is affected by ADIRS errors.
An error may be indicated by a small track error, usually of up to ± 2˚. This
can be easily determined during the approach.
The FPV is also computed from static pressure information. Therefore, the bird
must be considered as not reliable, if altitude information is not reliable.
GO-AROUND
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MSN 0011 0022-0032 0034-0035 0037-0038 0040-0041 0043 0045-0051 0056-0058 0060
0069-0072 0074-0075 0078-0080 0083 0085-0090 0093-0097 0104-0107 0110-0111 0113-0114
0116-0121 0123-0125 0132 0135 0137-0140 0142 0147-0148 0151-0153 0157 0160-0164
0167-0172 0179-0180 0185 0189-0193 0196-0197 0200-0202 0205-0206 0208-0209 0212-0213
0216-0219 0221-0222 0225 0229-0230 0234 0245 0247 0252 0256-0263 0267-0269 0272-0273
0275-0276 0280-0282 0288 0291-0301 0304 0306-0308 0313-0314 0316 0318-0322 0326-0329
0331-0332 0334 0336 0338-0340 0343-0349 0353-0355 0357-0358 0360-0365 0367-0373 0376
0379-0383 0385-0394 0396-0402 0405-0406 0408 0410-0418 0420 0422-0425 0428-0432
0435-0437 0439 0441-0444 0446-0447 0449-0452 0454 0456-0458 0460-0465 0467-0470
0472-0476 0478-0487 0489-0490 0492-0493 0496 0499-0508 0510-0512 0518 0523 0525
0528 0530-0531 0534 0538-0539 0542 0547 0549 0554-0555 0558 0560-0561 0563-0564
0567-0569 0571 0575 0579-0580 0587 0589-0592 0594-0595 0597 0601 0604-0605 0607
0609-0611 0613-0617 0619 0622-0624 0626-0628 0630 0632-0634 0636 0638-0639 0641
0645 0648-0653 0655 0657-0659 0662 0665-0667 0669 0671 0677-0679 0683 0685-0686
0689-0690 0692 0694 0696 0698-0700 0702 0704-0706 0709-0710 0712 0717-0718 0720
0722-0724 0726 0729 0731 0733 0737-0739 0741 0743-0745 0747-0749 0751 0753-0754
0759 0766-0767 0772 0775 0778 0780 0783 0786-0789 0792 0795 0798-0799 0801-0802
0804 0807 0811 0814 0818 0820 0824-0826 0828 0830 0832-0834 0836 0838 0842-0843
0846-0847 0849-0854 0857-0860 0862 0865 0867 0869 0871 0873-0876 0879-0883 0886-0888
0893 0895 0897-0898 0900-0903 0907 0909 0911-0914 0916 0918 0921 0923 0925 0939
0944 0948 0950 0952 0954-0955 0958 0962-0967 0973 0975 0980-0981 0984 0986
0988-0990 0996 1001 1004-1006 1008-1009 1011 1017 1022 1029 1031-1032 1035 1037
1039 1041-1042 1057-1058 1062 1071-1072 1076 1078 1085 1090-1091 1093 1108 1117
1126 1129 1131 1149 1164-1165 1167 1187 1191 1194-1196 1199 1204 1218 1227 1230
1249 1316 1324-1325 1345-1346 1392 1408 1414 1421 1434 1438 1453 1456 1459 1479
1483 1487 1498 1501 1520 1535 1543 1549 1567 1570 1582 1633 1641 1646 1659 1662
1683 1685 1693 1700 1709 1714 1738 1746 1752 1766 1774 1789 1796 1800 1810 1812
1815 1819-1820 1824 1828 1833 1839 1870 1875 1897 1923 1959 1976 1982 1990 2002
2013 2026 2028 2039 2047 2082 2087 2092 2095 2369 2373 2464 2474
For the go-around, the appropriate flight reference is the attitude, because
go-around is a dynamic maneuver. Therefore, if the "bird" is on, the PF will ask
the PNF to select HDG/VS, in order to recover the FD bars.
