A320 air berlin

A320 Line Training Summary, Air BerlinRevision 4.1 by CMD Urs Oetiker, TRE, Station Zürich A320 LINE TRAINING SUMMARY Page 2 of 171 IMPORTANT The information in this document will provide you with a collection of basic organized material gathered from official Air Berlin sources regarding the operation of the A320. This A320 Line Training Summary is a document which you may use in your training as a work of reference. It is not intended for operational use, meaning that it shall not be used in-lieu of original operational documentation during commercial operation. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Page 3 of 171 0 Introduction The trend of modern aviation dictates that we are operating in an enviormnent that is increasing in both technical complexity and is governed and monitored closely in legal and procedural frameworks. So, as well as good stick and rudder-skills, we must also become proficient in the technical management of the aircraft and adhere rules and regulations stipulated by the company and the authorities. If we can combine these factors and provide a safe, economical and comfortable experience for the crew and passgeners – then we have attained our goal. The technical and operational information needed to operate in this environment is contained in several documents with which the pilot must be familiar. It is not necessary, nor is it advisable, to know these books “by heart”. However, the crew must know the structure of the documentation and be able to consult, understand and apply the relevant text/schematics in a timely manner. The purpose of this summary is to give the trainee an overview of the most fundamental topics that are needed to operate the Airbus A320 family. It provides condensed information as found in the Air Berlin documentation and also describes accepted methods for operating in daily work within the company. This summary provides references to the following documentation: OM(A) – The Operations Manual Part A is a document which stipulates accepted practices by which Air Berlin must adhere. It covers many areas; from the description of the organizational structure of the company all the way to weather conditions required for an approach. It covers mainly issues of operational rather than technical nature. The main Chapter of interest for the flight crew member is OM(A) Chapter 8. FCOM 3.3 (a subchapter of FCOM 3, see below) has been specially modified by Air Berlin to suit its „dark and silent“ flight-deck philosophy. It is the only part of the FCOMs that is modified by Air Berlin. FCOM – The Flight Crew Operations Manual is provided by the aircraft manufacturer. It provides technical guidelines and information that relate to the operation of the aircraft. The FCOM is separated into 4 parts. The FCOMs are delivered by Airbus and do not contain company company-specific information (except FCOM 3.3, see above). • • • • FCOM 1 – System Description FCOM 2 – Flight Preparation FCOM 3 – Flight Operations FCOM 4 – FMGS Pilot´s Guide FCTM – The Flight Crew Training Manual is a document published by Airbus and is advisory in nature. It provides only basic information regarding practical operation of the aircraft. A320 Instuctor Support – This document provides Instructors with additional background information on the A320 operation, in procedural and technical terms. There is a strict hierarchy with which the documentation is to be used within Air Berlin. Any information in the OM(A) overrides FCOM 3.3, followed by the FCOM and finally the FCTM and A320 Instructor Support. Use this summary during your training to prepare for your next flights. By doing so, you provide yourself and the instructor more time to dedicate to areas which may need more focus. The initial training will provide you with the ability to operate the aircraft safely and economically. Remember that safety has highest priority – therfore: Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 08 .ggaweb.ch/uoetiker/ All that remains to be said is: good luck! Instr.ch Mobile: +41 78 707 5661 For the latest update of the summary check following webpage: http://home. The A320 Line Training Summary is revised at irregular intervals depending on the number and significance of changes within the official documentation. If the reader finds any deviations from official policy or finds outdated/incorrect information.GuideA320 Revision: 4 Effective Date: 25. please contact: Name: Urs Oetiker Function: TRE.A320 LINE TRAINING SUMMARY Page 4 of 171 • • • • Attain in-depth knowledge of the procedures Attain a good understanding regarding the technical apects of the aircraft Strictly adhere to Standard Operating Procedures Plan and fly in a conservative manner If you have any questions relevant to training issues do not hesitate to contact your instructor or the Department Training. Station Zürich e-mail: [email protected]. ............................................................ 30 3.................................................GuideA320 .....................................................................4 Departure Briefing .1 4.....2..............1 2....................................................... 13 1................2 Place – Bearing......2 Definitions (weights and centre of gravity) ........ 25 2........... 15 1............... 28 3.........................................................................2.08 Instr.3..................................3 Conversion of Reported Meteorological Visibility to RVR ................5........................................3.................................................................. 28 3...........................................................................................................................................................................................................................................................1 Structure....................................2 1.......1 General .... 19 Pre-flight planning work distribution .. 32 3............................................. 41 6......................................1 Introduction ..................................A320 LINE TRAINING SUMMARY Page 5 of 171 Table of Content 1 General Principles............................... 11 Becoming an expert in Aviation................................... 24 2...........................4.................... Place – Bearing .................. 36 General....................................................... 36 Walk Around....................................................................................2.................2 DOW / DOI A320 for conventional Load sheet........................................................................................................................................................................2 Working with packets .......................1 General ................ manual calculation....................................... 46 Revision: 4 Effective Date: 25........................................................................................................................................................3 Tactical aspects ..........................................................4 Interpretation of given meteorological information.. Bearing...................................................................................... 36 2 3 4 5 5..4 Cross-Cockpit Communication ......... 33 3................ 28 3.................................1 Place....................... 30 3.......................................................1 General ......................................................... 40 6............................... 12 Systematic method of operation.................................................................................................................. 34 Recommendations for optimum use of automation ...................................04.................................5..............................2 Closed Loop...................................................................................................................................................................................................................................... methods................................2................................. 32 3......................2 Alternate Planning................................................................ 18 1..........1 5.... 34 4....7 Standard Weight Values ..................................2................................... 20 2................ 17 1.............................4 LPC load sheet...................................................................1.................... 20 2.................................5 Take off Briefing ................................... 20 2.... 17 1..3............................................................ 26 2.3 General Briefing .................................................................3 Aircraft weights............................................. 11 Procedures and Techniques ............................................................................................................................................................. Navigate................. Distance.............................................5 Fly ..........1.........................................2.. 40 6........................................................................................................... 13 1................................................2 Coding of NavDataBase (NDB) ............1 Fuel index table...............................................................................3... 42 6.................... 45 6............. procedures and responsibility for preparation and acceptance of the weight and balance sheet...................2 Briefings ..................................................................................................2 6 Loading..........................................................5 Profit tankering.................................................. 28 RNAV ........3 Fuel planning ............................................................................................2......... 17 1........................................and conventional waypoints........................................................................2 Self programmed waypoints. 31 3................................5 Conventional load sheet............ 34 4.........................................1 1..... 44 6....................................................................................................1 General............................. 25 2................................................ 44 6....................1 Planning minima for destination aerodromes and alternate aerodromes........6 Last minute changes procedure...................................................................................... 23 2... 22 2....................2 Interfacing with automation ......................................................................................................1 Use of automation .......................... 32 3............................................................................ 40 6.........................4.................... 43 6.................................................................... 19 Legal requirements ..........................................1........................................... Communicate ........1..............2 HILDAW ............................... 34 Exterior Inspection (Walk Around) .....................................................................6 Landing Briefing ........... .................................................................... 65 11........................................ 64 11.............................................................................2.....................................................................................................................................................4 Spotting dry hail ...................1 General .. 61 11................................................................... 58 11..........................5 9.......................................................................7 Procedures...................................................................................................................... 58 11..6 Final check before aircraft dispatch ..............................................................................5 Responsibility...........08 11 Instr................3............5 Take off on contaminated runways ................................................................................................................................ 47 Tripped C/B reengagement in flight ...............2........................................................................................................ 59 11...1 Clean aircraft concept ................2.................................................................................................................................................................................. 48 7.....5 Turbulence above cloud tops.........................4 Recommended procedure ............................................................1 9............ 55 10..........................3 9.3....... 47 Computer reset....5..........................................................................................2 Technical background.........5.................. 61 11................1...................................................1..........GuideA320 .........1 Runway contamination.....................................1......................................................... 61 11.................................................................................................................................. 58 11.............................................................................................3 BSCU reset (in-flight and on ground).......................... 50 Landing technique .............................................................................................................................. 47 7.................................... 56 10.............................2........ 64 11....................................5........................................................................................3 WX+T and TURB modes ....6 Colour gradient................................1 On ground ........... 67 11.....................................................................8 Severe turbulence: .............3 De-icing on ground.......................................................................................... 50 Philosophy of stabilized approach .......... 67 11........................................................................3.................. 67 11... 53 8 9 9.................. 54 10...................................... 48 7.........2 Stabilized approach .............................................................................4 General checks ............3.1 General ................3 ECAM advisories.............3........................................................... 52 Tail strike at landing ............................................... 61 11........................................ 47 7............................................................................................................................................... 52 Bouncing at touch down..................3......................... 54 10...............2 Runway contamination..............................................................................7 Pilot behaviour with significant weather .............. 51 Crosswind landing.......................04................... 57 Winter operation.......................................2 In flight..................2 Exterior inspection ...................................3 Use of the weather radar ...........................2 9...................1 8......................................................................................................................... 55 10.................................................................................. 61 11...................................................... 62 11.................................3 Required landing distance ............................................................................................................ 54 10.......................................................................................................A320 LINE TRAINING SUMMARY Page 6 of 171 7 Resetting of computers and C/B’s .................................3................................... 61 11..............................................................................2 Definitions .............................................................................................................3 Clear ice phenomenon................................. 62 11....1 7.........................................................3................................................. 56 10...... 68 Revision: 4 Effective Date: 25.....................................................................4 Taxiing in icing conditions .....................................................4 9........... 56 10................................................................................................................................. 55 Turbulence versus altitude ........ 67 11...............................................................................................2 Gain.................................................................................2 Engine start in cold weather ......................1 Tilt .............. 54 10.....................................................1 Securing the aircraft for cold soak ............................2............ 54 10............................................................................................................. 60 On ground operation ............................... 66 11..................................2 8...................... 51 Flare ...................................................................6 10 Weather radar .............. 58 11...................................5................... 56 10...............................1 Flight planning.........................................................................................3.................................................................................................................................................... 49 7...............3 Flap setting....................... 53 Engine-out landing ...............................................................2 Performance Optimization .......... 50 Definition ....................... 51 Final approach.........................................................................................3........................................................ ..............................2 Energy management...........................6............... 82 12..................................................................6 Use of autopilot ..........................8 Low temperature effect on altimeter indication .................1 Corrections........................................................................................................5 Loss of braking..................................8..................................................8..................................................... 90 13................ 85 12..............8............................1 Types of failures.............1 Section 00 General ....................... 100 14......................... 100 Revision: 4 Effective Date: 25........1 General ...............................2............................................. 68 11.............. 77 12................................... 74 12............................................. 77 12...................................................................................................................2 Color code.................................................................................2 Engine anti-ice ............2 Example ..... 69 11..1 General ...................3.....................5 Crosswind limits . 90 13....4......................................................GuideA320 ...........3 Section 01 MEL.... CAT3 SINGLE...... 95 13... 96 13.....2...... 70 11........................................... 94 13..1 Crosswind limits for landing on contaminated runways..................................................................................................................................................................................................... 69 11........3........................................................................................................... 98 14...................................................................................................................................1 Scope ................................................................................................................................. 84 12........2 Energy circle displayed on the ND.........................4 Use of QRH.....8. CAT3 DUAL automatic approach and landing................................................................................................................3.............. 70 11.......................5 Task sharing for abnormal and emergency procedures ..... 