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MSN 0002-0010 0012-0021 0033 0036 0039 0042 0044 0052-0055 0059 0061-0068 0073
0076-0077 0081-0082 0084 0091 0098-0103 0108 0112 0115 0122 0126-0131 0133-0134
0136 0141 0143-0146 0149-0150 0154-0156 0158-0159 0165-0166 0173-0178 0181-0184
0186-0188 0194-0195 0198-0199 0203-0204 0207 0210-0211 0214-0215 0220 0223-0224
0226-0228 0231-0233 0235-0244 0246 0248-0251 0253-0255 0264-0266 0270-0271 0274
0277-0279 0283-0287 0289-0290 0302-0303 0305 0309-0312 0315 0317 0323-0325 0330 0333
0335 0337 0341-0342 0350-0352 0356 0359 0366 0375 0377-0378 0384 0395 0403-0404
0407 0409 0419 0421 0426-0427 0434 0438 0440 0445 0448 0453 0455 0459 0466
0471 0477 0488 0491 0494-0495 0497-0498 0509 0513-0517 0519-0522 0524 0526-0527
0529 0532-0533 0535-0537 0540-0541 0543-0546 0548 0550-0553 0556-0557 0559 0562
0565-0566 0570 0572-0574 0576-0578 0581-0586 0588 0593 0596 0598-0600 0603 0606 0608
0612 0618 0620-0621 0625 0629 0631 0635 0637 0640 0642-0644 0646-0647 0654 0656
0660-0661 0663-0664 0668 0670 0672-0676 0680-0682 0684 0687-0688 0691 0693 0695
0697 0701 0703 0707 0711 0713-0716 0719 0721 0725 0727-0728 0730 0732 0734-0736
0740 0742 0746 0750 0752 0755-0758 0760-0765 0768-0771 0773-0774 0776-0777 0779
0781-0782 0784-0785 0790-0791 0793-0794 0796-0797 0800 0803 0805-0806 0808-0810
0812-0813 0815-0817 0819 0821-0823 0827 0829 0831 0835 0837 0839-0841 0844-0845
0848 0855-0856 0861 0863-0864 0866 0868 0870 0872 0877-0878 0884-0885 0889-0892
0894 0896 0899 0904-0906 0908 0910 0915 0917 0919-0920 0922 0924 0926-0938
0940-0943 0945-0947 0949 0951 0953 0956-0957 0959-0961 0968-0972 0974 0976-0979
0982-0983 0985 0987 0991-0995 0997-1000 1002-1003 1007 1010 1012-1016 1018-1021
1023-1028 1030 1033-1034 1036 1038 1040 1043-1056 1059-1061 1063-1070 1073-1075
1077 1079-1084 1086-1089 1092 1094-1107 1109-1116 1118-1125 1127-1128 1130 1133-1148
1150-1163 1166 1168-1185 1188-1190 1192-1193 1197-1198 1200-1203 1205-1217 1219-1226
1228-1229 1231-1248 1250-1315 1317-1323 1326-1344 1347-1391 1393-1407 1409-1413
1415-1420 1422-1433 1435-1437 1439-1452 1454-1455 1457-1458 1460-1478 1480-1482
1484-1486 1488-1497 1499-1500 1502-1519 1521-1534 1536-1542 1544-1548 1550-1566
1568-1569 1571-1581 1583-1632 1634-1640 1642-1645 1647-1658 1660-1661 1663-1682 1684
1686-1692 1694-1699 1701-1708 1710-1713 1715-1737 1739-1745 1747-1751 1753-1765
1767-1773 1775-1788 1790-1795 1797-1799 1801-1809 1811 1814 1816-1818 1821-1823
1825-1827 1829-1832 1834-1838 1840-1869 1871-1874 1876-1896 1898-1922 1924-1958
1960-1975 1977-1981 1983-1989 1991-2001 2003-2012 2014-2024 2027 2029-2038 2040-2046
2048-2081 2083-2086 2088-2091 2093-2094 2096-2368 2370-2372 2374-2463 2465-2473
2475-2702
For the go-around, the appropriate flight reference is the attitude, because
go-around is a dynamic maneuver. Therefore, when performing a go-around,
regardless of the previously-selected flight reference, upon selection of TOGA,
the FD bars are automatically restored in SRS/GA TRK modes, and the "bird" is
automatically removed.
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GENERAL
ALL
The primary function of the FMS is navigation i.e. to compute the aircraft’s
position as accurately as possible. The validity of all the others functions
depends upon the accuracy of the FMS position.
The accuracy of the FMS navigation determines the flight crew’s strategy for
using the AP/FD modes, in addition to the ND display.
AIRCRAFT POSITION COMPUTATION
ALL
WITHOUT GPS PRIMARY
PRINCIPLE
The FMS position is computed from the three IRS positions, that are combined
to provide a MIX IRS position. The radio position is also combined, if two
DMEs, a VOR/DME or a GPS supplemental are available. The GPS
supplemental is considered to be an additional form of NAVAID, and can be
accepted, if it falls within the radio position or the MIX IRS position.
INITIALISATION
See FCTM 02.010
TAKE-OFF
Each FMGC uses the MIX IRS position as its position, until the thrust levers are
pushed forward to TOGA. The FMS position is then updated to the runway
threshold coordinates. The difference between the MIX IRS position and the FMS
position is referred to as the TO BIAS. The TO BIAS is added to the MIX IRS
position, for the subsequent FMS position.
FMS POSITION UPDATING AT TAKE OFF
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IRS1
MIX IRS
TO BIAS
IRS3
IRS2
RWY
NOF 04030 04303 0001
IN FLIGHT
The original TO BIAS is continuously updated with the current radio aid.
UPDATING BIAS PRINCIPLE
radio position
Updated FMS
position
MIX IRS
position
Updated BIAS
FMS position
tends to radio
position
TO BIAS
FMS position
NOF 04030 04304 0001
If the radio position is lost, the system uses the updated BIAS to determine the
FMS position from the MIX IRS position.
NAVIGATION ACCURACY
The FMS computes the Estimated Position Error (EPE). The EPE is an estimate.
To compute the EPE, the FMS considers the immediately available navigation
means in the FMS position computation and applies defined tolerances for each
of them. These tolerances assume that the navigation means are working
properly. They ignore any possible excessive IRS drift or erroneous locations of
navaids. The MCDU PROG page displays the HIGH/LOW indications, according
to the EPE. These indications reflect the probable accuracy of the FMS
navigation compared to the determined accuracy criteria.
WITH GPS PRIMARY
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PRINCIPLE
The GPS interfaces directly with the IRS that outputs a GPIRS position. When a
GPIRS position is available, it overrides the RADIO position, if available.
Therefore, the FMS position tends toward the GPIRS position.
INITIALISATION
See FCTM 02.010
TAKE-OFF
The FM position is automatically updated at the runway threshold. With FMS2,
this automatic position update is inhibited.
IN FLIGHT
The FM position tends to the GPIRS position as long as the GPS satellites are
available.
NAVIGATION ACCURACY
The GPS position is characterized by two parameters:
.
integrity
.
accuracy
The integrity is a direct function of the number of satellites in view of the aircraft.
If five or more satellites are in view, several combinations of the satellite signal
may be used to process "several positions" and to carry out reasonableness
tests on the satellite signals themselves.
Accuracy functions in direct connection with the satellite constellation in view of
the aircraft. If the satellites are low on horizon, or not in appropriate positions,
accuracy will be poor. It is provided as a "figure of merit".
If the GPS position fulfils both the integrity and the accuracy criteria, GPS
PRIMARY is displayed on the MCDU PROG page and the GPS position is the
best raw data position available.
SUMMARY
Flight phase
FM POSITION
WITHOUT GPS
PRIMARY
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On groundbefore Takeoff
Takeoff
In
flight
With RADIO
WithoutRADIO
MIX IRS
GP IRS
Updated at runway threshold (shift) (*)
Tends to RADIO
MIX IRS + BIAS
GP IRS
GP IRS
(*) The FMS position update at take-off is inhibited with FMS2 when GPS
PRIMARY is active.
USE OF FMS
ALL
The navigation accuracy is managed through several MCDU pages:
PROG PAGE
This page indicates GPS PRIMARY.
The PROG displays the estimated navigation accuracy in green. This provides
the EPE, if GPS PRIMARY LOST, or is computed by the GPS, if GPS PRIMARY
is displayed
The PROG page displays the required navigation accuracy in blue (this can be
changed). The required navigation accuracy thresholds are determined,
depending on the flight phase, or can be manually entered. These thresholds are
used to change from HIGH to LOW accuracy, or vice versa. These indications
are used when flying within RNP airspace.
SELECTED NAVAIDS PAGE
The SELECTED NAVAID page is accessible from DATA/POSITION MONITOR/
FREEZE/SEL NAVAIDS. It has a DESELECT prompt, that enables the flight crew
to prevent the FMS from using the GPS data to compute the position, in the
case of a major problem. GPS PRIMARY lost is then displayed on MCDU and
ND. The GPS can be reselected using the same page.
PREDICTIVE GPS PAGE (IRS HONEYWELL ONLY)
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The PREDICTIVE GPS page is accessible from PROG page. The GPS
PRIMARY criteria depend upon the satellite constellation status (position and
number) and this is predictable. The crew can assess the GPS PRIMARY status
at destination or alternate.
ND/MCDU
A GPS PRIMARY message is displayed when GPS PRIMARY is again available.
This message is clearable.
A GPS PRIMARY LOST message is displayed when GPS PRIMARY is lost. This
message is clearable on MCDU but not on ND.
When the class of navigation accuracy is downgraded from HIGH to LOW
(LOW to HIGH), a NAV ACCUR DOWNGRADE (UPGRADE) is displayed on ND
and MCDU.
AIRCRAFT POSITION AWARENESS AND OPERATIONAL CONSEQUENCES
ALL
NAVIGATION ACCURACY INDICATIONS
The navigation accuracy indications are available on the MCDU PROG page.
The following guidelines apply:
. If GPS PRIMARY is displayed, no navigation cross-check is required
. If GPS PRIMARY LOST, navigation cross-check is required in climb, in cruise,
about every 45 mn, before Top Of Descent, reaching TMA and IAF and
whenever a navigation doubt occurs.
. The crew will use, IRS only, LOW and NAV ACCY DNGRADED messages as
indications to trigger a navigation accuracy check.
NAVIGATION ACCURACY CROSSCHECK TECHNIQUE
The principle consists in comparing the FMS position with the RADIO position
(aircraft real position).
NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 1
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FMS BRG
DIST
RAW BRG
DIST
e
FMS
POS
AIRCRAFT REAL
POS
NOF 04030 04305 0001
Two different techniques may be used:
. Either the crew will insert a radio ident in MCDU PROG page (which provides
a bearing/distance relative to FMS position) and will compare with raw data
received from the navaid which materializes the aircraft real position. This
allows the error Epsilon to be quantified.
. On the ND, the flight crew compares: The position of the needle and its
associated DME distance (the real position of the aircraft) with the position of
the navaid symbol and its associated distance, indicated by the range markers
(these markers provide a bearing/distance, in relation to the FMS position).