83 12.......4 Remaining on the 3° descent path................................................... 99 14....................1 General ..............................................2...................5.........3 Wing anti-ice ...08 13 14 Instr........ 78 12................................. 87 Descent planning ............ 92 13........6 Emergency descent ........3........................3............................... 92 13.........3 The economical descent ...............1 Windshear ....8..3 Warning / Caution classification................... 71 12 Handling of abnormal and emergency situations.........................................................1 Handling of maintenance messages displayed on ECAM status page......................................2..2 CAT2.............................................. 98 14..... 99 14...... 72 12................................................ 72 12..................3 TCAS.....1 General ...................2............................ 92 13................................. 99 14......... 99 14............................... 69 11................................................................................................................................................................................................................................................. 74 12................................................6..................8................................................................. 97 Minimum Equipment List (MEL).................3..........4 Conclusion ...............................................7 Landing on contaminated runways ..... 74 12.....................................6 Aircraft contamination in flight..........................................................................8....................................................................4 Required Navigation Performance (RNP) ......................................................... 100 14...2..................................................................................4.............................4........................................................... 98 14...............2 Windshear ahead (PWS) ............................7 Landing distance ...................................... 70 11....2 Section 00E.............. 78 12...................................3 A word about track miles............................................. 91 13...............8............ 95 13.......................................................................................3 Factors affecting the descent path of the aircraft .8........................................................................2...........................6........................................................................................................ 91 13...............................................................................................................................................2 Planning for an economical descent.. 91 13.............................................................3 Reduced Vertical Separation Minimum (RVSM) ................................................................4 EGPWS................. 73 12.......................................................................................................................................................................................3.......................................................................................2 Contents......................................................... 68 11.......04...................................................3 Use of summaries in the QRH ................................5 Strategies for intercepting the 3° descent path from above and below......................8 Memory Items .......3 Structure of the MEL ..................................3..................A320 LINE TRAINING SUMMARY Page 7 of 171 11.................8 Rejected T/O / Emergency Evacuation.....................................................7 Unreliable speed indication........................................................................... 68 11........................................................................ 76 12.................................................. 81 12..8............................................................................................................................1 Objectives ................... 100 14........... 78 12............2 General application of the MEL......7..................................................... 75 12............................ 72 12.. ...................................................1 Decision height concept:................................................................................................................ 103 15...............8 Non Precision Approaches with engine-out....................................................................................................................................................... 101 15............................................................................1 General ......................... 105 15................................................6....1 General ..........................................1...............................6 Position Computation ....................................................1................4 Section 02 Operational Procedure........1..................................................... 101 15.............. 100 14...................................................................7 RNAV approaches with vertical guidance.................................................................................................................................4....................................................... 113 16............................................................................4 Taxiing in icing conditions ............................. 101 15............................................1 General .........................................1 Definitions ..................................2 General procedures ........................2 Procedures............2 180° turn on the runway.............................................................................................................................. 103 15.........................................................................................2........ CAT III Operations..................1.........................2 Brake temperature limitations requiring maintenance action ..... 118 17................1 Decision height .......................................7.... 120 18........ 116 17...............2 Dispatch requirements ...........1 General .........................................................................................................................................7................. 111 RVSM ........3.....1......3 Runway Visual Range......................3 Approach monitoring..................................................................................................................... 120 18.2 Decision height and alert height concept.............................. 113 16............................................1 Coding requirements...........................3 Pre-flight procedures... 101 15................................................................... 100 15 RNAV .......................... 102 15................... 114 16.......................................... 101 15............2.......................................................... 120 18............................................................ 102 15....................4 B-RNAV in European airspace .......1 General ....................................................................2...................................................................3 Brakes hot (ECAM warning) ............................5 P-RNAV for terminal procedures ......................................5 Fail operational automatic landing system ... 120 18..................................................................2 Flight crew Procedures ....................... 111 15...............................................2.................. 117 17......1...A320 LINE TRAINING SUMMARY Page 8 of 171 14........ 104 15.......................................................................... 121 18...........6 Altitude tolerances......................3..1.....08 16 17 18 Instr.................................................... 102 15.......6..................................2 GPS Position...........6.................................................................................. 113 16....5 Requirements for RVSM . 108 15...........4 General recommendations .................................................................................................................................................................4...........4 Presentation of the MEL........................................................................................1 Mix IRS Position............... 116 17..................................6..2 Alert Height ................................................................................. 105 15.................................................................................... 116 17.......................................................................................................................... 103 15................................................................................................................................04..........4 In-flight procedures ............................... 104 15.................................................................................................................. 118 17.................... 115 Taxiing and braking ...........1......................2 Without GPS PRIMARY..............................................................................3..5...................2 Procedures.....1 General ............................................................... 119 CAT II................. 120 18................... 121 Revision: 4 Effective Date: 25.....................................................................................................................1 General .........4 FM Position ...............................................7................................... 107 15............................. 101 15........ 104 15.....................4 Fail passive automatic landing system ......... 114 16...................................3......................6...........3 Radio Position................................................................GuideA320 ................ 120 18..........................................2 Brakes ........................................................... 118 17.. 107 15.............................................................................................................................. 118 17.....................5.......................................... 116 17..... 102 15................................................................................... 106 15..........................................................................................................5 Evaluation of position accuracy .......................................1.................................................................................3 Required Navigation Performance (RNP)................1 Taxiing........................................................3 With GPS PRIMARY.............................. 121 18................................. 118 17..3 Taxiing with one engine ...........................2... 113 16.............................................. 5 Runway Edge Lights ...............4........7..........11 Training and Qualifications ............................. 126 18................ 125 18.................... 126 18.1 Airports requirements ..........................................1 19...........3 Wind altitude trade for constant specific range.................. 143 20....................................................... 136 18..................... 133 18............ 123 18................................................................9 Effect on Landing Minima of temporarily failed or downgraded Equipment ....................................................................3 Summary..............................7.4..................................................... 144 20.............................................11 Taxiway Centerline Lights..............................1 Runway Length ...............................................1......................12 Type and command experience......................1 CAT II ......GuideA320 Revision: 4 Effective Date: 25...................................................................................3 Terminology .......................................................................................... 126 18......7 Landing .............................................................................................4........................ 139 18................. 141 Take Off Minima.......................... 125 18................4 Landing field length requirements..............................................................................................................1 Ground Speed Mini Function ........................................................................................................4....................................................7...................................................................... 139 18...............9 Touchdown Zone Lights ..4 Runway characteristics ...........................2 Actual landing field length requirements (in-flight calculation) ...............................................................................10 Autoland in CAT I or better weather conditions ...........................................4 Speed Computation ............. 143 20.............................. 143 20...........10.. 149 20............................................. 148 20........4.............................1 Speed mode in approach phase............... 123 18..4............................................ 134 18.......................................A320 LINE TRAINING SUMMARY Page 9 of 171 18....................................................................................... 125 18........................................................................................................3 Runway Slope.. 133 18.......... 133 18......................................................................... 135 18................................................1.................................................................................................................. 125 18.........................4..1 Low Visibility Procedure for Cat II/III landing ............12 Stop Bars ............................8 Failures and associated actions..................... 126 18..............2 Alert height concept . 139 18........................................3 Summary Limitations ................................2 Take off performance considerations .......................................................................... 125 18...................................... 143 20....................................10 Taxiway Edge Lights..................................................................................... 125 18...........4.....................3................ 124 18... 141 Ground Facilities Requirement for Take Off ..................................... 131 18..........1...............................................4 Visual Aids-Runway Lights ....................3 Limitations........................................................2 Abnormal Procedures ................ 150 Instr......................................8.......... 145 20.................................................13 Approach Light System........2 19......6 Approach preparation ............... 142 20 Performance .............................................. 144 20..........7 Runway End Lights .................2 Crew procedures ...................................................................................2 Ground speed mini function principle ..................................................................................................................................................... 141 General .........4............................ 125 18..............08 ...........................5 List of required equipment ......8 Runway Centerline Lights ............................................................................... 126 18.................2 Runway Width.................................................................... 147 20...............................6 Threshold Lights ... 138 18................................................2 CAT III ................4...................................................................................2 Commencement and Continuation of Approach (Approach Ban) ......................... 149 20....................1......................1 General ................................................................3......................... 126 18.4......................4.......................................3 visibility Takeoff .1 Dispatch requirements .............................................5 Example ...........................................................3 Visual Segments ...................................................................10.....4...............10..........................4.................8..................4.................................................................................................. 149 20................................................................... 139 18..................................................................... 140 19 Low 19......... 122 18.................2.....4............................................................... 135 18.....................................................04..................................................................................................... 132 18............. 125 18................................................. 139 18....................................1...................................................................................................... ..................9 Weather...................2................................ 152 21.............. 151 21..................1....................................5 After Take Off / Climb .............................................................. 157 21..............................................................................................2 Operational Limitations .................................................................................................7 Use of autopilot ............. 153 21............. 153 21............................................................ 161 21.....................16 Engine............ 163 21........................2.......................................4 Cabin pressure...............1........2 Taxi ................... 158 21............................................................................................................................... 156 21.........3 Opearting temperatures .........................1 General ............. landing and roll out ..................................................................1...................................10 Fuel ..............................................08 ..................................1.............1......................................... 167 22 Instr.............................. 163 21...........................2 Flight instrument tolerances................... 155 21.............11 Leaving Aircraft ............................................................6 Cruise................................. flight controls ....................................... 151 21...............................1..2..............1..................................................................................... 162 21.... 165 21.............9 After Landing..........................11 Hydraulic ............1 Cockpit Preparation .. 151 21.2...... 153 21............2........................................ 160 21.............................................................. 161 21.................................2........................................................1...............................................................04...A320 LINE TRAINING SUMMARY Page 10 of 171 21 Limitations .............1......................... 165 Abreviations.....................................................1...........1...................................2................14 Electrical ....................................................2.... 162 21......1............................ 160 21...............................................................6 Speeds .........13 Oxygen... 155 21.......................................... 158 21.....................................................1.....................................................................................................................................................8 Landing ..................................................................................................................................................................................... 156 21............................................................................................................................................... 