NAVIGATION ACCURACY CROSS CHECK TECHNIQUE 2
ABC
80
ABC
78 nm
80
NOF 04030 04306 0001
OPERATIONAL CONSEQUENCES
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The result of the navigation accuracy crosscheck dictates the strategy the pilot
will apply for the use of the ND display, the AP/FD modes, and EGPWS.
-
GPS
PRIMARY
ND
PF
PNF
Arc or Rose NAV with
raw data when
required
GPS Cruise
Navigation
Arc or Rose NAV with
PRIaccuracy check
raw data when
MARY
positive(≤ 3 nm)
required
LOSTOr
No
Navigation
ARC or ROSE NAV
GPS
accuracy check
may be used with
negative(>3 nm)
care and with raw
data
ApNavigation
Arc or Rose NAV with
proach accuracy check
raw data
positive(≤ 1 nm)
Navigation
accuracy check
negative(>1 nm)
ROSE VOR or ILS as
required
AP/FD mode
EGPWS
Lateral and
vertical
managed
modes
Lateral and
vertical
managed
modes
Lateral and
vertical
managed
modes with
care with raw
data
Lateral and
vertical
managed
modes
Lateral and
vertical
selected
modes
ON
ON
OFF
ON
OFF
(1) A GPS defined Non Precision Approach must be interrupted if GPS
PRIMARY LOST message is displayed.
POSITION UPDATE
In case of an obvious and major map shift noticed by specific messages such as
"CHECK A/C POSITION, FM1/FM2 POS MISMATCH", the aircraft position may
be updated on the MCDU PROG page. Two techniques are available:
The recommended technique is to carry out a FMS update over a beacon by
pressing the UPDATE prompt once estimating that the aircraft overflies the
beacon using the associated needle. The potential error induced is approximately
4 to 5 NM. When the position update is achieved, the EPE is automatically set
to a higher value and the navigation accuracy is low.
The second technique consists in updating the FM position when flying over a
Point/Bearing/Distance (P/B/D) with reference to beacon raw data (Needle +
Distance) rather than the beacon itself. The potential for error is far less when
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the distance is greater than 60 nm. The flight crew will keep in mind the
potential 180 degree error on bearing.
FM POSITION UPDATE IN FLIGHT
TOU
BEARING 210
60NM
TOU/210/60
NOF 04030 04307 0001
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ZFW - ZFCG ENTRY ERRORS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
GENERAL
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
The aircraft Gross Weight (GW) and Centre of Gravity (CG) are computed
independently by the FM and FAC:
GW and CG values FM computed are used for:
. FM predictions and speeds
. ECAM (GW)
. MCDU (GW and CG)
GW and CG values FAC computed are used for:
. Flight control laws
. Computation of characteristic speeds (VLS, F, S, GD) for display on PFD
A ZFW or ZFWCG entry error in MCDU INIT B page induces calculation errors
that are to be highlighted.
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
The aircraft Gross Weight (GW) and Centre of Gravity (CG) are computed
independently by the FM and FAC:
GW and CG values FM computed are used for:
. FM predictions and speeds
. ECAM (GW)
. MCDU (GW and CG)
. Computation of characteristic speeds (VLS, F, S, GD) for display on PFD
GW and CG values FAC computed are used for:
. Flight control laws
A ZFW or ZFWCG entry error in MCDU INIT B page induces calculation errors
that are to be highlighted.
TECHNICAL BACKGROUND
ENV A318/A319/A320/A321 FLEET FCTM
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FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.040
ZFW - ZFCG ENTRY ERRORS
JUL 28/05
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
The GW and CG computation is as follows:
1. The pilot enters the ZFW and ZFWCG in the MCDU INIT B page
2. The FMGC computes the GW and CG from:
. The ZFW, ZFWCG inserted in the MCDU INIT B page
. The fuel quantities from the Fuel Quantity Indicator (FQI)
. The Fuel Flow from the FADEC.
3. This current GW and/or CG is used for:
. FM predictions and speeds
. ECAM (GW only)
. MCDU (GW and CG)
4. The FAC computes its own GW and CG from aerodynamic data.
5. GW and CG FAC computed are used for:
. Minor adjustments on the flight control laws
. Characteristic speeds (VLS, F, S, Green dot) display on PFD.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 8
SUPPLEMENTARY INFORMATION
04.040
ZFW - ZFCG ENTRY ERRORS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
FQI
FADEC
2
ZFW
ZFWCG
D/R
PROG
PERF
F−PLN
RAD
NAV
FUEL
PRED
AIR
PORT
A
F
1
INIT
DATA
SEC
F−PLN
B
G
MCDC
MENU
C
H
I
N
J
2
3
K
L
4
5
6
P
Q
R
8
9
U
V
W
X
Y
.
0
/
Z
/
SP
OVHT
CLR
S
Predictions
Speeds
FM
E
7
1
M
D
O
T
MCDU
GW and CG
display
3
CG
GW
ECAM
PFD
Aero
data
FAC
4
FG
ELAC
GW display
Characteristic
speeds on PFD
Flight control laws
5
Flight control laws
NOF 04040 04308 0001
Note:
1. On ground, FAC uses the GW FM computed.
2. In flight, at low altitude (below 15000 ft), low speed (below 250 kt) and
flight parameters stabilized, GW FAC computed comes from
aerodynamic data. If these conditions are not met, GW FAC computed
equates to the last memorized GW - fuel used.
3. If the GW FM computed and FAC computed differs from a given
threshold, a "CHECK GW" message appears on the MCDU scratchpad.
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 8
FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.040
ZFW - ZFCG ENTRY ERRORS
JUL 28/05
The GW and CG computation is as follows:
1. The pilot enters the ZFW and ZFWCG in the MCDU INIT B page
2. The FMGC computes the GW and CG from:
. The ZFW, ZFWCG inserted in the MCDU INIT B page
. The fuel quantities from the Fuel Quantity Indicator (FQI)
. The Fuel Flow from the FADEC.
3. This current GW and/or CG is used:
. For FM predictions and speeds
. For ECAM display (GW only)
. For MCDU (GW and CG)
. By FAC for characteristic speed computation for PFD
4. The FAC computes its own GW and CG from aerodynamic data.
5. GW and CG FAC computed are used for:
. Minor adjustments on the flight control laws
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 8
SUPPLEMENTARY INFORMATION
04.040
ZFW - ZFCG ENTRY ERRORS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
FQI
FADEC
2
ZFW
ZFWCG
D/R
PROG
PERF
F−PLN
RAD
NAV
FUEL
PRED
AIR
PORT
A
F
1
INIT
G
MCDC
MENU
C
H
I
N
E
J
2
3
K
L
4
5
6
P
Q
R
7
8
9
U
V
W
X
Y
.
0
/
Z
/
SP
OVHT
CLR
1
M
D
S
Predictions
Speeds
FM
DATA
SEC
F−PLN
B
O
T
GW
CG
MCDU
GW and CG
display
3
3
ECAM
GW and CG
FM computed
Aero
data
PFD
GW display
Characteristic
speeds on PFD
FAC
4
FG
ELAC
Flight control laws
5
Flight control laws
NOF 04040 04309 0001
Note:
1. On ground, FAC takes the GW FM computed
2. In flight, at low altitude (below 15000 ft), low speed (below 250 kt) and
flight parameters stabilized, GW FAC computed comes from
aerodynamic data. If these conditions are not met, GW FAC computed
equates to the last memorized GW - fuel used.
3. If the GW FM computed and FAC computed differs from a given
threshold, a "CHECK GW" message appears on the MCDU scratchpad.
ZFW ENTRY ERROR AND OPERATIONAL CONSEQUENCES
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 8
FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.040
ZFW - ZFCG ENTRY ERRORS
JUL 28/05
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
If the pilot enters erroneous ZFW on MCDU INIT B page, this will affect as
follows:
GW and, to a lesser degree, CG, computed by FM are erroneous. This induces
the following consequences:
. The FM predictions and speeds are erroneous
. Incorrect GW and CG on MCDU FUEL PRED page
. Incorrect GW displayed on ECAM
FAC GW, which is based on FM GW on ground, will be updated only once
airborne through a specific slow calculation using AOA information. Consequently,
. Characteristic speeds on PFD at take-off are erroneous, but they are correct
in flight
. SRS mode guidance is affected if computed VLS is above V2 as inserted in
the MCDU PERF TAKE-OFF page.
Note:
1. In flight, if the FM and FAC GW differ from more than several tons, a
"CHECK GROSS WEIGHT" message is triggered on the MCDU.
2. Valpha prot, Valpha max, Vsw are not affected since based on
aerodynamic data.
ERRONEOUS FUEL ON BOARD ENTRY
As long as the engines are not started, the FM GW is erroneous and
above-mentioned consequences apply. Once the engines are started, the fuel
figures are updated and downstream data update accordingly.
It should be noted however, that the FOB on ECAM is correct since it is
provided from FQI data.
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
If the pilot enters erroneous ZFW on MCDU INIT B page, this will affect as
follows:
GW and, to a lesser degree, CG, computed by FM are erroneous. This induces
the following consequences:
ENV A318/A319/A320/A321 FLEET FCTM
Page 6 of 8
FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.040
ZFW - ZFCG ENTRY ERRORS
JUL 28/05
. The FM predictions and speeds are erroneous
. Incorrect GW and CG on MCDU FUEL PRED page
. Incorrect GW displayed on ECAM
. Characteristic speeds on PFD are erroneous
. SRS mode guidance is affected if computed VLS is above V2 as inserted in
the MCDU PERF TAKE-OFF page.
GW FAC computed, which is based on GW FM computed on ground, will be
updated only once airborne through a specific slow calculation using AOA
information.
Note:
1. In flight, if the FM and FAC GW differ from more than several tons, a
"CHECK GROSS WEIGHT" message is triggered on the MCDU.
2. Valpha prot, Vaalpha max, Vsw are not affected since based on
aerodynamic data.
ERRONEOUS FUEL ON BOARD ENTRY
As long as the engines are not started, the FM GW is erroneous and
above-mentioned consequences apply. Once the engines are started, the fuel
figures are updated and downstream data update accordingly.