164 21................................................................................ 156 21.1........................................................................................12 Break.......5 Structural weight limits ....................2................... gear.......................................................................... 152 21....................15 APU..... 152 21..........................2.........7 Approach...................................GuideA320 Revision: 4 Effective Date: 25...........3 Before Take Off...........................................................2........1.......................................... 164 21....................... 151 21........................................10 Parking.........1 Technical limitations.........................................................1..........4 Take Off .......................................................................................................................................8 Automatic approach................................................. ” “Always remember you fly an aeroplane with your head.04.” Niels Bohr. 1885-1962 “You start with a bag full of luck and an empty bag of experience.” “Try to learn from the mistakes of others.08 . Physicist. in a very narrow field.A320 LINE TRAINING SUMMARY General Principles Page : 11 of 171 1 1.“ ”Good judgment comes from experience.” Instr.GuideA320 Revision: 4 Effective Date: 25. The trick is to fill the bag of experience before you empty the bag of luck. experience usually comes from bad judgment.1 General Principles Becoming an expert in Aviation “An expert is a man who has made all the mistakes. which can be made. You won't live long enough to make all of them yourself. not your hands. Unfortunately. when to reduce the thrust by how much) the landing is taught to trainees as a technique. Instr. Techniques are methods of operation available to the crews that can be used in areas where procedures are not defined. but may only offer techniques as advice. Examples of techniques: • When beginning to taxi. However. Because the exact thrust settings are not defined in the FCOM for taxi (except for maximum N1: 40%) these two ways of taxiing are two different techniques. the procedures do not state how the briefing should be accomplished. Other pilots prefer to set a lower N1 and keep it on for the duration of the taxi. A crew shall not begin a flight unless the conditions are satisfied. Again. The procedures state that a pre-departure and approach briefing shall be conducted by the crews and also dictate what should be covered in the briefing. and then reduce the thrust to idle. These two terms are fundamentally different and must be understood by both instructors and trainees: Procedures are dictated by the company and the manufacturer in the form of documented material: OM(A). some pilots prefer to set a higher thrust setting to get the aircraft moving. Obviously.GuideA320 Revision: 4 Effective Date: 25. Examples of procedure: • • All check-list work is procedure. Procedures contained therein are not modifiable or negotiable by crews.04. destination and alternate airports.08 . • • An instructor must force a trainee to operate according to procedures.2 Procedures and Techniques During the supervision phase. The required weather minima according to OM(A) must be fulfilled for departure. FCOM etc.. A trainee on the other hand. different pilots have different techniques to accomplish this briefing and opt to put different emphasis on different parts of it. must operate according to procedures and can opt to use whichever technique he believes leads to the best outcome based on his personal preference. Because there is no procedure that defines the flare and touch-down (when to pull the side-stick exactly how much.A320 LINE TRAINING SUMMARY General Principles Page : 12 of 171 1. while others reduce it. instructors will be speaking of procedures and techniques. it is most useful to the trainee if the instructors also taught similar techniques. For example: some pilots prefer to keep the thrust on during a certain portion of the flare. crew shall not omit or modify any part of a checklist (except during emergencies when the commander deems it necessary). and must be adhered to stringently. However the situation develops.1 Know in which area they are operating (normal.3. crew. deviation from these procedures are not permitted.1.3 1.) Normal operation During normal operations the crew is bound to perform their duties according to normal procedures and check-lists. The tools they have at their disposal are as follows: • • • • • • . emergency). Normal Situation Abnormal Situation Emergency Situation The diagram above is a simplified representation illustrating the possible transitions from one operation to another. Instr. and passengers allow operations that do not deviate from normal check-lists or procedures. For example. the crew must all times: • • 1.3. abnormal. Corrective by the crew is required without delay to avert further serious degradation of the situation.08 SOP (Normal Operation) OM(A) ECAM QRH FCOM OEB . the health of crew or passengers are degraded and mandate heightened alert by the crew.GuideA320 Revision: 4 Effective Date: 25. the situation may deteriorate from normal to abnormal and then to an emergency scenario. Reference to abnormal check-lists or procedures are required to correct the situation. the crew may elect to assume normal operations. During abnormal operations. the passengers. and Work systematically with the available tools (ECAM. Abnormal Operations: The status of the aircraft. Emergency Operations: The safety of the aircraft. After the crew-action for the EGPWS warning and no further risk is obvious. aircraft and crew are NOT exposed to immediate risks or dangers. crew or passengers are exposed to immediate risk or danger. QRH etc. an EGPWS warning (“PULL UP. In another case.1 Systematic method of operation Introduction Page : 13 of 171 The nature of the crew’s work on the aircraft can be subdivided into three specific areas: Normal Operations: The status of the aircraft. PULL UP”) immediately transfers the crew from normal operations to emergency operations.A320 LINE TRAINING SUMMARY General Principles 1.04. The tools at the disposal of the crew are lilted below.08 . the CMD may opt not to finish the ECAM procedure) QRH (e.04. The tools the crew have at their disposal is as follows: • • • • • • SOP . the crew is required to follow instructions published in this material. The ATC call “PAN.3. PAN. MAYDAY. PAN“ will advise ATC and aircraft in the vicinity that the crew is experiencing an abnormal situation but is not in imminent danger. 1.g.(Normal and Abnormal Operation) OM(A) ECAM Procedures (must be completed as stipulated in the FCOM) QRH FCOM OEB As is the case in normal operations. The crew should not deviate from these procedures.3.3 Emergency operation During Emergency operations the Commander has authority to deviate from published procedures and check-lists ONLY if it is necessary to maintain safe conduct of flight.A320 LINE TRAINING SUMMARY General Principles 1. This course of action should only be considered if the published procedures are likely to lead to an unsatisfactory result.GuideA320 Revision: 4 Effective Date: 25. The ATC call “MAYDAY.g. CMD may decide to deviate from published CB resetting procedures) OEB Instr.1. Note that during emergency operations deviations therein are possible: • • • • • • SOP (deviations possible) OM(A) (e.g. CMD may elect to disregard landing distance corrections) FCOM (e.2 Abnormal operation Page : 14 of 171 This situation warrants the execution of abnormal check-lists and procedures as written in company documents.g.1. stabilized approach criteria may not be fulfilled) ECAM (e. MAYDAY“ will advise ATC and aircraft in the vicinity that the flight is in imminent danger and is in need of assistance. Below is a suggestion of packets that have proved to be useful in our operation and helps increase the reliability of our actions in during these various phases.1 FL 100 Packet Climb The FL100 Packet during climb is a suitable time to visit the following items to ensure that they are in the appropriate state: • • • • • • Exterior Lights: EFIS Control Panel: SEC F-PLN page: RAD NAV page: VHF 2: EWD: Switch off Landing. activate approach phase. passing FL100 in climb or descent.GuideA320 Revision: 4 Effective Date: 25.04. Check GPS Primary Activate Approach Phase Again. the packet also ensures that we have set an appropriate setting on the EFIS Control Panel and VHF 2.3.& Turnoff lights Select Airports Copy active F-PLN Clear all remotely tuned Navigation aids Set to 121. and here we ensure that they are set accordingly. there are many actions that must be fulfilled by the crew by a particular point in time. delayed unnecessarily or forgotten.08 .Take off. Instr.).A320 LINE TRAINING SUMMARY General Principles Page : 15 of 171 1. reaching cruise altitude. It is a useful technique to “link” these actions with a certain event or altitude and systematically perform the required actions in one flow or “packet”. The advantage is that items are less likely to be overlooked. check navigational accuracy etc.2 Working with packets During flight-operations.3.g. 1. For example.g.3. which is part of good airmanship. switch on exterior lights. some of these items are included in the Standard Operating Procedures (as listed in the FCOM 3. Descent The FL100 Packet during descent is a good time to visit the following items in order to make sure that they are in a suitable state: • • • • • • Exterior Lights: EFIS Control Panel: LS Presentation: LS Identification: Nav accuracy: PERF Page: Switch on Landing lights Select Constraints Push LS PB Ident ILS VOR etc. However. to conduct a departure briefing etc.2.). during descent the crew must ensure that several actions are completed before commencing the approach (e. Such a packet may be used in any situation the pilot deems useful (e.16 DESCENT) – the packet in this case serves us as clear reminder at FL100 to ensure that we actually performed the necessary tasks.3.13).5 MHz Check EWD Some of these items are included as part of the “AFTER TAKE-OFF / CLIMB CHECKLIST” (FCOM 3. At Air Berlin regular use of these packets are taught during training. App. cross-check with charts Set up manually tuned Nav Aids (mostly used for engine out departure route) Check navigational accuracy (must be HIGH so FMS can be used for navigation) Ensure all performance data has been inserted for the correct runway Review fuel data to ensure it corresponds to the planned fuel on the OFP. However. constraints. once the programming has been complete.3. constraints. Below is an example of how this camel-back can be used: Key F-PLN RAD NAV PROG PERF FUEL PRED SEC F-PLN Dep.GuideA320 Revision: 4 Effective Date: 25. what if a G/A has to be flown etc.04. (Extra Fuel is presented on INIT-B Page) Program of emergency return runway.g. Briefing Review arrival. During departure or approach preparation for example. the crew will automatically visit the most pertinent pages. MCDU programming is an essential part of the process.A320 LINE TRAINING SUMMARY General Principles Page : 16 of 171 1. By simply going through the flow during the departure and approach briefing together. in case of circling) Instr.2.2 Camel-back packet The MCDU allows the crew access to many pages where data can be stored and from which much information can be extracted. the crew will want to review the most important pages and information without visiting every page on the MCDU.) Programming of another runway (e.08 . Briefing Review departure. crosscheck with charts. It is usually the Pilot Flying that conducts the briefing and it is considered good airmanship if all the data is entered before the briefing is started. Set up manually tuned Nav Aids to correspond with required Nav aids for approach Check navigational accuracy (must be HIGH so FMS can be used for navigation) Ensure all performance data has been inserted for the correct runway Review data for awareness (how much holding time is possible. the PF may make attitude.2 According to Air Berlin SOP with Autopilot On. • • Clear and precise call outs: this ensures short and precise communication in the cockpit.3.08 .1 Cross-Cockpit Communication General It is important that both pilots aim to be fully conversant with the operational status of the aeroplane at any time.FCOM 3. PNF checks new altitude (this is performed silently) Be aware that Airbus clearly states that IF ANY DOUBT EXISTS that a crew-member has received information that he MUST be informed: FCOM 3.4. PF selects new altitude (this is performed silently) 2. Silent Cockpit is the means within normal operation. The danger of misunderstanding is reduced or eliminated. thrust and FMA mode changes without physically or verbally signalling these to the PNF (e. The following illustration always applies: 1. but any unclear action or situation must be clarified by acknowledgement to assure all crew-members reflect the same knowledge. if necessary. Each crew member can concentrate on her/his assigned tasks. that the other crew-member has received and understood the information. PNF checks the action Example with AP engaged: 1.04. shall be initiated immediately.GuideA320 Revision: 4 Effective Date: 25. PF executes an action 2.4 1. Any time a crew member makes any adjustment or change to any relevant information or equipment on the flight-deck. Instr. All deviations from the expected have to be called out and corrective actions. speed-brake.90).1: Cross-cockpit communication is VITAL for any two-pilot crew.3.A320 LINE TRAINING SUMMARY General Principles Page : 17 of 171 1.g.4. Clear and precise work distribution with clearly defined tasks: this ensures the best and most efficient use of all resources. The PNF must follow and check the changes made but is not expected to confirm the changes. Expected automatic switching / mode changes must be checked on the FMA by both pilots. Closed Loop 1. ACTION PERFORMED BY PF WITH AP ON . he must advise the other crew member and get an acknowledgement if it is not obvious. speed. Communicate. Please note however. speed and configuration…. is on a verifiable vertical and lateral path and has informed ATC.A320 LINE TRAINING SUMMARY Version : 1. the checklist work may begin: • • Start ECAM action Consult QRH. know how to get there….04.5° pitch up Positive rate. during normal.. gear up Cancel warning Trim the aircraft Consider TOGA thrust Engage any autopilot Navigate: • Pull HDG and fly the engine failure climb out procedure Communicate: • Communicate the intentions to ATC Once the crew has clear command of the aircraft trajectory.0 General Principles Page : 18 of 171 1.10) Fly: • • • • • • At vrot rotate to 12. Communicate The successful crew will always clearly understand the priorities when it comes to flying: First: Control the aircraft’s attitude. Navigate.in other words Fly.2. Second: Know where you are. know where you want to go. FCOM The situation described above represents an abnormal condition. abnormal and emergency situation Instr.. altitude. Example: Take-Off with engine failure after v1 (Source: FCOM 3.Navigate. OEB. Third: Make sure you can send and receive clear and reliable information….GuideA320 Revision: 3 Effective Date: 25. thrust.08 .5 Fly . that the same principle applies at all times. A320 LINE TRAINING SUMMARY Fuel planning Page : 19 of 171 2 Fuel planning 2. flight number and aircraft registration) o Check calculated wind component o Check legal fuel calculation according Air Berlin OM-A 8.2. fuel planning instructions.2.2. In order to do so he should perform the following tasks: • • • Check SWC and Upper Wind & Temperature chart. Instr.04.page 24) o perform the operational fuel calculation • The PNF should closely follow the pre-flight planning. He shall also intervene as appropriate while considering safety and the strength of the team. making an effort to ensure complete crosschecking. o Check if profit tankering is recommended (see also chapter 2.1 Pre-flight planning work distribution After a short analysis of the weather conditions.GuideA320 Revision: 4 Effective Date: 25.08 . METAR and particular weather information (for interpretation of meteorological information see chapter 2.8.5.1. the flight crew decides on the assignment of the sectors It is recommended that the PF leads the pre-flight planning.4 page 23) Check NOTAMS for o departure aerodrome o destination aerodrome o destination alternate aerodrome(s) (consider to check more than one alternate aerodrome(s)) o T/O alternate aerodrome if applicable o En route alternate aerodrome Check OFP for o Check header (Date. o check date and validity of all charts o estimate an average wind component along the route Check TAF. 13) 2. or any combination thereof. For a Non-precision approach or a Circling approach.2.2 Alternate Planning (Source: Airberlin OM-A 8.4. the weather conditions will be at or above the planning minima in the Table below.08 .A320 LINE TRAINING SUMMARY Fuel planning Page : 20 of 171 2. isolated aerodrome or enroute alternate aerodrome must only be selected when the appropriate weather reports or forecasts.1 Planning minima for destination aerodromes and alternate aerodromes (Source: Airberlin OM-A 8. 3% ERA Aerodromes. or any combination thereof.12) 2. or any combination thereof. Type of approach CAT II / III CAT I NPA Circling Planning minimum CAT I minima (Note 1) Non-precision approach minimum (Notes 1 & 2) Non-precision approach minimum (Notes 1 & 2) plus 200 ft / 1000 m Circling minimum Note 1: RVR Note 2: The ceiling must be at or above the MDH.1 Planning minima for Destination Alternate Aerodromes. indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival. the ceiling must be at or above MDH.04. 2.1 Planning minima for a destination aerodrome Destination aerodromes must only be selected.2.2 Legal requirements The crew always should first check the legal requirements stated on the OFP.2. 2. the weather conditions will be at or above the applicable planning minima as follows: • • RVR / visibility must be above the specified Minimum. during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome. during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome.2.4. indicate that.2. Instr.1.GuideA320 Revision: 4 Effective Date: 25. indicate that. the weather conditions will be below the applicable planning minima (as prescribed above) or • no meteorological information is available. 3% ERA aerodrome. when the appropriate weather reports or forecasts. Two destination alternates must be selected when: • the appropriate weather reports or forecasts for the destination. Isolated Aerodromes and Enroute Alternate Aerodromes An aerodrome as destination alternate aerodrome. 4. or No meteorological information is available.GuideA320 Revision: 4 Effective Date: 25.2.4. the speed to be used for calculation must be that which is achieved with the remaining engine(s) set at maximum continuous thrust (MCT). the remaining flying time to destination does not exceed six hours.08 . The destination aerodrome is isolated. An aerodrome must only be selected as a take-off alternate aerodrome.13) At least one destination alternate must be selected for each IFR flight unless: • and • Two separate runways are available and usable at the destination aerodrome and the appropriate weather reports or forecasts for the destination aerodrome. indicate that for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome. or if the FCOM does not contain a one engine-inoperative cruising speed. For two engined aeroplanes the take-off alternate aerodrome shall be located within.A320 LINE TRAINING SUMMARY Fuel planning Page : 21 of 171 2. during a period commencing one hour before and ending one hour after the estimated time of arrival at the aerodrome. 2. or any combination thereof. the weather conditions will be below the applicable planning. in the event of in-flight replanning. indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival. either: • • One hour flight time at a one engine-inoperative cruising speed according to the FCOM in still air standard conditions based on the actual take-off mass. the weather conditions will be at or above the applicable landing minima specified on the applicable approach charts Instr. • Note: All required alternate aerodrome(s) must be specified in the operational flight plan.3 Take off alternate aerodromes (Source: Airberlin OM-A 8.2.2. whichever is greater. or any combination thereof.. the ceiling will be at least 2 000 ft or circling height + 500 ft.2.13) A take-off alternate aerodrome must be selected if it would not be possible to return to the departure aerodrome for meteorological or performance reasons.2 Destination Alternate Aerodromes (Source: Airberlin OM-A 8. or • Two destination alternate aerodromes must be selected when: • The appropriate weather reports or forecasts for the destination aerodrome.04. and the visibility will be at least 5 km. The duration of the planned flight from take-off to landing or. when the appropriate weather reports or forecasts or any combination thereof indicate that. GuideA320 Revision: 4 Effective Date: 25.0 1. Lighting Element in Operation HI approach and runway lighting any type of lighting installation other than above no lighting Visibility x Factor = RVR DAY 1.5 Not applicable Note: If is not allowed to convert a meteorological visibility to RVR in following cases: • • • for calculating Take-Off minima.6) If only meteorological visibility is reported. for CAT I and non precision approaches visibility must be converted to RVR as shown below.04. Instr. 