It should be noted however, that the FOB on ECAM is correct since it is
provided from FQI data.
OPERATIONAL RECOMMENDATIONS
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
ZFW entries should be cross-checked by both crew members to avoid entry error.
If the "CHECK GW" amber warning is displayed on the MCDU, a significant
discrepancy exists between the FM computed GW and the FAC computed GW.
The crew will compare the Load and Trim Sheet (LTS) figures with the FM GW
and fuel used:
. If an obvious entry error is detected, FM GW will be updated on the MCDU
FUEL PRED page.
ENV A318/A319/A320/A321 FLEET FCTM
Page 7 of 8
FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.040
ZFW - ZFCG ENTRY ERRORS
JUL 28/05
. If FM and LTS GW are in accordance and appear to be correct, the FAC
computed GW should be suspected. (AOA sensor problem). Consequently,
characteristic speeds on PFD are erroneous and should be disregarded.
Characteristic speeds should be extracted from QRH.
. If FM and LTS GW are in accordance but LTS GW is suspected, FAC and
QRH characteristic speeds should be compared (to validate FAC outputs) and
the most appropriate applied.
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
ZFW entries should be cross-checked by both crew members to avoid entry error.
If the "CHECK GW" amber warning is displayed on the MCDU, a discrepancy
exists between the FM computed GW and the FAC computed GW.
The crew will compare the Load and Trim Sheet (LTS) figures with the FM GW
and fuel used:
. If an obvious entry error is detected, FM GW will be updated on the MCDU
FUEL PRED page.
. If FM and LTS GW are in accordance and appear to be correct, the FAC
computed GW should be suspected. (AOA sensor problem).
. If FM and LTS GW are in accordance but LTS GW is suspected, characteristic
speeds should be extracted from QRH.
ENV A318/A319/A320/A321 FLEET FCTM
Page 8 of 8
FLIGHT CREW TRAINING MANUAL
SUPPLEMENTARY INFORMATION
04.050
CENTRE OF GRAVITY
JUL 28/05
NOT APPLICABLE
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 1
SUPPLEMENTARY INFORMATION
04.060
TCAS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
TECHNICAL BACKGROUND
ALL
GENERAL
A Traffic Alert and Collision Avoidance System (TCAS) provides the flight crew
with traffic information and warnings of potential conflicts with vertical avoidance
instructions. The TCAS can only detect and indicate other traffic, that is equipped
with a transponder.
The ND displays the traffic information, together with:
. The bearing and range to the intruder
. The intruder closure rate
. The relative altitude difference.
If the TCAS considers the intruder to be a potential collision threat, it generates
a visual and aural Traffic Advisory (TA). If it considers the intruder to be real
collision threat, it generates a visual and aural Resolution Advisory (RA).
INTRUDER CLASSIFICATION
Intruder
Display
No threat
traffic or
others
Type of
collision
threat
No threat
Aural warning
Crew action
-
-
Consider as
No threat
-
-
Potential
threat
"TRAFFIC"
Establish visual
contactNo evasive
maneuver
-17(w)
Proximate
-10(w)
Traffic
Advisory
(TA)
-09(a)
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 3
SUPPLEMENTARY INFORMATION
04.060
TCAS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
Resolution
Advisory
(RA)
Collision
threat
-06(r)
Preventive,
Do not alter your flight
e.g."MONITORV/S" path and keep VS out
of red sector
Corrective,
e.g."CLIMB"
Corrective,
e.g."CLIMB
NOW" or
"INCREASE
CLIMB"
Smoothly and firmly
(0.25g) follow VSI green
sector within 5s.
Smoothly and firmly
(0.35g) follow VSI green
sector within 2.5s
OPERATIONAL RECOMMENDATIONS
ALL
GENERAL
The flight crew must select
. ABV in climb (+ 9 900 feet/ - 2 700 feet)
. ALL in cruise (+ 2 700 feet/ - 2 700 feet)
. BELOW, if the cruise altitude is within 2 000 feet of FL 410, or in descent (+
2 700feet/ - 9 900 feet)
. THRT in heavy traffic terminal area
. TA, in the case of:
-- Engine failure
-- Flight with landing gear down
-- Known nearby traffic, that is in visual contact
-- Operations at specific airports, and during specific procedures that an
operator identifies as having a significant potential for not wanted and not
appropriate RAs, e.g. closely spaced parallel runways, converging runways.
If a TA is generated:
. It is a good practice for the PF to announce to the PNF: "I have controls, you
watch outside".
. The PF flies and announces the bearing and distance displayed on his ND.
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 3
SUPPLEMENTARY INFORMATION
04.060
TCAS
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. The PNF looks outside to get visual contact.
. No evasive maneuver should be initiated, only on the basis of a TA.
If a RA is generated:
. The flight crew must always follow the TCAS RA orders in the correct
direction, even:
-- If they contradict the ATC instructions
-- At the maximum ceiling altitude with CLIMB, CLIMB or INCREASE CLIMB,
INCREASE CLIMB TCAS RA orders
-- If it results in crossing the altitude of the intruder.