2.0 1.08 . Category II or III minima when a reported RVR is available.A320 LINE TRAINING SUMMARY Fuel planning Page : 22 of 171 • • The ceiling must be taken into account when the only approaches available are nonprecision and/or circling approaches.0 NIGHT 2. Any limitation related to one engine inoperative operations must be taken into account.2.5 1.3 Conversion of Reported Meteorological Visibility to RVR (Source: Airberlin OM-A 8. Improvement: Applicable from the time of end of the change Ldg minima: Shall be fully applied if weather deteriorates below applicable planning minimum. HZ FG SS Ldg minima: Mean wind: Gusts: Improvement: Should be disregarded PROB TEMPO In any case Should be disregarded Note: whenever a forecast contains meteorological conditions indicating “below minimum” at ETA which are prefixed by BECMG or TEMPO.2. which are prefixed by: Kind of change Deterioration: Applicable from the time of start of the change.g.g.TL PROB 30 PROB 40 Mean wind: Gusts: Deterioration: Persistent conditions e.A320 LINE TRAINING SUMMARY Fuel planning Page : 23 of 171 2. The steady (mean) wind should be used and the gusts may be disregarded whenever a forecast contains meteorological conditions indicating “below minimum” at ETA ±1hr. Instr.1.4) For planning purposes an aerodrome shall be considered to be below minimum if • • • • the RVR or visibility is below the applicable minimum (precision approaches) the ceiling or vertical visibility is below the applicable planning minima (non precision approaches) the steady crosswind component exceeds the prescribed limitation for the A320.. for alternate selection only PROB 40% and higher are considered in the selection..04. the airport shall be considered below minimum. Must be within limits May be disregarded TEMPO TEMPO FM TEMPO TL TEMPO FM.GuideA320 Revision: 4 Effective Date: 25. May be disregarded May be disregarded Shall be fully applied if weather deteriorates below applicable planning minimum.4 Interpretation of given meteorological information (Source: Airberlin OM-A 8. Must be within limits May be disregarded Application of aerodrome forecast Indicator BECMG FM Mean wind: Gusts: Ldg minima: Deterioration: Transient / showery conditions e.08 .7. TS SH May be considered to be above minimum if weather deteriorates below applicable planning minimum. January and February in Europe. when the temperature at the destination airport is below +10deg C with high relative humidity.A320 LINE TRAINING SUMMARY Fuel planning Page : 24 of 171 2. This will require a further uplift of “warm” fuel at destination.04. during the winter months. This has the effect of agitating the fuel in the wing tanks.8. On short haul flights only. in particular December. but if overnight frost or freezing conditions are anticipated consideration should be given to the likely effect that precipitation or high relative humidity would have upon cold wings. melting small accumulations of ice.2.08 . only part of the tankered fuel recommended on the OFP should be uplifted.1. Profit tankering should not be applied if: • When icing conditions at destination aerodrome is expected. or when the in flight fuel temperature may fall below freezing.5 Profit tankering (Source: Airberlin OM-A 8.2) It may be commercially expedient to tanker fuel to a destination where fuel prices are high or where there are fuel shortages. • Instr. Fuel may be tankered on night stopping aircraft. On sectors of 1 hour 15 min or more. This Information is given on the dispatch remarks section (next Leg Info) or as maximum remaining fuel. and preventing the further formation of ice during the turn round. wing icing may form in the vicinity of the fuel tanks. The commercial decision to tanker fuel will be made automatically on the OFP. With no Information shown on the OFP is tankering not recommended even there is a low amount of profit.GuideA320 Revision: 4 Effective Date: 25. Every fuel calculation should be made carefully and in respect of conditions as expected. if the crew is aware that the destination traffic volume is significant.5 t 2 t 4 t 10 t As soon as the crew starts to plan tactically backwards with the worst case scenario the amount of extra fuel increases dramatically!! To summarise the facts stated above the following tactic should be considered in bad weather conditions: • • Always plan with a reasonable alternate. The alternate aerodromes BSL STR and GVA have the same weather forecasts. some fuel for holding could be considered. (NUE forecasts up to 30kt Wind in RWY axis) Following planning is reasonable: Since the crew does not want to land exactly with final reserve at NUE some extra fuel should be planned at arrival at NUE Landing in NUE with final reserve and 800kg extra for a Go Around: Diversion Fuel calculated by Traffic Centre Re clearance to NUE Two go arounds at ZRH Trip fuel to ZRH Total 2 t 1. call Traffic Centre and calculate a new destination alternate. Always plan tactically with the worst case backwards from destination alternate aerodrome over the destination aerodrome back to the departure aerodrome.3 2. After a conversation with the traffic centre the decision is taken in case of diversion to fly to NUE. If the Crew has to expect bad weather conditions which make a diversion more likely (e. If the selection of the OFP does not satisfy the crew. If the alternates stated on the OFP does not have satisfactory weather conditions. If the Crew has to expect bad weather conditions which make a diversion more likely always plan with the worst case. the crew will find that it makes sense to take along more fuel to cover for eventualities. For example.04.5t 0.3. Make a tactical fuel planning considering two go arounds at the destination aerodrome plus the diversion fuel plus some extra fuel at the alternate aerodrome.1 Tactical aspects General The crew should verify that the legal fuel requirement stated on the OFP also makes sense from a practical standpoint. Revision: 4 Effective Date: 25. Always select an alternate with reasonable weather conditions which gives the crew a very good chance for a landing.A320 LINE TRAINING SUMMARY Fuel planning Page : 25 of 171 2. look for other alternates and call Traffic Centre. BGY and MXP as they are south of the Alps are much better (wind calm). Also consider a return to the destination aerodrome. Example: PMI-ZRH The forecasted weather conditions in ZRH (winds up to 55kt with a remarkable x-wind component) make a diversion more likely.08 Instr. strong xwind conditions) always consider different alternate aerodromes. Often. It is discouraged to simply carry along a standard amount of extra fuel as routine.g.GuideA320 . A320 LINE TRAINING SUMMARY Fuel planning Page : 26 of 171 2.3.2 HILDAW HILDAW is an acronym used to assist the crew during the pre-flight planning fuel calculation. It is used as a trip fuel correction that covers factors that are not necessarily covered in the OFP and should be added to the minimum block fuel. H High Speed Cruise Used to compensate for increased fuel consumption when cruising with HSC. (Approx 5% increased fuel consumption) I Icing Conditions Used to compensate for increased fuel consumption due to icing conditions when airborne. Approx 5% increased fuel consumption below FL 200 Approx 2% increased fuel consumption above FL 200 L Low Level Cruise Used to compensate for increased fuel consumption when cruising at a lower level than the planned FL. This will be the case, when selecting a lower level due to anticipated conditions, which might hamper the climb to the planed FL (e.g. CAT, ATC constraints, etc). For correction values refer to the OFP D Departure In this regard, the departure phase begins at chocks-off and finishes at the end of the SID. Therefore, this item shall be used to correct for anticipated traffic situation, runway in use and/or ground de-icing (augmented taxi fuel), or to compensate for increased fuel burn, whenever the expected / actual SID is other than the one depicted by the OFP A Arrival Used to compensate for increased fuel burn whenever additional track miles are expected during the approach, e.g. longer arrival due to a different runway or long radar vectors in PMI runway 06L Weight Any fuel that is tanked above the amount stated in the OFP (minimum take-off) will signify an increased take-off weight, as will a higher ZFW. This causes a higher fuel consumption. The increased fuel consumption should be considered, especially on long flights. Finally, after the fuel calculation, ensure that MRW, MTOW and MLW are not exceeded. W Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Fuel planning Page : 27 of 171 Example: The below gives a brief example regarding HILDAW and how it can be applied to fuel planning.This method is not mandatory in nature. However, it provides a speedy, practical way of determining a fuel quantity which takes into account the flight-crew´s anticipations (which the OFP does not!). After check-in, you having gone over the weather and NOTAMS, it is time to do a fuel plan with the OFP. You have observed the following during the planning: • • • • • • minimum block fuel on the OFP: 6.0t trip fuel 3.5t The aircraft (A320) Zero Fuel Weight: 60.0t It is snowing outside and it is likely that deicing is required. The potential taxi-time is therefore significantly increased – you expect to taxi 30 minutes more than planned. The SWC shows turbulence at your flight-level and your collegue suggests that you could fly lower to provide the passengers with a more comfortable ride. At the destination airport the TAF states that there is the possibility of heavy thunderstorms. The OFP does not cover all the above factors so you you must determine a fuel quantity that covers the operational factors. This is where HILDAW comes in as a useful tool – it will determine how much fuel you should take along in addition to the block fuel stated on the OFP. H I L D A W = 0.0t 0.5t 0.2t 0.0t 0.8t 0.1t 1.6t (you decide not to fly high speed as the time gain would be insignificant) (30 minutes taxi time due to de-icing + icing during climb-out) (your decide to fly 2 FL below and consult the OFP for the required fuel). (departure on the OFP corresponds to the actual departure ) (holding fuel for 45’ minutes is necessary due to the thunderstorms) (the OFP shows burn of +0.1t more due to the extra fuel you will tank) (you will take along this in addition to the minimum block fuel on the OFP) The total block fuel you will tank is therefore: + = 6.0t 1.6t 7.6t (minimum legal block fuel on OFP) (fuel determined by you in addition to OFP) (total actual minimum block fuel required by crew) The last step is to ensure that none of the aircraft structural weights are exceeded: + = = 60.0t 7.6t 67.6t 0.5t 67.1t 3.5t Zefro Fuel Wieght Block Fuel Ramp Weight Taxi Fuel Take Off Weight Trip Fuel = 63.6 Landing Weight (does not exceed Max Ramp Weight) (approximate the taxi-fuel you expect) (does not exceed Max Take-Off Weight) (approximate to the lowest trip fuel you expect [without holding, adjustment for level etc.] because you want to know if you exceed the Maximum Landing Weight if all factors result in your favour – i.e. most fuel on-board). (does not exceed Max Landing Weight) Finally: This planning tool is especially useful when the operation becomes complex due to the combination of several factors (maximum weights, complex weather situations, arrival delays, winter-ops etc.) as it provides the crew with a systematic approach to a potential problem. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Briefings Page : 28 of 171 3 3.1 Briefings RNAV - and conventional waypoints Structure 3.1.1 To verify all waypoints in the FMGS properly against the EAG charts use following structure: The table below shows examples of waypoints FMGS DL239 LSZ03 EAG charts DL239 KLO – Radial 275 – 2.3DME RNAV waypoint Conventional waypoint Obviously RNAV waypoints are easy to crosscheck against the Charts. To verify a conventional waypoint is more difficult. The coding in the FMGS is not always obvious. Check track and radials directly in the MCDU. Distances can be verified on the ND in PLAN MODE. Sometimes the coding of the waypoint also allows proper verification. (See chapter 3.1.2 Coding of NavDataBase (NDB) 3.1.2 Coding of NavDataBase (NDB) (Source: EAG, ERM, Legends, chapter 14) The NavDataBase delivered by EAG is coded according to an international convention called ARINC 424. This convention should not be confused with the charting convention on which the 3.1.2.1 • Definitions Final Approach Course Fix (FACF) A fix immediately prior to the Final Approach Fix, with an assigned altitude, usually between one to four miles before the FAF and generally in line with the final approach course. • Final Approach Fix (FAF) A published fix on the final approach with an assigned altitude, usually about four miles from the runway or Missed Approach Point, and usually indicated by a star symbol on the approach. The term FAF is used in ARINC 424, for all Final Approach Fixes, also for ILS or other precision approaches. This may be confusing, since EAG flight documentation (SID, IAL etc.) based on country AIPs, defines FAF otherwise. • Step Down Fix (SD) A published fix on the final approach with an indicated minimum crossing altitude. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 CL27L. The route type identifier can be any of several letters. B=2. “B” etc. FV22.2 Terminal Waypoint Coding Page : 29 of 171 The following summarizes the most common terminal waypoints that have to be assigned codes by the database coder according to the Naming Conventions: • FACF identifier For un-named fixes the letter “C” is used. Duplications are identified by adding the suffix “A”. THR (distance to runway threshold) or LOC. the navaid identifier is used. followed by route type identifier (see explanation above) and runway identifier.08 .A320 LINE TRAINING SUMMARY Briefings 3. DME03 • Missed Approach Point (MAP) identifier For un-named fixes the letters “MA” are used.04. If duplication occours. followed by route type identifier and runway identifier. E. while an NDB approach is indicated by the route identifier N.g: LON28.g: D150J For distances greater than 26 NM. Otherwise the convention for navaid based fixes uses the letter “D” followed by the bearing from the navaid. CD38A Instr. followed by mileage. E. and generally indicates the type of navaid used for the approach. FD27L. L or B. MD09 • Other Terminal Waypoints The published name should always be used if one exists. an ILS is indicated by the route identifier I.GuideA320 Revision: 4 Effective Date: 25.g: 52DME. E. E.1.g: FI26. E.g: MA27L. For example. and shortening the navaid identifier to two characters. and Z=26). or before the code for decimals of miles. C=3 etc. E.2. Codes are DME. CN01R • FAF identifier For un-named fixes the letter “F” is used. CDG48..g: CI26. Q or U. MN09. FN01R • Step Down Fix identifier DME or other distances are coded after a three-letter code for whole miles. CQ32. and finally followed by A-Z representing 1 NM to 26 NM (A=1. the letter “M” is used followed by the route type identifier (see above) and finally the runway number. 3 Bearing = 275 PBD01 Distance = 2.08 .1 Place. Distance Often a waypoint is defined with a track and distance from a Navigation-aid. KLO Instr. Example EOSID RWY 28 in ZRH: climb on track 275 KLO to 2.3 NM In the FMS the waypoint is shown as PBD01.04. Bearing.GuideA320 Revision: 4 Effective Date: 25.3 DME then turn left to intercept the Radial 255 KLO.2 Self programmed waypoints Page : 30 of 171 To programme for example an EOSID in the secondary flightplan following Format is to be used: 3.PBD02 etc. The first point is programmed as follows: KLO/275/2. In the FMS the waypoints are shown as PBD01.2. Waypoint Bearing Distance Place The Format to programme such a point is Place/Bearing/Distance.A320 LINE TRAINING SUMMARY Briefings 3. In the FMS the waypoints are shown as PBX01. Instr. PBD01 Bearing = 225 Bearing = 275 KLO Distance = 2.2 Place – Bearing.1 above.2.GuideA320 Revision: 4 Effective Date: 25. The second point is programmed as follows: PBD01-225/KLO-255 Notes: • • PBD01 is the turning point as programmed in chapter 3. Place – Bearing Page : 31 of 171 To programme an intercept point the formate Place – Bearing.3 NM Bearing = 255 PBX01 In the FMS the waypoint is shown as PBX01.08 .3 DME then turn left to intercept the Radial 255 KLO. Place – Bearing is used. Waypoint Bearing Bearing Place Place Example EOSID RWY 28 in ZRH: climb on track 275 KLO to 2.2.PBX02 etc.A320 LINE TRAINING SUMMARY Briefings 3. To intercept the Radial 255 an intercept heading of 225 (30°-Interception) is used.04. initial climb altitude. before each take-off.3 General Briefing Before the first flight of the day and before initiating the checklists. CAT I/II/III capabilities) Emergency handling before V1 (task sharing. especially addressing One Engine Inoperative (OEI) situations and respective FMGS and FCU settings. The PF will inform the PNF about it as follows: • Review the expected departure (charts. hold item list. The PF will inform the PNF about it as follows: • • • • A general assessment of the actual meteorological and operational conditions (e.5 Take off Briefing The “take-off-briefing” should. o RAD NAV: consider to manually tune Navigation aids (VOR or NDB) o PROG: consider to set a point for a quick return to the field. trim. callouts and priorities) Emergency evacuation handling and task sharing 3. etc.g. Instr. breaking coefficient) Known or expected technical and operational particularities of the respective departure (e. flex. o PERF: Check all relevant data.08 . a “general briefing” should be performed. constraints. (e. address the procedures intended to be applied when in normal conditions. The main purpose of the latter is to inform both pilots of the status of the aircraft and to refresh the on ground emergency procedures. 3. runway length vs. The Commander informs the First Officer about: • • • Status of the aircraft and crew (e.g. FMGS and FCU settings) It is recommended to review the following pages in the FMGS: o F-PLN: x-check all relevant data of the SID (waypoints. runway) o FUEL PRED: Check remaining fuel at destination and extra time (INIT-B) o SEC F-PLN: Consider programming an appropriate runway for a return to the departure airport or another RWY/SID.04. before each take-off.g.A320 LINE TRAINING SUMMARY Briefings Page : 32 of 171 3. o Brief MSA. take off alternate) Action taken in case of major malfunctions after V1 Flight path in case of abnormal and emergency conditions during take-off and initial climb.g.4 Departure Briefing The Departure Briefing should. shift.GuideA320 Revision: 4 Effective Date: 25. acceleration altitudes. use of weather radar and TERR and any specials on the EAG chart. transition altitude. (Speeds. address the procedures intended to be applied when in abnormal and emergency conditions.) on the MCDU and on the ND in PLAN mode. LSZH14) Check GPS PRIMARY and NAV ACCURACY HIGH. departure frequency. 08 . runway etc.g.GuideA320 Revision: 4 Effective Date: 25. (QNH.6 Landing Briefing Page : 33 of 171 The “landing briefing” should address the necessary procedures to be followed. x-winds. initial fix. Brief RWY length. minimum. use of TERR. navigation and expected taxiing FMGS and FCU settings. steps. If required check RNP versus required accuracy in the FMGS o PERF: Check all relevant data.g. o RAD NAV: consider to manually tune Navigation aids (VOR or NDB). degrading of equipment. temperature. check ILS frequency and inbound course. configuration. type of approach. constraints. o PROG: consider to set a point towards the field (e. It is recommended to review following pages in the FMGS: o F-PLN: x-check all relevant data of the approach (waypoints. etc. the crew qualifications and the airport facilities.04. MDA/DH. use of AUTO BRAKE. the status of the aircraft.A320 LINE TRAINING SUMMARY Briefings 3. wet runway. the computer settings.) o FUEL PRED: Check remaining fuel at destination and alternate destination and check extra fuel o SEC F-PLN: Consider to program a different STAR/RWY or a runway for circling. The PF will inform the PNF about: • • Clearance limit. LSZH14) Check GPS PRYMARY and NAV ACCURACY HIGH. MSA.) on the MCDU and on the ND in PLAN mode. use of REV and GW A general assessment of the actual meteorological and operational conditions (e. Notam) • • Instr. missed approach. wind. AP and A/THR should be used during a go-around and missed-approach to reduce workload. if deemed necessary). o By reference to the aircraft flight path and airspeed response. FMGS lateral navigation should be used to reduce workload and the risk of CFIT during go-around if : o Applicable missed-approach procedure is included in the FMGS flight plan. check that the knob or push button is the correct one for the desired function. PFD and/or ND scales and/or FMS CDU). ATC instruction.. be aware of modes being engaged or armed (seek concurrence of other crewmember. adhere to the following rules-of-use: • Before any action on FCU.1. • After each action on FCU. Using AP and A/THR also enables flight crew to pay more attention to ATC communications and to other aircraft. Note: Never check any setting on the FCU!!! Instr. Interfacing with automation 4. …). o Confirm Crosscheck the effective arming or engagement of modes and the active guidance targets (on FMA.. FMGS navigation accuracy has been confirmed. A/THR and FMGS are based on the following three-step technique: o Anticipate Understand system operation and the results of any action. for arming or engagement of modes).1 • • • • • • 4.g. o An abnormal or emergency condition.GuideA320 Revision: 4 Effective Date: 25. The safe and efficient use and management of AP. particularly in congested terminal areas and at highdensity airports.1. See also closed loop principle..A320 LINE TRAINING SUMMARY Use of automation Page : 34 of 171 4 4.g. for mode arming / selection and for guidance target entries. During line operations.08 . o PFD/ND data (e. o Execute Perform action on FCU or on FMGS CDU. AP and A/THR should be engaged throughout the flight especially in marginal weather conditions or when operating into an unfamiliar airport. for selected targets).04.g. weather conditions. verify the result of this action on: o FMA (e.1 Use of automation Recommendations for optimum use of automation General Correct use of automated systems reduces workload and significantly improves the flight crew time and resources for responding to: o An unanticipated change (e.2 When interfacing with automation. and. g.3 to 1. If the displayed TO waypoint on the ND is not correct.04. when intercepting the final approach course in a selected heading or track mode (not in NAV mode).9 degree and 5. Prepare the FMGS for arrival before starting the descent. the desired TO waypoint can be restored by either: o clearing an undue intermediate waypoint. TO waypoint) is displayed on the FMS CDU and ND. If necessary.GuideA320 . In case of a routing change (e. flight crew should ensure that the FMGS flight plan is sequenced normally by checking that the TO waypoint is correct (on ND and FMS CDU).g.. o within 8 degrees from the localizer centreline. as anticipated. ensure that the correct active waypoint (e.g. can be prepared on the secondary flight plan (SEC F-PLN). When changing the selected altitude on the FCU. while verifying the new route and/or requesting confirmation from ATC. An alternative arrival routing. a reversion to AP selected modes and raw data may be considered. ensure that the aircraft is within the ILS capture envelope. The ILS capture envelope is defined by ICAO as follows: o within 10 NM from the runway.A320 LINE TRAINING SUMMARY Use of automation Page : 35 of 171 • • • • • • • Announce all changes in accordance with the standard calls defined in the SOPs. Reprogramming the FMGS during a critical flight phase (e. o within a glide slope sector ranging from 0. in terminal area. in case of a go-around. The MDA/H or DA/H should not be set on the FCU. In case of a late routing or runway change. If cleared to exit a holding pattern on a radar vector. Before arming the APPR mode. Ensuring that the FMGS flight plan is sequenced correctly with a correct TO waypoint is essential. Under radar vectors. cross-check the selected altitude indication on the PFD. Priority tasks are. the holding exit prompt should be pressed (or the holding pattern cleared) to allow the correct sequencing of the FMGS flight plan. another runway or circling approach.. During descent. o performing a DIR TO [desired TO waypoint]. on final approach or go-around) is not recommended. Before arming the NAV mode. the selected heading mode can be used with reference to navaids raw data. o altitude and traffic awareness. in that order: o horizontal and vertical flight path control. a glide slope sector between 0. Revision: 4 Effective Date: 25. DIR TO).08 • • • • • • • Instr.. in readiness for re-engaging the NAV mode. ensure that the selected altitude is not below the MEA or MSA (or be aware of the applicable minimum-vectoring-altitude).. o ATC communications.75 time the nominal glide slope angle (e.g. set the go-around altitude on the FCU.2 degrees for a typical 3-degree glide slope). cross-check the new TO waypoint before activating the DIR TO. During final approach. if prepared. or for selecting a new approach. except to activate the secondary flight plan. Complete inspection is normally performed by maintenance personnel or in the absence of maintenance personnel by a flight crew member before each originating flight.A320 LINE TRAINING SUMMARY Exterior Inspection Page : 36 of 171 5 Exterior Inspection (Walk Around) (Source: A320 FCOM 3. if any gear door is open. 5. Walk around the aircraft according Picture 5-1.04.3. contact the maintenance crew before applying hydraulic power. oil or hydraulic leaks. If a landing gear door is open.1 • • • • • • • General The Exterior Inspection ensures that the overall condition of the aircraft and its visible components and equipment are safe for the flight.3. Nose section • • • • Pitot probes STBY static ports TAT probes Radome and latches CONDITION CLEAR CONDITION CONDITION / LATCHED 3. RH FWD fuselage • • F/O-CAPT static ports AOA probe CLEAR CONDITION Instr.GuideA320 Revision: 4 Effective Date: 25.5) 5. LH FWD fuselage • • • AOA probes F/O and CAPT static ports Toilet servicing door (if installed) CONDITION CLEAR CLOSED 2.3. Do not pressurize the green hydraulic system without clearance from ground personnel.08 . A320 FCOM 3. Check structure for impact damage Check that there is no evident fuel. page 4 and perform the items listed below: 1.2 Walk Around The Walk Around must be performed by a flight crew member before each flight. Nose landing gear • • Nose wheel chocks Wheels and tires CHECK IN PLACE CONDITION 4. Remember that the green hydraulic system is pressurized if the yellow system is pressurized and the PTU is on auto. The parking brake must be on during the exterior inspection to allow the flight crew to check brake wear indicators. 04. 5 Fuel ventilation overpressure disc Navigation light Wing tip CONDITION INTACT CONDITION CONDITION 10. RH wing trailing edge • • Control surfaces Flaps and fairings CONDITION CONDITION 11. ENG 2 RH side none 9.A320 LINE TRAINING SUMMARY Exterior Inspection 5. elevator.GuideA320 Revision: 4 Effective Date: 25. RH centre wing • • 7. 4. fin and rudder Lower fuselage structure (tail impact on runway) CONDITION CONDITION Instr. Landing light Slat 1 CONDITION CONDITION Page : 37 of 171 ENG 2 LH side • • • Fan cowl doors Drain mast Engine inlet and fan blades CLOSED / LATCHED CONDITION / NO LEAK CHECK 8. RH aft fuselage • Toilet service access door CLOSED 13. 3. Tail • • Stabilizer. Lower centre fuselage none 6.08 . RH wing leading edge • • • • Slats 2. RH landing gear and fuselage • • Chocks Wheels and tires REMOVED CONDITION 12. 5 CONDITION CONDITION INTACT CONDITION 19. 4. ENG 1 RH side none 21.A320 LINE TRAINING SUMMARY Exterior Inspection 14. LH AFT fuselage • • Stabilizer. fin and rudder Potable water service door CONDITION CLOSED 16. elevator. 3. LH landing gear • • Chocks Wheels and tires REMOVED CONDITION 17. LH wing trailing edge • • Flaps and fairing Control surfaces CONDITION CONDITION 18. APU • Navigation light CONDITION Page : 38 of 171 15.04. LH centre wing • • Slat 1 Landing light CONDITION CONDITION Instr.GuideA320 Revision: 4 Effective Date: 25.08 . LH wing leading edge • • • • Wing tip Navigation light Fuel ventilation overpressure disc Slats 2. ENG 2 LH side • • • Fan cowl doors Drain mast Engine inlet and fan blades CLOSED / LATCHED CONDITION / NO LEAK CHECK 20. WALK AROUND Instr.08 .04.GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Exterior Inspection Page : 39 of 171 PICTURE 5-1. It must contain details of the weight and disposition of all loaded items. He must be informed of any late changes and the details entered in the “last minute changes” spaces of both the original and duplicate documents. Maximum allowed weights for landing – considering structure and performance Maximum allowed weights for take off – considering structural. as accepted by the commander.1 Loading General. The document may be in any format (manual or computerised) approved by the Authority to establish the airplane’s weight and centre of gravity.2) AB Flight Crew must be aware that the weight. procedures and responsibility for preparation and acceptance of the weight and balance sheet (Source: A320 FCOM 2. Note: This is the lowest of the three weights sums: Max Zero Fuel Weight & Take-off Fuel Max Take off weight Max Landing Weight & Trip Fuel Instr.excluding all usable fuel and traffic load. (DOW and corresponding DOI are calculated for each aeroplane and standard crew composition) Dry Operating Index (DOI) – The applicable index on the airplane index system corresponding to the specific DOW. distribution and stowage of load will affect its structural integrity and performance and those will affect safety of flight as well as economy of flight. published by the operator.01.A320 LINE TRAINING SUMMARY Loading Page : 40 of 171 6 6. Where the use of a standard load plan has been allowed by the authority.00.9. performance and maximum landing weights.04. The document. details must be included together with additional limitations on the permissible range of CG travel on which the standard plan is based.08 . including fuel.1. must remain available at the departure station for at least 3 days. Airberlin OM-A 8. The weight and balance document must be acceptable to and countersigned by the airplane commander.2 Definitions (weights and centre of gravity) Dry Operating Weights (DOW) – The total weight of the airplane ready for a specific type of operation. For economy the most aft possible CG is desired A weight and balance document must be prepared in duplicate for each commercial air transport flight. 6. and must indicate whether standard or actual weight values have been used. The maximum flex take-off weight as limited by economical reasons. methods. must contain the name of person who prepared it and the loading supervisor must confirm by signature that the load and its distribution are as stated. One copy is to be carried on the airplane and the other.GuideA320 Revision: 4 Effective Date: 25. Note: AB allows LMC up to l000 kg Certified Centre of Gravity limits (CG) These are the CG limits with which the airplane was certified with. (ZFW) Zero Fuel Weight + reserve fuel = Landing Weight (LW) (LW) Landing Weight + trip fuel = Take off Weight (TOW) (TOW) Take off Weight + taxi fuel = Ramp Weight Instr.3 Aircraft weights (DOW) Dry Operating Weight + traffic load = Zero Fuel Weight (ZFW). Usually changed each season. baggage and cargo including any non-revenue loads Payload (PL) The total weight of the revenue load (pax.04. Making full use of the certified limits would assume. cargo or mail). Operational centre of gravity envelope This is the operational centre of gravity envelope which further restricts the certified centre of gravity envelope to compensate for errors such as the differences between assumed passenger weights and actual weights. Fleet DOW/DOI For a group or groups of airplanes of the same type and version fleet DOWs / DOIs may be published provided the airplanes in this group meet the requirements of the permitted tolerances for the weights and centre of gravity. Pantry Code (Pantry) The pantry code refers to the type of catering on board a commercial flight (codes A-Z) for example: Hot or cold meals. This weight does not include items such as: Crew and crew baggage.GuideA320 Revision: 4 Effective Date: 25. Pantry Basic Operating Index (BOI) The applicable index on the airplane index system corresponding to the specific BASIC WEIGHT 6.A320 LINE TRAINING SUMMARY Loading Page : 41 of 171 Traffic load (TL) The total weight of passengers. single or double leg etc. that the centre of gravity was correctly computed without any errors. The operational centre of gravity envelope must never be exceeded unless authorised by the Flight Operations Department for special flights.08 . Basic Operating Weight (BOW) The total weight of the airplane ready for a specific type of operation excluding all useable fuel and traffic load. Last Minute Change (LMC) A late change / amendment to the weight and balance sheet which does not require the preparation of a new WB sheet. 1.04.2) An LPC Load sheet Will be generated by LPC software.GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Loading 6.08 . After completion of the electronic calculation the LPC system values will be inserted in the load sheet.4 LPC load sheet Page : 42 of 171 (Source: Airberlin OM-A 8.9. Instr. 1.5.A320 LINE TRAINING SUMMARY Loading 6. CG is lower than 27% MAC the basic performance must be corrected T. Fill in all the masses (For DOW see chapter 6.08 .5 Conventional load sheet.5. page 5) 6. page 6) 4.O. Instr. LDG: Make CG correction on LDG speed and distance.O. manual calculation 1.5. page 6) 3.GuideA320 Revision: 4 Effective Date: 25.O. calculate MAC ZFW & MAC T. Fill in the fuel index (see chapter 6. Fill in all the masses & pax figures according ramp agent 5. Fill in the corrected index (see chapter 6.: Make CG correction or use appropriate RTOW chart.2.2.04. Fill out the header Page : 43 of 171 2. Caution : when the T. 8 iu 43252kg 49.6 iu Charter 43347kg 52.785 +1 +1 +0 +0 –1 –1 –2 –2 –2 –3 –3 –3 –3 –3 –3 WEIGHT (kg) 11000 11500 12000 12500 13000 13500 14000 14500 15000 15500 16000 16500 17000 17500 18000 DENSITY (kg/l) 0.800 –3 –3 –2 –2 –2 –3 –3 –4 –5 –6 –6 –7 –8 –9 –10 6.0 iu Index corrections for crew version: ACM: FPC: APC: +90kg / -1.3 iu 42667kg 47.7 iu 43349kg 49.2 DOW / DOI A320 for conventional Load sheet Example for D-ABDA This can be found on the reverse side of the conventional load-sheet.1 iu City Shuttle 4 legs 43037kg 48.A320 LINE TRAINING SUMMARY Loading 6. Registratio n Crew Version Catering none D-ABDA 2/0 2/4 42307kg 47.2 iu (AFT Cabin Attendant Seat) Instr.9 iu 43707kg 53.5.785 –3 –2 –2 –2 –2 –3 –4 –4 –5 –6 –7 –8 –8 –9 –10 0. WEIGHT (kg) 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500 9000 9500 10000 10500 DENSITY (kg/l) 0.800 +1 +1 +0 +0 –1 –1 –2 –2 –2 –3 –3 –3 –3 –3 –3 0.1 iu (Jump Seat Cockpit) +90kg / -1.1 iu City Shuttle 42892kg 48.04.1 Fuel index table Page : 44 of 171 This can be found on the reverse side of conventional load-sheet.GuideA320 Revision: 4 Effective Date: 25.0 iu (FWD Cabin Attendant Seat) +90kg / +1.2 iu Charter long range 43432kg 53.8 iu 43792kg 54.5.08 . LMC limit +/.1.are within the limits permitted in the OM/B. The load message sent to the destination must contain the corrected figures of pax.9.changes may be relayed to the commander via radio or the ground service interphone.either plus or minus .and trim-sheet are only permitted if the changes of the load .1 000 kg The changes have to be entered into the weight and balance sheet into the "LMC" column. (Already 100kg may change T/O speeds significantly!) Instr.if time does not permit . The flight deck crew and ground staff amend their copies accordingly.6 Last minute changes procedure Page : 45 of 171 (Source: Airberlin OM-A 8. One person (LMC) is to be calculated with 90 kg including baggage. In exceptional cases .A320 LINE TRAINING SUMMARY Loading 6.4) As explained in the definition.08 . W&B and especially the T/O performance have to be correct and therefore to be recalculated!.GuideA320 Revision: 4 Effective Date: 25.04. cargo. baggage or mail load. last minute changes to the load. Note: The LMC-procedure is only to be applied in the Loadsheet. 3) Air Berlin calculates with the following Standard Passenger Weights: All Adults 76kg Children 35kg Infants counted only For flights within Germany and flights within Spain and all city shuttle flights (e. STN.7 Standard Weight Values (Source: Airberlin OM-A 8.08 .1.g.): Male 88kg All Adults 70kg Children 35kg Infants counted only Mass values for checked baggage Domestic flights 11 kg Within the European region Intercontinental flights 15 kg All other 13 kg 13 kg Instr. BGY etc. VIE.GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Loading Number : Page : 46 of 171 6. VIE. STN.) use the following Passenger Weights: All Adults 84kg Children 35kg Infants counted only or male/female splitted weights for flights within Germany and flights within Spain and all city shuttle flights (e.04. BGY etc.g. ZRH.9. ZRH. 24) 7.32) SAC (Slat and Flap Control Computer) could lead to slats/flaps locked.04. they may re-engage a tripped C/B. if the flight crew coordinates the action with maintenance. On ground.08 .GuideA320 Revision: 4 Effective Date: 25. and only one re-engagement should be attempted. do not re-engage a circuit breaker that has tripped by itself.1 Computer reset On ground On ground almost all computers can be reset except: • • • • ECU (Engine Control Unit) EIU ( Engine Interface Unit) BSCU (Brake Steering Control Unit) if the aircraft is not stopped (see also FCOM 3. 7.2 7.04.04. Instr. unless the Captain (using his/her emergency authority) judges it necessary for the safe continuation of the flight. For all other circuit breakers. provided the cause of the tripped C/B is identified.2. do not re-engage any tank fuel pump circuit breaker.A320 LINE TRAINING SUMMARY Resetting of computers and C/B’s Page : 47 of 171 7 Resetting of computers and C/B’s (Source: A320 FCOM 3. This procedure should be adopted only as a last resort.1 Tripped C/B reengagement in flight In flight. STEER FAULT BRAKES AUTO BRAKE FAULT BRAKES BSCU CH 1 (2) FAULT BRAKES BSCU SYS 1 (2) FAULT For more details see FCOM 3.24) For the following system malfunction respectively ECAM warnings/cautions a trouble shooting procedure exists: • • • • • • • • • • • • • • • • • • • • • • • • • • 7.04. the crew may perform a BSCU reset to recover correct functioning of the system.A320 LINE TRAINING SUMMARY Resetting of computers and C/B’s 7.08 . 3.32 BSCU RESET Instr.32) In case of braking / steering problems.04.2 In flight Page : 48 of 171 In flight. In particular this applies in the case of any of the following ECAM warnings: WHEEL N. the crew must restrict computer resets to those listed in the table (A320 FCOM.GuideA320 Revision: 4 Effective Date: 25.W.2.04.3 VENT AVNCS SYS FAULT AIR PACK 1(2) REGUL FAULT AUTO FLT YAW DAMPER 1 (2) FAULT WINDSHEAR DET FAULT REAC W/S DET FAULT AUTO FLT FCU 1(2) FAULT AUTO FLT FCU 1+ 2 FAULT one MCDU locked or blank both MCDU locked or blank FMGC malfunction F/CTL ELAC 1 (2) FAULT F/CTL ALTN LAW F/CTL ELAC 1 (2) FAULT F/CTL ELAC 1 (2) PITCH FAULT Braking malfunction ELAC OR SEC malfunction ANTI ICE L (R) WINDSHIELD (WINDOW) FWS FWC 1 (2) FAULT L/G LGCIU 1 (2) FAULT Failure messages on the CIDS FAP in the cabin ENG IGN A + B FAULT ENG 1 (2) FADEC A (B) FAULT COM CIDIS 1 + 2 FAULT Frozen RMP FAP freezing SMOKE LAV + CRG DET FAULT BSCU reset (in-flight and on ground) (Source: A320 FCOM 3.04.2. 02.08 . FUEL & APU) recommended actions exist. See FCOM 3.04.80) For several advisories (CAB PRESS.3 ECAM advisories Page : 49 of 171 (Source: A320 FCOM 3. ELEC.80 ECAM ADVISORY CONDITION Instr.GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Resetting of computers and C/B’s 7.2. Sink rate maximum 1000 FPM below 1000ft AGL.08 . go-arounds should be initiated whenever a safe landing is not assured. Exception: Circling approach and VFT training patterns: wings must be level on final when aircraft reaches 500 feet AGL. Power setting appropriate for configuration and not below the minimum power for approach as defined by the aircraft operations manual (A320 & A319: N1 approx. however an explanation has to be given to the passengers. except respective approach procedure dictates otherwise. Instr. (necessary call outs by PNF: +10 KIAS / -5 KIAS of deviations) Aircraft is in the proper landing configuration.1) An approach is stabilized if all of the following conditions are met: • • • • • • • • Aircraft is on correct flight path. field not in sight at DH / MDA or any other safety reason . 2° pitch). Only small changes in heading and pitch are required to maintain path (10° heading. 2. 8.04.2 Philosophy of stabilized approach (Source: Airberlin OM-A 2.2) All approaches must be stabilized by 1000 feet AGL! In order to reduce the risk of "approach and landing accidents".11. Any go-around accomplished needs not to be reported to DO. Aircraft speed is not more than Vref + 20 KIAS and not less than Vref. stabilized approach criteria are violated.A320 LINE TRAINING SUMMARY Stabilized approach Page : 50 of 171 8 8.3.3.11.GuideA320 Revision: 4 Effective Date: 25.1 Stabilized approach Definition (Source: Airberlin OM-A . 