. The PF disconnects the AP, and smoothly and firmly follows the Vertical
Speed Indicator (VSI) green sector within 5 seconds, and requests that both
FDs be disconnected.
. The PNF disconnects both FDs, but will not try to see intruders.
. The PF will avoid excessive maneuvers, and keep the Vertical Speed outside
the red area of the VSI and within the green area. If necessary, the PF must
use the full speed range between Valpha max and Vmax.
. The PNF must notify ATC.
. The flight crew should never maneuver in the opposite direction of the RA,
because TCAS maneuvers are coordinated.
. In final approach, i.e. "CLIMB", "CLIMB NOW", "INCREASE CLIMB", the flight
crew will initiate a go-around.
When clear of conflict:
. The flight crew must resume normal navigation, in accordance with ATC
clearance, and using the AP, as required.
FAA OPERATIONAL RECOMMENDATIONS
The pilots should follow RAs unless they believe it is unsafe to do so or they have
definitive visual acquisition of the intruding aircraft. If a pilot makes the decision
not to follow a RA, he should be aware that the intruder may be TCAS equipped
and may be manoeuvring toward his aircraft in response to a coordinated RA.
Pilots should comply with the vertical speed limitations prescribed in the Airmans
information manual during the last 2000 ft of climb or descent. In particular, pilots
should limit vertical speeds to 1500 ft/mn during the last 2000 ft of a climb or
descent, especially when they are aware of traffic that is converging in altitude
and intending to level off 1000 ft above or below the pilots assigned altitude.
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 3
SUPPLEMENTARY INFORMATION
04.070
USE OF RADAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
ALL
TECHNICAL BACKGROUND
GENERAL
The weather radar has two main functions:
. Weather detection
. Mapping.
Weather detection is the primary function. For weather detection, the radar
detects precipitation droplets. The strength of the echo is in proportion to the
droplet size, composition and quantity (e.g. the reflection of water particles is five
times greater than ice particles of the same size). Therefore, the weather radar
does not detect weather that has small droplets (e.g. clouds or fog), or that does
not have droplets (e.g. clear air turbulence).
Mapping is the secondary function. For mapping, the echo takes into account the
difference between incoming and outgoing signals. Any significant difference in
the signal is easily mapped (e.g. mountains or cities), but a small difference in
the signal is not mapped (e.g. calm sea or even ground).
FUNCTIONS
The flight crew uses the following controls to operate the radar:
TILT
"Tilt" is the angle between the antenna radar and the horizon, irrespective of the
aircraft’s pitch and bank angles. The antenna stabilizes by using IRS data.
A/C pitch
Tilt
NOF 04070 04317 0001
ENV A318/A319/A320/A321 FLEET FCTM
Page 1 of 6
SUPPLEMENTARY INFORMATION
04.070
USE OF RADAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
To help avoid weather, it is important to effectively manage the tilt, taking into
account the flight phase and the ND range,
Usually, it is the appropriate tilt value that provides ground returns on the top of
the ND.
In case of overscanning, a cell may not be detected or may be underestimated,
when the radar beam scans the upper part of the cell. This occurs because, at
high altitude, this cell may have ice particles, and therefore the reflection of
these particles is weak.
If AUTO TILT or MULTISCAN function is installed, selecting AUTO ensures a
proper tilt management along the flight.
GAIN
Gain control is mostly used in AUTO/CAL mode. The detection or evaluation of
cells will always start in AUTO/CAL gain mode.
However, the gain may be manually tuned to detect the strongest part of a cell
displayed in red on the ND. If the gain is slowly reduced, the red areas (level 3
return) will slowly become yellow areas (level 2 return), and the yellow areas will
become green areas (level 1). The last part of the cell to turn yellow is the
strongest area.
The gain must then be reset to AUTO/CAL mode.
MODE
The operation modes are WX, WX+T, TURB, MAP.
WX+T or TURB modes are used to locate the wet turbulence area. TURB mode
detects wet turbulence within 40 nm, and is not affected by the gain. TURB
mode should be used to isolate turbulence from precipitation.
GCS (IF INSTALLED)
The Ground Clutter Suppression (GCS) operates in WX mode, and inhibits the
ground echoes on the ND.
It is sometimes difficult to differentiate between weather and ground returns.
change in tilt rapidly changes the shape and color of ground returns and
eventually makes them disappear. This is not the case for weather.
A
RCT (IF INSTALLED)
ENV A318/A319/A320/A321 FLEET FCTM
Page 2 of 6
SUPPLEMENTARY INFORMATION
04.070
USE OF RADAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
The React (RCT) function is used temporarily to help detect weather or buildups
beyond of the weather already detected.
PWS (REFER TO THE FCTM 04.010 ON ADVERSE WEATHER).