40%-55%) All briefings and checklists have been performed ILS approach must be flown within one dot of the expanded localizer band. GuideA320 Revision: 4 Effective Date: 25. A continuous aft pressure has to be applied as usual.08 . SPEED mode is effective except if autoland (AP ON with LAND/FLARE).A320 LINE TRAINING SUMMARY Landing technique Page : 51 of 171 9 9. watch the BIRD position versus the A/C attitude symbol in the centre of PFD. Indeed with ATHR ON. If you feel that you are very active on the stick. look out well ahead of the A/C. As the aircraft descends through 30 ft. These are “typical” figures. • In order to assess the flare and the A/C position versus the ground. The roll is a roll rate law till the A/C is on ground. the pitch law is modified to flare mode: indeed. It is a reminder. Consequently as the speed reduces. PNF shall announce it. The system memorizes the attitude at 50 ft.e. 9. the ATHR will add thrust during the flare to keep the A/C on target speed. this gives a good assessment of the drift. However if PITCH greater than 10°.04.2 Flare (Source: A320 Instructor Support. and that attitude becomes the initial reference for pitch attitude control. Feedbacks and static stability augmentation are removed on ground. • At 20 ft a call out “RETARD” reminds the pilot to retard thrust lever.1 Landing technique Final approach (Source: A320 Instructor Support. The A/C is stable. thus in which direction to look for the runway. The final approach with crosswind is conducted flying the aircraft track to the runway centreline. Normal Operation) When reaching 50 ft RA. This is a “crabbed approach” with wings level. The flare technique is thus very conventional. release it and the A/C will stabilize. the normal pitch law which provides trajectory stability is not the best adapted for the flare manoeuvre. When transitioning from IMC to VMC. i. the system begins to reduce the pitch attitude (2° down in 8 sec). not an order. • Start the flare at around 20 ft. be smooth on the stick. applying a drift correction. it is a progressive aft action on the stick. the pilot will have to move the stick rearwards to maintain a constant path. But then: • don’t turn towards the runway • don’t duck under. Therefore if you are late to retard the thrust levers in a manual landing. Normal Operation) Once AP is set to OFF using the Instinctive Disconnect button on the stick either on short final or in the flare. The typical pitch increment in Flare is approximately 4° which leads to a –1° flight path angle associated to a 10 kts speed decay in the manoeuvre. Instr. A320 LINE TRAINING SUMMARY Landing technique 9.3 Crosswind landing Page : 52 of 171 (Source: A320 Instructor Support, Normal Operation) During the flare, the roll normal law is still effective. Thus when the pilot applies a right rudder pedal input for example, the aircraft yaws and rolls to the right; but it stabilizes with a steady bank angle. The more pedal input there is, the more induced yaw and bank there is with stick free. The aircraft will then turn gently to the right. If the A/C comes for landing with wind from the left, and if the pilot wishes the A/C to land with the fuselage aligned with runway centreline, he has to apply some rudder to the right. Thus, if he does not act laterally on the stick, the A/C will turn to the right because of the resulting bank angle and because of the effect of the wind. In order to keep the A/C on the runway centreline, the pilot will have to apply some stick to the left. Hence the recommended technique for crosswind landing is: • smoothlyapply rudder to align the A/C on runway centreline. • act on the stick (on the opposite direction) to maintain the A/C on the centreline, with possibly very slight wing down into wind. Note: In strong crosswind, a full decrab might lead to a significant into wind aileron input causing a significant bank angle. The Pilot must be aware that there are aircraft geometry limitations in pitch and in bank not only to prevent incurring a tail strike but to prevent scrapping the engine pod, the flaps or the wing tip. In such conditions, a partial decrab is preferable. Example: with 30 kts crosswind, a full decrab leads to 10° bank angle, whereas a partial decrab (5° crab angle remaining) requires only 5° bank angle. 9.4 Tail strike at landing (Source: FCOM Bulletin N° 806/1) Industry statistics show that tail strikes are more likely to occur at landing, than at takeoff (2 to 1). Although most of them are due to deviations from normal landing techniques, some are associated with such external conditions as turbulence and wind gradient. Deviations from normal landing technique are the most common causes of tail strikes, the main reasons for this being: • • • • • Allowing speed to decrease well below Vapp before flare. Prolonged hold-off for a smooth touchdown. Too high flare Too high a sink rate, just prior reaching the flare height. Bouncing at touchdown. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Landing technique 9.5 Bouncing at touch down Page : 53 of 171 (Source: FCOM Bulletin N° 806/1) In case of a light bounce, maintain the pitch attitude and complete the landing, while keeping thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate. In case of a high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid a second touchdown 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 a high bounce, as thrust may be required to soften the second touchdown, and the remaining runway length may be insufficient to stop the aircraft. 9.6 Engine-out landing (Source: FCOM 3.04.27 P5) The engine-out landing is basically a conventional landing. The pilot should trim to maintain the slip indication centred. It is yellow, as long as N1 is less than 80%. Between 100 and 50 feet, the pilot he can reset rudder trim to make the landing run easier, and to recover full rudder travel in both directions. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Use of weather radar Page : 54 of 171 10 Weather radar 10.1 General A weather radar is only as good as the operator’s interpretation of the echoes that are displayed on the indicator. The pilot must combine his knowledge of how radar works and its limitations with such things as the prevailing weather pattern, the geographic location, and his personal experience to make a sound interpretation of the displayed targets. 10.2 Technical background (Source: Instructor Support, Normal Operation) The weather radar detects precipitation droplets such as: • • • rain drops wet hail wet snow, etc. The strength of the echo is a function of the drop size, composition and amount. Water particles reflect five times as much as ice particles of the same size. Consequently the following weather phenomena are not detected by radar: • • • • • clouds fog clear air turbulence lightning wind The antenna is stabilized. The angle between the weather radar antenna and the local horizon is called ‘tilt’. 10.3 Use of the weather radar The weather radar is used to detect, analyze and avoid significant weather. 10.3.1 Tilt Effective tilt management is the key to weather avoidance. Weather scanning is achieved by varying the tilt. The basic/initial value of the antenna tilt should be such as to depict the first ground returns at the top of the ND. Consequently, the tilt is directly linked to the phases of flight and the ND range selection. Note: In most of the Airberlin A320 Family Aircrafts an AUTO TILT function is available. 10.3.1.1 Before Take off If significant weather is suspected, slowly scan up to +10° the departure path, then set the tilt to + 4°. 10.3.1.2 Climb To avoid “over scanning”, tilt downwards as the aircraft climbs and maintain ground returns at the top of the ND. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 When using turbulence detection.04.1. the aircraft could be flying into hail.3. then set the gain back to AUTO.1.(In FL 370 the line of sight is approximately 240NM) 10. When closing in on significant weather decrease the ND range and tilt further down. from which the heavy rain droplets have not had time to fall to the flight level through the updrafts. Notes: • Over calm sea and even ground the ground return is poor. but not in the line of flight. the radar display may not entirely correspond to the current weather. start with the gain in AUTO mode. when the MULTISCAN switch is in AUTO position.A320 LINE TRAINING SUMMARY Use of weather radar 10. Note: When the MULTISCAN switch is in the AUTO position (tilt automatic mode) and the GAIN is set to CAL (automatically calibrated). 10. Before evaluating any weather echoes. adjust the tilt to eliminate ground returns up to 90 NM. When rain returns appear below the flight path. it begins to melt and form a thin surface layer of liquid that will give a return. A slight downward tilt of the antenna (toward the warmer air at lower altitude) may show rain coming from unseen dry hail that is directly in the flight path. Instr. Turbulence is detected within approx.3.4 Descent During descent tilt upward to maintain the ground returns at the top of the ND 10.3. Manually vary the gain to determine the strongest area of a cell. Therefore.5 Approach To avoid ground returns tilt upward to + 4° 10. tilt down until ground returns are on the 80NM line and return to the 80NM range.GuideA320 Revision: 4 Effective Date: 25. however.MULTISCAN FUNCTION) 10.3. Tilting the antenna up and down regularly will produce the total weather picture. this Temporary Revision is issued to indicate that.1. • No ground returns beyond line of sight. A good range to identify and observe significant weather is the 80NM range. the GAIN should be manually set to +8 to ensure that the radar display provides an optimum reflection of the current weather condition (Source A320 TR WEATHER RADAR .08 .3. Set the 160 NM range. As it falls into warmer air.4 Spotting dry hail Small dry hail may not return echoes on a radar that is designed for weather avoidance.2 Gain Gain is mostly used in mode AUTO.3 Cruise Page : 55 of 171 Use a slightly negative tilt and maintain ground returns at the top of the ND. 50 NM and not affected by gain setting. the reverse is sometimes true: the radar may be scanning below a rapidly developing storm cell.3 WX+T and TURB modes WX+T and TURB are used to locate wet turbulence areas. At low altitude operation. 08 . wind shear).6 Colour gradient Echo intensity gradients should also be observed and are very important. Instr.5 Turbulence above cloud tops Limited flight data shows there may be a relationship between turbulence above cloud tops and the speed of upper tropospheric winds.000 ft above the cloud tops. significant turbulence can be expected as high as 10. Thus the intensity of the echo might diminish with altitude.7 Pilot behaviour with significant weather It is recommended to take the following actions to avoid significant weather: • • • • • • • • • whenever suspecting weather. Closely spaced or thin lines between different colours are usually associated with severe turbulence and should be avoided.GuideA320 Revision: 4 Effective Date: 25. Do not attempt to fly below a storm even in visual conditions (turbulence. Frequent and vivid lightning indicates a high probability of severe turbulence. scan by varying radar tilt. 10. Remember that ice crystals are poor reflectors. A strong echo may be received from rain water at lower altitudes. Severe turbulence may be encountered up to 5’000 ft above a cell. avoid all red and magenta cells by at least 20 NM. This value may decrease 1.A320 LINE TRAINING SUMMARY Use of weather radar Turbulence versus altitude Page : 56 of 171 Studies by the National Severe Storms Laboratory (NSSL) of Oklahoma show that thunderstorms extending to 60’000ft show little variation of turbulence intensity with altitude.04. Use turbulence detection to isolate turbulence from precipitation. Storms with tops above 35’000 ft must be considered hazardous. deviate upwind rather than downwind (less chances of turbulence or hail). do not under estimate a thunderstorm even if the echo is weak (wet parts only are detected). but a weaker echo will be received as the antenna is tilted up because of frozen water at the higher altitudes. but the severity of the turbulence might not. When the winds at the top of the storm exceeds 100 kt. 10. 10.000 ft for each 10-kt reduction of tropospheric wind speed. GuideA320 Revision: 4 Effective Date: 25. or 3. For Approach: • • Use A/THR for managed speed. the speed for turbulence penetration given in the graph below.04. in stabilized conditions.08 . When thrust changes become excessive : disconnect Auto Thrust. Only change thrust in case of an extreme variation in airspeed. so as to provide the best protection against the effect of gust on the structural limits. but do not chase altitude. the flight crew and the cabin crew must secure all loose equipment and turn on the "SEAT BELTS" and "NO SMOKING" signs.8 Severe turbulence: (Source: A320 FCOM 3. • • • • • • Consider requesting a lower flight level to increase margin to buffet onset. Maintain attitude and allow altitude to vary. This thrust setting attempts to obtain. If the crew flies the aircraft manually: • • Expect large variations in altitude. can be used. aim to keep the speed in the region of the target speed given in this section. that decreases buffet margins and is difficult to recover.) Before entering an area of known turbulence. whilst maintaining an adequate margin above VLS.4. (Sufficient buffet margin exists at optimum altitude.4. Configuration 3 provides more energy and less drag. and do not chase your Mach or airspeed. A transient increase is preferable to a loss of speed. Configuration FULL. Instr.91) If turbulence is unavoidable. However. Keep the autopilot ON.91). Set the thrust to give the recommended speed (see table FCOM 3.A320 LINE TRAINING SUMMARY Use of weather radar Page : 57 of 171 10. GuideA320 Revision: 4 Effective Date: 25.1 Flight planning 11.04.1.08 .1.1 General For more details concerning flight planning refer also to chapter Flight Planning 11.39 0. 25L = 25.30 – 0.poor poor unreliable not reported µ (fc) ≥ 0.36 .100% not reported dd 00 01 02 xx 90 91 92 93 9x 98 99 // Depth < 1mm 1 mm 2 mm xx mm 90 mm not used 10 cm 15 cm 5x cm 40 cm Rwy inop not significant BB 95 94 93 92 91 99 // Remarks 88CLRD// all Rwys o. 25R = 75. all = 88 D 0 1 2 3 4 5 6 7 8 9 / Deposit clear & dry damp wet or water patches rime or frost covered dry snow wet snow slush ice Compact or rolled snow Frozen ruts or ridges Deposit not reported Braking action good medium -good medium medium .2 Runway contamination Code: RRDCddBB RR Runway e.0.25 C 1 2 5 9 / Contamination < 10% 11%-25% 26%-50% 51% .40 0.35 0. DDSNOCLO RR//99// Rwy closed due to snow removal Rwy clearance in progress Instr.A320 LINE TRAINING SUMMARY Winter operation Page : 58 of 171 11 Winter operation 11.k.29 ≤ 0.g.26 – 0. 1.7mm g mass water water 64t 1500 1970 2670 2560 62t 1440 1920 2580 2480 58t 1370 1800 2400 2320 54t 1320 1690 2240 2170 Assumptions: • Configuration FULL • Airport elevation 2000ft • 2 Reversers operative • No wind correction • No CG correction • No correction for speed increment 6.1.3mm 12.67.3.1.3.10) Page : 59 of 171 11.1 Required landing distance (pre-flight) The required landing distance for pre-flight planning is equal to the actual landing distance multiplied with 1.3mm slush 2570 2500 2370 2240 12.04.3. In case of landing in Conf FULL with landing weight equal to or less than 65000 kg. manual landing Required landing distance in meters Runway condition Landin dry wet 6.GuideA320 Revision: 4 Effective Date: 25.7mm slush 2530 2400 2270 2150 Compacted snow 2460 2410 2290 2180 ice 4320 4230 4040 3860 11. l req = 5 ⋅ l act 3 lreq: lact: required landing distance actual landing distance 11.03. The required landing distance for automatic landing is equal to the corrected required landing distance for manual landing except in the following case: • • In case of landing in Conf 3 with landing weight equal to or less than 65000 kg. Instr.1 Manual landing 11.2 Summary.2 Automatic landing Determine the corrected required landing distance for manual landing from the data above. it is equal to the corrected required landing distance for manual landing increased by 125 meters.08 .3.1.A320 LINE TRAINING SUMMARY Winter operation 11. required landing distance.3 Required landing distance (Source: A320 FCOM 2.1.1. it is equal to the corrected required landing distance for manual landing increased by 70 meters.1. 125 in) deep. lt is encountered at temperatures around 5°C and its density is approximately 0.A320 LINE TRAINING SUMMARY Winter operation 11. or loose snow. will fall apart again upon release. Icy is a condition where the friction coefficient is 0. Slush is water saturated with snow which spatters when stepping firmly on it. and there is visible moisture in the air (such as clouds. Wet snow is a condition where. or .2 Definitions (Source A320 FCOM 2. or o Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow). equivalent to more than 3 mm (0. snow. less than or equal to 3 mm or when there is sufficient moisture on the runway surface to cause it to appear reflective.08 . ice or snow is present on the taxiways or runways. Its density is approximately 0. Compacted snow is a condition where snow has been compressed (a typical friction coefficient is 0. • • • • • • • • • • • Instr. slush. fog with low visibility of one mile or less. Its density is approximately 0. but when the moisture on it does not give it a shiny appearance.GuideA320 Revision: 4 Effective Date: 25. Dry snow is a condition where snow can be blown if loose.125 in) of water. Dry runway: A dry runway is one which is neither wet nor contaminated.2 kg/ dm3. or slush. but without significant areas of standing water. including wet ice Wet runway: A runway is considered wet when the runway surface is covered with water.10) • Page : 60 of 171 Contaminated runway: A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following: o Surface water more than 3 mm (0. ice crystals) or standing water.85 kg/dm3.05 or below.4.2). or equivalent. sleet. even when moisture is present. or if compacted by hand. rain. Icing conditions may be expected when the OAT (on the ground and for takeoff) or when TAT (in flight) is at or below 10°C.04. and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain «effectively dry» braking action.4 kg/dm3.Ice. snow will stick together and tend to form a snowball. Standing Water is caused by heavy rainfall and/or insufficient runway drainage with a depth of more than 3 mm. Wet runway and equivalent: Equivalent of a wet runway is a runway covered with or less than o 2mm slush o 3 mm standing water o 4 mm wet snow o 15 mm dry snow Damp runway: A runway is considered damp when the surface is not dry. if compacted by hand. Engines. snow. Control surface cavities. 11. rate of climb or flight altitude instrument systems.2. Air data probes. Vertical stabilizer and rudder. The “MAKE IT CLEAN AND KEEP IT CLEAN“ rule applies. snow.3.70) If oil temperature is below – 40° C the engine has to be preheated T/O with oil temperatures below -10°C is not allowed Page : 61 of 171 11.91 11. It is imperative that takeoff not be attempted unless the CDR has ascertained. Generally intakes and outlets.7) A pilot shall not take off in an airplane that has: • • frost. or frost formations.3.GuideA320 Revision: 4 Effective Date: 25. In particular. windshield or power plant installation or to airspeed.3 De-icing on ground 11. these parts include: • • • • • • • • • • • Wing surfaces including leading edges. Horizontal stabilizer upper and lower surface.A320 LINE TRAINING SUMMARY Winter operation On ground operation 11.1 Clean aircraft concept (Source: Air Berlin OM-A 8.1.2 Exterior inspection An inspection of the aircraft must visually cover all critical parts of the aircraft and be performed from points offering a clear view of these parts. altimeter. that all critical surfaces of the aircraft are free of adhering ice.1 Securing the aircraft for cold soak See A320 FCOM 3. Static vents. Fuselage. Instr.2. This is known as the “Clean Aircraft Concept“ and it is ultimately the responsibility of the Commander that this rule is effectively followed on every takeoff.08 .2.04.04. snow.2 Engine start in cold weather (Source: A320 FCOM 3. Landing gear and wheel bays. slush or ice adhering to the wings or stabilizers or control surfaces or any frost adhering to the upper surfaces of wings or stabilizers or control surfaces.5. slush or ice adhering to any fan blade. Angle-of-attack sensors. 