OPERATIONAL RECOMMENDATIONS FOR WEATHER DETECTION
MSN 0002-1659 1661-1938 1940-1990 1992-2016 2018-2034 2036-2050 2052-2058 2060-2070
2072-2080 2082-2099 2101-2108 2110-2217 2219-2275 2277-2316 2318-2327 2329-2332
2334-2343 2345-2349 2351-2357 2359-2366 2368-2376 2378-2393 2395-2522 2524-2543
2545-2551 2553-2574 2576-2581 2583-2600 2603-2702
ENV A318/A319/A320/A321 FLEET FCTM
Page 3 of 6
SUPPLEMENTARY INFORMATION
04.070
USE OF RADAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
FLIGHT
PHASE
DETECTION AND MONITORING PROCEDURES
COMMENTS
TAXI
clear on parking area, set ND to lowest range,
TILT DOWN then UP;
Chek appearance/disappearance of ground
returns.
TAKEOFF
Scanning
If weather is suspected, SLOWLY SCAN up to + along
15°, then TILT + 4°.
departure
path.
CLIMB
TILT angle
To avoid OVERSCANNING, TILT DOWNWARD as
function of
the A/C climbs, and maintain GND RETURNS ON
altitude and ND
TOP OF ND.
RANGE.
Use TILT slightly NEGATIVE to maintain ground
returns on top of ND:
CRUISE
Range 320
Range 160
Range 80
Range 40
TILT= 1 DN
TILT = 1,5 DN
TILT= 3,5 DN
TILT= 6 DN
In higher altitudes,
closing weather:
− Decrease ND
− TILT down
Use TURB to ISOLATE Turbulence − GAIN to
AUTO.
DESCENT
During DES, TILT UPWARD approximately + 1° /
10000 ft in higher altitudes, then + 1°/5000 ft
below 15000 ft.
APPROACH
TILT + 4°.
Radar check
(away from
people).
No ground
returns beyond
line of view.
Dnm = 1,23 ALT
ft
FL 370 D 240nm
Poor ground
returns over calm
sea / even
ground.
To avoid ground
returns.
NOF 04070 04318 0001
Note: It is difficult to differentiate between weather returns and ground returns: A
change in TILT causes the shape and color of ground returns to change
rapidly. These ground returns eventually disappear. This is not the case
for weather returns.
ENV A318/A319/A320/A321 FLEET FCTM
Page 4 of 6
SUPPLEMENTARY INFORMATION
04.070
USE OF RADAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
MSN 1660 1939 1991 2017 2035 2051 2059 2071 2081 2100 2109 2218 2276 2317 2328
2333 2344 2350 2358 2367 2377 2394 2523 2544 2552 2575 2582 2601
21mm
21mm
DETECTION AND MONITORING
PROCEDURES
COMMENTS
FLIGHT
PHASE
Clear on parking area, set ND to lowest range, Radar check
21mm
TILT DOWN then UP;
(away from
Check appearance/disappearance of ground
people)
TAXI
returns.
Reselect AUTO after scanning.
If weather is suspected, SLOWLY SCAN up to
21mm
+ 15˚, then reselect AUTO.
TAKE
OFF
Use TURB to ISOLATE Turbulence GAIN to
21mm
AUTO
IN
FLIGHT
21mm
Scanning
along
departure
path
Poor ground
return over
calm sea /
even ground
Note: Weather and ground returns are difficult to differentiate: a change in TILT
rapidly changes the shape and color of ground returns and eventually
cause them to disappear which is not the case for weather.
OTHER OPERATIONAL RECOMMENDATIONS
ALL
WEATHER AVOIDANCE
. When weather is suspected, scan for it by varying the radar tilt. If AUTOTILT
or MULTISCAN function is available, reselect AUTO after scanning.
. Do not underestimate a thunderstorm, even if echo is weak (only wet parts
are detected)
ENV A318/A319/A320/A321 FLEET FCTM
Page 5 of 6
SUPPLEMENTARY INFORMATION
04.070
USE OF RADAR
JUL 28/05
FLIGHT CREW TRAINING MANUAL
. Avoid all red + magenta cells by at least 20 nm
. Deviate upwind instead of downwind (less probability of turbulence or hail)
. Do not attempt to fly below a storm even visual (turbulence, shear, altimetry)
. Use TURB detection to isolate turbulence from precipitation
. There may be severe turbulence, up to 5 000 ft above a cell
. Storms with tops above 35 000 ft are hazardous
. Frequent and vivid lightning indicates a high probability of severe turbulence.
WEATHER PENETRATION
In the case of storm penetration, the flight crew must take full advantage of the
radar. For flight crew guidelines, in the case of turbulence, refer to the FCTM
section on ADVERSE WEATHER.
MAPPING
TILT and GAIN have to be adjusted harmoniously, because the ground returns
vary greatly with the angle of the radar beam which illuminates them.
. Use MAP to detect PROMINENT TERRAIN (mountain, city, and coastline)
. Adjust TILT and GAIN - Mapping coverage varies with tilt and aircraft altitude.
TILT ANGLE
3˚ DN
5˚ DN
7˚ DN
10˚ DN
AREA SCANNED AT FL 330
72 nm to 190 nm
47 nm to 190 nm
36 nm to 70 nm
26 nm to 41 nm
However, flight crew should NOT USE the weather radar as a terrain
avoidance system.
ENV A318/A319/A320/A321 FLEET FCTM
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