04. adding (relatively) warm fuel can melt dry.3. such as areas above the spars and the main landing gear doubler plate. In most cases. Drizzle/rain and ambient temperatures around 0°C on the ground is very critical.3 Clear ice phenomenon Page : 62 of 171 Under certain conditions.GuideA320 Revision: 4 Effective Date: 25. especially in poor lighting and when the wing is wet. especially in the wing tank area. Heavy freezing has been reported during drizzle/rain even at temperatures of 8 to 14°C. 11. Severe conditions occur with precipitation. important that these areas are checked prior to departure and any frozen deposits removed. Abnormally large amount of remaining cold fuel in wing tanks causing the fuel level to be in contact with the wing upper surface panels as well as the lower surface. It is. The areas where different wing structures are concentrated (a lot of cold metal). The clear ice may not be detected from the cabin either because wing surface details show through. Under freezing fog conditions.3. onto the affected areas. when sub-zero fuel is in contact with the wing upper surface skin panels. Ice can build up on aircraft surfaces when descending through dense clouds or precipitation during an approach. When ground temperatures at the destination are low. this is accompanied by frost on the under wing surface. a clear ice layer or frost can form on the wing upper surfaces when the aircraft is on the ground. it is possible that. accumulations of ice may remain undetected between stationary and moveable surfaces. such as a cabin heater. therefore. It must always be remembered that below a snow / slush / anti-icing fluid layer there can be clear ice. The areas most vulnerable to freezing are: • • • The wing root area between the front and rear spars. resulting in a situation that the remaining fuel in the wing tanks is below 0° C. If clear ice is detected.08 .A320 LINE TRAINING SUMMARY Winter operation 11. The following factors contribute to the formation intensity and the final thickness of the clear ice layer: • • • Low temperature of fuel that was added to the aircraft during the previous ground stop and/or the long airborne time of the previous flight. it is necessary for the rear side of the fan blades to be checked for ice build-up prior to start-up. and climb the steps so that you can touch a wide sector of the tank area by hand. falling snow with the possibility of re-freezing. Any part of the wing that contains unused fuel after flight. when flaps are retracted. The leading edge may not feel particularly cold. • • • Instr. Temperature of fuel added to the aircraft during the current ground stop. the wing upper surface should be de-iced and then re-checked to ensure that all ice deposits have been removed. Any discovered deposits should be removed by directing air from a low flow hot air source. The clear ice accumulations are very difficult to detect from ahead of the wing or behind during walk-around.4 General checks • A recommended procedure to check the wing upper surface is to place high enough steps as close as possible to the leading edge and near the fuselage. sleet. it is necessary to ensure that all ice and frost is removed before flight.08 .6) Flaps should be set just prior take-off to prevent damage by slush. (Source Airberlin OM-A 8. those flaps which are extended must be inspected and. inspect the aircraft when it arrives at the ramp for slush/ice accumulations. If the aircraft arrives at the gate with flaps in a position other than fully retracted.) This allowance exists to cope mainly with cold fuel. and humid conditions not necessarily linked to winter operations. if necessary. snow. runway and adjacent areas. This consideration must increase flight crew awareness to include the condition of the taxiway. in the area of fuel tanks and a thin layer of rime or a light coating of powdery (loose) snow on the upper surface of the fuselage.GuideA320 Revision: 4 Effective Date: 25. if icing conditions are expected to occur along the taxi and takeoff path. During anti-icing and de-icing. It is important to note that the rate of ice formation is considerably increased by the presence of an initial depth of ice. the Flight Crew Operating Manual allows takeoff with a certain amount of frost on certain parts of the aircraft (a frost layer less than 3mm on the underside of the wings.5. ice. However.2. the moveable surfaces shall be in stowed position.6) • • • • Instr. As mentioned above. deiced before retraction.A320 LINE TRAINING SUMMARY Winter operation • Page : 63 of 171 When slush is present on runways. these areas must be also de-iced. when the aircraft need to be de-iced.04. (Source Airberlin OM-A 8. since surface contamination and blown snow are potential causes for ice accretion equal to natural precipitation.5. Therefore.2. from the de-icer itself or another elevated piece of equipment).g.2 Operational responsibility The general transfer of operational responsibility takes place at the moment the aircraft starts moving by its own power. The ground crew must make sure that the flight crew has been informed. his request will supersede the ground crew member’s judgement to not de-ice. He should check the aircraft for the need to de-ice. by touch) to ensure that there is no clear ice on suspect areas. based on his own judgement. taxi times. The responsibility of accepting the performed treatment lies. and he is responsible for the correct and complete de-icing and/or anti-icing of the aircraft.08 .5. Equally.1 Maintenance responsibility Page : 64 of 171 The information report (de-icing/anti-icing code) given to the cockpit is a part of the technical airworthiness of the aircraft. He will. The person releasing the aircraft is responsible for the performance and verification of the results of the de/anti-icing treatment. As the final decision rests with the Commander.5.A320 LINE TRAINING SUMMARY Winter operation 11. The Commander must.04. It may be necessary to gain direct access to physically check (e. Instr.g. indicating that the aircraft critical parts are free of ice. 11. 11. frost and snow. he can simply request a repeat application. This information includes the results of the final inspection by qualified personnel.GuideA320 Revision: 4 Effective Date: 25.3. however. initiate de-/anti-icing. The inspection must visually cover all critical parts of the aircraft and be performed from points offering sufficient visibility on these parts (e. when in doubt about the aerodynamic cleanliness of the aircraft. The flight crew should make sure that they have the information. Therefore. holdover time and other relevant factors.3. No aircraft should be dispatched for departure after a de-icing / anti-icing operation unless the flight crew has been notified of the type of de-icing / anti-icing operation performed. the Commander should take into account forecasted or expected weather conditions. taxi conditions.3. As the Commander is responsible for the anti-icing condition of the aircraft during ground manoeuvring prior to takeoff.3. perform (or have performed) an inspection or simply request a further de-/anti-icing. It also includes the necessary anti-icing codes to allow the flight crew to estimate the holdover time to be expected under the prevailing weather conditions.5 Responsibility 11. The responsible ground crew member should be clearly nominated. if required. with the Commander.6 Final check before aircraft dispatch No aircraft should be dispatched for departure under icing conditions or after a de-icing / anti-icing operation unless the aircraft has received a final check by a responsible authorized person. he can request another anti-icing application with a different mixture ratio to have the aircraft protected for a longer period against accumulation of precipitation. o When the holdover time (HOT) began. This prevents de-icing fluid from entering the aircraft.91) 11. reset the AEVC circuit breaker at the end of the aircraft de-icing procedure.A320 LINE TRAINING SUMMARY Winter operation 11. Do not move flaps or slats. o The mix ratio of fluid to water (for example 75/25). THRUST LEVERS CHECK IDLE • Aircraft prepared for spraying 11. pack valves. AIR COND/AVNCS VENT/CTL D06 on 49VU. if they are not free of ice. 11. Note: If the "VENT AVNCS SYS FAULT" warning appears. must include (anti icing code): o Type of fluid used.2 Before fluid spraying: • • • • CAB PRESS MODE SEL CHECK AUTO ENG BLEED 1 + 2 OFF APU BLEED OFF DITCHING pushbutton ON Outflow valve. Always have the aircraft treated symmetrically: The left and right sides must receive the same and complete treatment. In view of the low OAT. o Hold over time (HOT) NORMAL PROCEDURE RESUME Revision: 4 Effective Date: 25. confirm that the outflow valve indication reaches the open green position to avoid any unexpected aircraft pressurization. Try to make sure that all flight support services are completed prior to treatment.1 Cockpit preparation • • • • • Page : 65 of 171 Before treatment. flight control surfaces. avoid pressurizing or testing flight control systems. ENG BLEED 1 + 2 ON At least 60 seconds after APU start.4.7 Procedures (Source A320 FCOM 3. AIR COND/AVNCS/VENT/MONG Y17 on 122 VU.04.3. there is no time limit for this configuration. or on completion of spraying operation: APU BLEED ON PITOTS and STATICS (ground crew) CHECK GROUND EQUIPMENT REMOVE DE-ICING/ANTI-ICING REPORT RECEIVED The information from ground personnel.7. Avoid indiscriminate use of de-icing fluid and its ingestion by the engine or APU. and avionic ventilation inlet and extract valves close.3. or trim surfaces.7. Avionic ventilation is in closed circuit with both fans running.08 • Instr. to avoid any delay between treatment and start of taxiing.GuideA320 .3 Upon completion of the spraying operation • • • • • • • DITCHING pushbutton OFF OUTFLOW VALVE CHECK OPEN On the ECAM PRESS page.7.3. who performed the de-icing and post-applicationcheck.3. resulting in specific odours.A320 LINE TRAINING SUMMARY Winter operation Page : 66 of 171 Apply appropriate normal procedures. consider APU BLEED OFF during takeoff. experience has shown that a certain snowfall can be judged as light. Instr. If in doubt. Thus. a pre-takeoff check should be considered 11. Note: If the fuselage has been sprayed. Disregard them. the radio altitude indications may fluctuate and auto call outs or GPWS warnings may be activated. After landing do not retract flaps & slats to avoid damage of the structure After engine shut down make a visual inspection to determine that the flaps/slats mechanism is free of contamination When flaps/slats mechanism is free of contamination use following procedure: o BLUE & YELLOW PUMP ON o FLAPS RETRACT o BLUE & YELLOW PUMP OFF Note: 1. there is a risk of de-icing fluid ingestion by the APU air intake. or to re-protect the aircraft. 'ANTI ICE F/O TAT FAULT'. During taxi on snowy runways. The view of the weather is rather subjective. perform the appropriate checks to evaluate aircraft icing.04. on the amount of ice that has built up on the critical surfaces since the last de-icing. In freezing precipitation.04.GuideA320 Revision: 4 Effective Date: 25. Disregard these warnings. medium or heavy by different people. There are several parameters influencing holdover time. or just before takeoff. or SMOKE warnings. Base the decision on whether to takeoff. 'ANTI ICE CAPT TAT FAULT'. as revealed by a personal inspection from the inside and outside of the aircraft.10) If taxiing in icing condition with precipitation on runways and taxiways contaminated with slush or snow: • • • • Before T/O keep flaps & slats retracted until reaching the holding point on the T/O runway. On contaminated runways and taxiways. The timeframes given in the holdover timetables consider the very different weather situations worldwide. Pay special attention to the flight control check. Make this inspection before the holdover time expires.4 Taxiing in icing conditions (Source: A320 FCOM 2. The minimum requirement is to receive the anti-icing code in order to figure out the available protection time from the holdover timetable. 'L/G SHOCK ABSORBER FAULT' may be triggered. Do not consider the information given in the holdover timetables as precise. 2. the radio altimeters may not compute any data and the ECAM warnings 'DUAL ENG FAILURE'.08 . The accelerate-go distance is increased due to the precipitation drag. Most of the time.5.3 mm slush • Note : 1.GuideA320 Revision: 4 Effective Date: 25.7 mm wet snow is equivalent to 6. The natural loss of payload.5. and the accelerate-stop distance is increased due to the reduction in the friction forces.5 Take off on contaminated runways 11. takeoff speeds and derated takeoff thrust are the main ways of limiting a loss in takeoff weight. 11. Conf 3) helps reduce the takeoff distance (improvement of the runway performance) at the expense of the climb performance (degradation of the lift to drag ratio). the presence of an obstacle may still require a minimum climb gradient calling for a lower flap setting. Instr.8 mm dry snow is equivalent to 6. A higher flap setting (e. a contaminated runway calls for higher flap setting. The accelerate-go and the accelerate-stop distances are then reduced. can be minimized by different means.g. 2. the runway is not considered contaminated.3 Flap setting Three different flap settings are proposed for takeoff. A quick comparison of the performance for the three different flap settings reveals which one is best. The influence of the flap setting on the takeoff performance is well-known.8mm of dry snow or 25.04. As far as performance determination is concerned. 3. Yet. On a damp runway no performance degradation should be considered.1 Runway contamination Page : 67 of 171 If the layer of contaminant on the runway is thin enough. It is not recommended to take off from a runway covered with more than 50. The choice of the optimum flap setting is usually done manually.A320 LINE TRAINING SUMMARY Winter operation 11. Optimization of flap setting.2 Performance Optimization A contaminated runway impacts runway-related performance.3 mm slush o 50. 11.4mm of wet snow. The right balance must be found. the following guidelines should be considered: • Wet runway and equivalent: Equivalent of a wet runway is a runway covered with or less than o 2mm slush o 3 mm standing water o 4 mm wet snow o 15 mm dry snow Contaminated runway: A linear equivalence between depth of slush and snow has been defined: o 12.g. FLEX takeoff is not allowed from a contaminated runway. Low flap settings (e. but only wet. Conf1+F) provide good climb performance (good lift to drag ratio) while the takeoff distance is longer (in other words bad runway performance).08 . resulting from lower takeoff weight.5. 11. damp or wet runway (less than 3mm water depth) runway covered with slush runway covered with dry snow runway covered with standing water with risk of hydroplaning or wet snow icy runway or high risk of hydroplaning 11.25 and below unreliable reported braking action good medium-good medium medium-poor poor max.5 Crosswind limits (Source: Airbus FCOM 2. crosswind component 29kt 29kt 25kt 20kt 15kt 5kt equivalent runway condition 1 1 2/3 2/3 3/4 4/5 equivalent runway condition (only valid for maximum crosswind determination) 1. If necessary. Icing conditions do not systematically lead to ice accretion.26 – 0.1 General • Atmospheric physics and meteorology tell us that icing conditions generally occur from slightly positive °C down to -40 °C and are most likely around FL100. 2.04. stratiform clouds can accumulate lots of ice. High accretion rates are not systematically associated with Cumulonimbus.29 0. 5.6. o When rapid icing is encountered in a stratiform cloud. 3. lift off and retract gear and flaps in the normal manner.5.39 0. 4. Icing conditions are far most frequent than effective ice accretion. use differential braking Rotate not before VR .04. Should the pilot encounter icing conditions in flight.10. it should be understood that if severe icing rarely occurs below -12 °C.) Page : 68 of 171 When taking off on contaminated runways.5. dry. some recommendations are: In addition to using EAI and WAI according to procedures.40 and above 0. slightly positive OATs do not protect from icing and that icing conditions can be potentially met at any FL.4 Recommended procedure (Source: A320 FCOM 2. a moderate change of altitude will significantly reduce the rate.6 Aircraft contamination in flight 11.GuideA320 .36 – 0. type of cloud. following procedure is recommended: • • • • Select TOGA Do not abort takeoff for minor deficiencies even at low speeds If you have to abort takeoff maintain directional control with the rudder and small inputs to the nose wheel. Revision: 4 Effective Date: 25.35 0.30 – 0. the pilot should keep an eye on the icing process: Accretion rate.A320 LINE TRAINING SUMMARY Winter operation 11.08 • • • • Instr. Nevertheless.10) Reported runway friction coefficient 0.04. 11.7 Landing on contaminated runways (Source: A320 FCOM 2.04. 11.15. even if the SAT is below .4. WING ANTI ICE should be selected ON. o In configuration lower than FULL. Use auto brake Approach at the normal speed Make a positive touchdown If needed use max reverse thrust until the aircraft is fully stopped Use nose wheel steering with care Caution: • • Extended flight. should be avoided. If there is evidence of significant ice accretion and to take into account ice formation on non heated structure. following procedure is recommended: • • • • • • Avoid landing on contaminated runways if antiskid is not functioning.40° C. and the landing distance must be multiplied by 1.30) WING ANTI ICE may either be used to prevent ice formation. keep speed as high as permitted. ENGINE ANTI ICE must be ON before and during a descent in icing conditions. whenever there is an indication that airframe icing exists.10) (Source: A320 FCOM 3.08 . or are anticipated. or on the windshield wipers.1. and the landing distance in CONF 3 must be multiplied by 1.6.04.30) ENGINE ANTI ICE must be ON during all ground and flight operations.2 Engine anti-ice (Source A320 FCOM 3. except during climb and cruise when the SAT is below . Instr. VLS + 5 knots. This can be evidenced by ice accumulation on the visual ice indicator (located between the two cockpit windshields). when icing conditions exist.4. in icing conditions with the slats extended. and do not retract flaps after landing.30) When landing on contaminated runways.3 Wing anti-ice (Source: A320 FCOM 3. delay flap extension as much as possible. VLS + 10 knots. or to remove ice accumulation from the wing leading edges.GuideA320 Revision: 4 Effective Date: 25.6.A320 LINE TRAINING SUMMARY Winter operation o Page : 69 of 171 If icing conditions prevail on the approach.4.40° C. the minimum speed should be : o In configuration full. 11. When the temperature is lower than ISA.04.7. Any deviation from ISA will.29 0. the true altitude of the aircraft will be lower than the figure indicated by the altimeter. when the temperature is lower than ISA. the correction has to be applied on the height above the elevation of the altimeter setting source. therefore.30 – 0. and the correction on the height above the airport has to be applied on the indicated altitude. getting to grips with cold weather operations) The pressure (barometric) altimeters installed on the aircraft are calibrated to indicate true altitude under International Standard Atmosphere (ISA) conditions. This means that the pressure altimeter indicates the elevation above the pressure reference by following the standard atmospheric profile.1 Corrections Various methods are available to correct indicated altitude.04. The altimeter setting source is generally the atmosphere pressure at an airport. where the temperature may be considerably lower than the temperature of the standard atmosphere and may lead to a significant altimeter error.25 and below unreliable reported braking action good medium-good medium medium-poor poor Page : 70 of 171 max.A320 LINE TRAINING SUMMARY Winter operation 11. A low temperature may decrease terrain clearance and may create a potential terrain clearance hazard. whereby the indicated altitude differs from the true altitude.39 0. Instr. 3.8. 4. 2. crosswind component 33kt 29kt 25kt 20kt 15kt 5kt equivalent runway condition 1 1 2/3 2/3 3/4 4/5 equivalent runway condition (only valid for maximum crosswind determination) 1. dry. result in an incorrect reading. The same correction value is applied when flying at either QFE or at QNH.GuideA320 Revision: 4 Effective Date: 25. this occurs in cold weather conditions.35 0.1 Crosswind limits for landing on contaminated runways (Source: Airbus FCOM 2. In all cases.36 – 0.40 and above 0.26 – 0.08 . damp or wet runway (less than 3mm water depth) runway covered with slush runway covered with dry snow runway covered with standing water with risk of hydroplaning or wet snow icy runway or high risk of hydroplaning 11. 5. Temperature greatly influences the isobaric surface spacing which affects altimeter indications. It may also be the origin of an altitude/position error.8 Low temperature effect on altimeter indication (Source: Airbus.10) Reported runway friction coefficient 0. Specifically. 11. This method is generally used to adjust minimum safe altitudes and may be applied for all altimeters setting source altitudes for temperatures above -15°C. Let’s now assume that the actual Outside Air Temperature (OAT) is -10°C. The ISA deviation is then. or.04 ⋅ 22 10 = 220ft Instr.08 . decrease aircraft indicated altitude by 4% per 10°C below ISA of the height above the elevation of the altimeter setting source.8. 11.04. The altitude error is: ∆A = 2500ft ⋅ 0.GuideA320 Revision: 4 Effective Date: 25.2 Example Let’s assume ZRH with an airport elevation of 1500 ft. The airport elevation is the same as altimeter setting source altitudes elevation = 1500 ft. The Intermediate altitude on the VOR 28 approach is 4000ft or 2500ft above GND.A320 LINE TRAINING SUMMARY Winter operation Page : 71 of 171 Increase obstacle elevation by 4% per 10°C below ISA of the height above the elevation of the altimeter setting source. equal to 22°C. The ISA temperature at 1500 ft is 12°C. as they execute various procedures. or limitations. The flight crew should be aware of the configuration or failure. a failure of a system or an item of equipment that costs the aircraft the use of other systems or items of equipment. but need not take immediate action. 12.1 Types of failures • • • Independent: Primary: Secondary: a failure that affects an isolated system or item of equipment without degrading the performance of others in the aircraft. Instr. These titles and remarks guide the flight crew. These are particular messages that apply to particular pieces of equipment or situations (inhibition messages. The item is operating normally.2 Color code The ECAM display uses a color code that indicates the importance of the failure or the indication.GuideA320 Revision: 4 Effective Date: 25.08 . • • • • • • RED: AMBER: GREEN: WHITE: BLUE: MAGENTA: The configuration or failure requires immediate action.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Page : 72 of 171 12 Handling of abnormal and emergency situations 12. for example). the loss of a system or an item of equipment resulting from a primary failure. These are actions to be carried out.04. excess cab alt) Amber caution: The flight crew should be aware of the configuration or failure. time and situation permitting.3 Warning / Caution classification (Source A320 FCOM.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12. overspeed) • System failure altering flight safety (eg : Eng fire. or limit flight conditions (eg: stall.10) Page : 73 of 171 Level 3 Signification Red warning: The configuration. Green. The affected parameter pulses green. or Magenta message on E/WD NONE Advisory Information Memo Information : Recalls normal or automatic selection of functions which are temporarily used NONE Instr.04. but does not need to take any immediate action. Warning message (red) on E/WD Automatic call of the relevant system page on the S/D MASTER CAUT light amber steady Caution message (amber) on E/WD Automatic call of the relevant system page on the S/D Failure Mode 2 NONE 1 Caution message (amber) on E/WD generally without procedure. Amber.GuideA320 Revision: 4 Effective Date: 25. 1. or failure requires immediate action: • Aircraft in dangerous configuration. Automatic call of the relevant system page on the S/D.08 . these cautions should be considered without delay to prevent any further degradation of the affected system: • System failure without any direct consequence on the flight safety (eg: HYD G SYS LO PR) Amber caution: Requires crew monitoring : • Failures leading to a loss of redundancy or system degradation (eg : FCDC fault) System parameters monitoring Aural Continuous Repetitive Chime (CRC) or specific sound or synthetic voice Single Chime (SC) Visual MASTER WARN light red flashing or specific red light. However.31. a black square indicates the precondition A sequential precondition or a phase of flight is indicated by a black dot TITLE TITLE Abnormal procedure displayed on ECAM Abnormal procedure not displayed on ECAM TITLE TITLE Emergency procedure displayed on ECAM Emergency procedure not displayed on ECAM 12.4.00. g n If actions depend on a precondition. A320 FCOM.02.4.4 Use of QRH (Source QRH 0.01) 12.08 .2 Contents The QRH is divided in following sections • • • • • • Emergency Procedures Abnormal Procedures Normal Procedures In FLT Performance Ops Data OEB’s Instr. the procedures displayed on the ECAM are not provided in the QRH. 3.1 Scope The QRH contains some specific procedures which are NOT displayed on the ECAM.GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Page : 74 of 171 12. As a general rule.04. This includes both the procedure and the STATUS review.4. 3. After referring to the approach portion of the summary.4.04. When the failure occurs.1 General The summaries consist of QRH procedures. and after performing the ECAM actions. should the PNF refer to the corresponding QRH summary. Since normal landing distances are also given on this page.3.01) 12. in order for the pilot to decide whether to divert or not. for failure cases leading to the loss of the MCDU. As the recommendations provided in this portion of the summary are deemed sufficient. in the event of an electrical emergency configuration or dual hydraulic failure. The pilot is presumed to know the computation method. The landing and go-around portions of the summary should be used for the approach briefing. 12. In any case. the ECAM should be applied first. They have been created to help the crew handle the actions to be carried out. it is not necessary to refer to the "LANDING WITH FLAPS (SLATS) JAMMED" paper procedure.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12. which is not fully addressed on the ECAM.08 .2 Approach preparation As always.4.02.3. 12. and use the VREF given on the MCDU (the destination having been previously updated). the PNF should refer to the "cruise" portion of the summary. the PNF should refer to the "cruise" portion of the summary to determine the VREF correction. in order to determine the landing distance coefficient. the PNF will be able to compute the landing distance taking failure(s) into account. and check that all APPR PROC actions have been completed.3 Use of summaries in the QRH (Source A320 FCOM.3. A VREF table is provided in the summary. Page : 75 of 171 Instr. Only after announcing "ECAM ACTIONS COMPLETED". the PNF should then review the ECAM STATUS. After reviewing the STATUS. approach preparation includes a review of the ECAM STATUS.GuideA320 Revision: 4 Effective Date: 25. and compute the VAPP.4. This portion has primarily been added due to the flap extension procedure.3 Approach The APPR PROC actions should be performed by reading the approach portion of the summary. through the MASTER WARN light) until : • • The appropriate flight path is established The aircraft is at least 400 feet above the runway.02 abnormal and emergency procedures) PNF reads the Status and confirms the completion of the ECAM procedure with “ECAM COMPLETED. Irreversible items (engine master switch. and excessive delay in procedure initiation. fire pushbutton) must be confirmed by the PF Executes configurations changes required by the PF After a checklist is finished the PNF informs the PF: PNF: PF: “TITLE. because it is a good compromise between the necessary time for stabilization.01 & QRH 0.00) Procedures are initiated on the Pilot Flying's command. No action is taken (apart from canceling audio warnings.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12.02.5 Task sharing for abnormal and emergency procedures (Source: A320 FCOM. provided that the appropriate flight path is established.GuideA320 Revision: 4 Effective Date: 25. approach or go-around. COMPLETED. Before studying the Status consider following: • • • Does an OEB (Operations Engineering Bulletin) for the actual problem exist? Is a restart or reset of an affected System possible? Are all checklists completed? (Checklists for normal ops as well as checklists in FCOM 3. CLEAR?” PF confirms with “CLEAR” and normal task sharing is resumed.04. A height of 400 feet is recommended. In some emergency cases. CLEAR ?” “CLEAR” After completion of the whole checklist the Status page appears. 3. “I HAVE CONTROL. Instr.08 . ECAM ACTIONS” Page : 76 of 171 PF initiates ECAM: Task sharing: PF: • • • • PNF: • • • Controls the Aircraft Communicates with ATC Is responsible for the thrust levers Requests configuration changes Reads titles and checklists and executes required actions. IRS. the Pilot Flying may initiate actions before this height. if a failure occurs during takeoff. resulting from an emergency or abnormality. and the ECAM STATUS has been reviewed. if time permits.80). if the aircraft deviates from the desired or safe flight path.7 Landing distance Any increase in landing distance. If an abnormal procedure causes LAND ASAP to appear in amber on the ECAM.04. the Pilot Flying should land at the nearest suitable airport.GuideA320 Revision: 4 Effective Date: 25. the crew should consider the seriousness of the situation. In case of other failures.02. down to 500 ft AGL in all modes. Page : 77 of 171 12. 12. the crew may refer to FCOM procedure (FCOM 3. the fault should be confirmed on the system display. When ECAM actions have been performed. NAV FPA. including CAT II/CAT III ILS approaches and fail-passive automatic landing. ECAM procedures and STATUS information. supplemented by a PFD/ND check suffice for handling the fault. the use of the AP is not permitted in the following modes : FINAL APP. the AP has not been certified in all configurations. Instr. and select a suitable airport. must be based on the actual landing distance in Conf FULL (Refer to FCOM 3. when available : • • • In case of engine failure.08 . When performing an engine-out non precision approach. before applying the ECAM procedures. extra vigilance is required.02) for supplementary information. However. However. and the AP must be disconnected.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Notes: • • • If an emergency causes LAND ASAP to appear in red on the ECAM.6 Use of autopilot The autopilot (AP) may be used in most failure cases. and its performance cannot be guaranteed. NAV V/S. If the pilot chooses to use the AP in such circumstances. 2.80) The "W/S AHEAD" message is displayed on each PFD.01) The following procedures are to be applied without referring to paper: • • • • • • • Windshear Windshear ahead TCAS EGPWS Loss of braking Beginning of emergency descent Beginning of unreliable speed indication Page : 78 of 171 12. 3.02. The color of the message depends on the severity and location of the winds hear.80) Before V1: • The takeoff should be rejected only if significant airspeed variations occur below indicated V1 and the pilot decides that there is sufficient runway remaining to stop the airplane.1 W/S AHEAD red Instr. 3. 3. slats gear) closely monitor flight path and speed If AP engaged the AP disengages when α is greater then α prot If FD is not available use an initial pitch attitude up to 17. If necessary to minimize the loss of height.04.5°. if demanded) Note: • • • • do not change configuration (flaps.08 .8 Memory Items (Source: A320 FCOM.1 Windshear (Source: A320 FCOM. increase this pitch attitude.8. 12.2 Windshear ahead (PWS) (Source: A320 FCOM.8. 12.GuideA320 Revision: 4 Effective Date: 25.8.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12.02. TOGA ROTATE FOLLOW After V1: • THR LEVERS • REACHING VR • SRS ORDERS In flight: • THR LEVERS TOGA • AP (if engaged) KEEP • SRS ORDERS FOLLOW (This includes full back stick.02. • If AP engaged the AP disengages when α is greater then α prot • If FD is not available use an initial pitch attitude up to 17.5°. During the takeoff run • Reject takeoff. Note: Predictive windshear alerts are inhibited above 100 knots until 50 feet. Instr. provided the windshear is not entered. the warning may be considered cautionary. WINDSHEAR AHEAD".04. WINDSHEAR AHEAD".GuideA320 Revision: 4 Effective Date: 25. Before takeoff • Delay takeoff. Note : If a positive verification is made that no hazard exists.08 . or select the most favorable runway. • SRS ORDERS FOLLOW Note: If AP engaged the AP disengages when α is greater then α prot Landing The W/S AHEAD warning is associated with an aural synthetic voice "GO AROUND.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Page : 79 of 171 The W/S AHEAD warning is associated with an aural synthetic voice "WINDSHEAR AHEAD. if demanded. the slat/flap configuration can be changed. When airborne • THR LEVERS TOGA As usual. increase this pitch attitude. • • • • THR LEVERS ANNOUNCE FLAPS L/G UP TOGA "GO AROUND-FLAPS" RETRACT ONE STEP SELECT Note: • This includes the use of full back stick. If necessary to minimize the loss of height. Select FLAPS 3. FPA or V/S.8.02. Page : 80 of 171 During approach • • • • • • • • Note : • • When it is using the GS mini-function. considering also which has the most appropriate approach aid.04. Engage the autopilot.91.80 & FCOM 3.04. for a more accurate approach and earlier recognition of deviation from the beam. Check both FDs engaged in ILS. Use the weather radar. 3. Use the weather radar or the predictive windshear system before commencing takeoff to ensure that the flight path clears any potential problem areas. associated with managed speed. when ILS is available. Delay landing or divert to another airport until conditions are more favorable.08 .A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12. If downburst is expected.91) Apply precautionary measures. Evaluate takeoff conditions using observations. Before takeoff • • • • • • Delay takeoff until conditions improve.2 W/S AHEAD amber (Source: A320 FCOM. Instr. increase Vapp displayed on the MCDU up to a maximum of VLS + 15 knots. experience and checking weather conditions. Select the most favorable runway. Monitor closely airspeed and airspeed trend during the takeoff run for early signs of windshear.2. Select TOGA thrust.4. experience and checking weather conditions. as indicated in the SUPPLEMENTARY TECHNIQUES 3. Select the most favorable runway (considering location of the likely windshear). the system will carry extra speed in strong wind conditions.GuideA320 Revision: 4 Effective Date: 25. Evaluate condition for a safe landing by Using observations. Use managed speed in the approach phase. • GO AROUND procedure must be performed when a RA "CLIMB" or "INCREASE CLIMB" is triggered on final approach.08 .) Instr. Note : • Avoid excessive maneuvers. as required. RA (“climb” or “descent” or “monitor vertical speed” or “maintain vertical speed. maintain“ or “adjust vertical speed“ ): • • • • • • • AP (if engaged) OFF BOTH FD OFF Adjust the vertical speed. to that indicated on the green area of the vertical speed scale.GuideA320 Revision: 4 Effective Date: 25. TA (“traffic”) • Attempt to see the traffic Page : 81 of 171 Corrective resolution advisory. 3. If necessary.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12.3 TCAS (Source: A320 FCOM. while keeping the vertical speed outside the red area of the VSI and within the green area.15) Traffic advisory.04. (Resolution Advisories (RA) are inhibited below 900 feet. resume normal navigation in accordance with ATCclearance. use the full speed range between Vmax and Vmax. Respect all GPWS or wind shear warnings Attempt to see the traffic Notify ATC When “clear of conflict” is announced.34.8. QRH 1.2. 3.4 EGPWS (Source:A320 FCOM. During daylight and VMC conditions. the alert may be considered cautionary.14) Page : 82 of 171 12.34.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12.4.4. Instr.8.2 Soft warnings MCL and synthetic voice “TERRAIN TERRAIN” or “TERRAIN AHEAD” or “ TOO LOW TERRAIN” or “SINK RATE” or “GLIDE SLOPE” etc. Do not delay reaction for diagnosis.8.GuideA320 Revision: 4 Effective Date: 25. clean up aircraft as required. with terrain and obstacles clearly in sight. When speed is above VLS and V/S is positive. 12. TERRAIN PULL UP“ or “TERRAIN AHEAD PULL UP” or “AVOID TERRAIN” • • During night or in IMC apply the procedure immediately.2.) • Take positive corrections. Reaction: • • • • • • • AP PITCH Pull up to full back stick and maintain. decrease pitch and accelerate.1 Hard warnings MWL and synthetic voice “PULL UP“ or “TERRAIN.8.04. Take positive corrections.08 . QRH 1. THRUST LEVERS SPEED BRAKE BANK OFF PULL UP TOGA CHECK RETRACTED WINGS LEVEL or ADJUST When flight path is safe and EGPWS warning ceases. since initial pedal force or displacement produces more braking action in alternate mode than in normal mode. Brake onset asymmetry may be felt at each parking brake application.32. at low ground speed.8. delay the use of the parking brake until low speed.13) If autobrake selected: • BREAK PEDALS PRESS Page : 83 of 171 If no braking available: • • REV MAX BRAKE PEDALS RELEASE Brake pedals should be released when the A/SKID & N/W STRG selector is switched OFF.08 . Instr.GuideA320 Revision: 4 Effective Date: 25. If possible.04. to reduce the risk of tire burst and lateral control difficulties.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12.since the pedal force or displacement produces more braking action in alternate mode than in normal mode.5 Loss of braking (Source: A320 FCOM. adjust brake pressure as required. MAX BRK PR 1000 PSI Monitor brake pressure or BRAKES PRESS indicator.2. • • • If still no braking : • PARKING BRAKE USE Use short successive parking brake applications to stop the aircraft. BRAKE PEDALS PRESS Apply brake with care. Limit brake pressure to approximately 1000 psi and. 3. A/SKID & N/W STRG OFF Braking system reverts to alternate mode. QRH 1. 8.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Page : 84 of 171 12.GuideA320 Revision: 4 Effective Date: 25.08 . • Instr.8.6. To avoid autopilot disconnection and automatic retraction of the speed brakes. QRH 1.02.25) Immediate Actions: • OXY MASK ON • Descend with autopilot engaged • ALT selector knob turn and pull • HDG selector knob turn and pull • Target SPD/MACH adjust • THR LEVERS (if A/THR not engaged) IDLE • SPEED BRAKES FULL Extension of the speed brakes will significantly increase VLS.8. When selecting a new HDG ensure that it makes sense.1 Beginning of Emergency descent (Source: A320 FCOM. flights to and from LEPA from Germany pass over mountainous regions – don´t turn towards high terrain. allow the speed to increase before starting to use the speed brakes.2 Points of considerations • • • When the oxygen masks are on. For example. A quick way to determine the MORA is to select CSTR and check the lower left of the ND for the value (remember that it is the Grid MORA). After the beginning actions executed by memory. due to possible activation of the angle of attack protection.6 Emergency descent 12. TCAS may also be used to choose a HDG that doesn´t pose a risk to other traffic.6. refer to the QRH for further actions. establish communication When selecting an altitude.80. it should be above MORA/MOCA. Another example.04. 3. 12. 08 • • • • Instr. is a symptom of a real overspend condition. Rely on the stall warning that could be triggered in alternate or direct law. and standby instruments). In this remote case. Abnormal correlation of the basic flight parameters (speed. that contradicts with at least one of the indicated speeds. either by • • • • • • • • • • Speed discrepancies (between ADR 1. or the wrong speed indication cannot not be positively identified) Immediately apply the memory items : AP/FD/ATHR OFF. by comparing all of the indicated speeds/altitudes (from ADR 1. provided a significant difference is detected. and fly the memory pitch – thrust settings. associated with the overspend VFE warning. Therefore.2. or increase in aerodynamic noise with decreasing speed. Check the resulting speed indicated on the table with all the indicated speeds/altitudes (from ADR 1. 3 and standby instruments) with the expected Revision: 4 Effective Date: 25.1 General Unreliable speed indication may be due to radome damage. Stall warning. pitch attitude. During this failure identification time. Unreliable speed indications may be suspected.GuideA320 .7. 2.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12. Fluctuating or unexpected increase/decrease/permanent indicated speed. Page : 85 of 171 How to apply the procedure • If the wrong speed or altitude information does not affect the safe conduct of the flight.04. or due to air probe failure or obstruction. Depending on the failure. refer to the QRH in order to determine the pitch and thrust settings required by the current flight phase. first apply the ADR CHECK procedure to identify the faulty ADR(s) and switch it (them) OFF. Determine the faulty ADR(s) once the aircraft is stabilized. Abnormal AP/FD/ATHR behavior. Consequently. enter the unreliable speed procedure. if static probes are affected. If the safe conduct of the flight is affected (all the speed indications are unreliable. the overspend warning may be false or justified. or overspend warnings.34) 12. 3. the aircraft systems will consider the remaining correct source as being faulty and will reject it. it is recommended to maneuver the aircraft with care until the ADR(s) is (are) switched OFF. the flight control and flight guidance computers will use the remaining two wrong ADRs for their computation. Buffet. they will not be able to reject two erroneous speeds or altitudes that synchronously and similarly drift away. However. in all cases of unreliable speed situation. once stabilized. Impossibility of extending the landing gear by the normal landing gear control. or pressure altitude. the pilots must identify the faulty ADR(s) and then switch it (them) OFF. or severe turbulence table (if in cruise). Then.8. thrust. Unreliable speed cannot be detected by the ADIRU. since the flight control laws may be affected. If necessary. Inconsistency between radio altitude and pressure altitude. 3 and standby instruments) to positively identify the faulty ADR(s). to set the pitch and thrust corresponding to the current flight phase. 2. The indicated altitude may also be affected.8. 3.7 Unreliable speed indication (Source: A320 FCOM. Reduction in aerodynamic noise with increasing speed. The flight control and flight guidance computers normally reject erroneous speed/altitude source(s). 2. because it is based on angle of attack. climb rate). It is not affected by unreliable speeds. 2 Beginning of Unreliable Speed Indication (Source: A320 FCOM. Ground speed variations can provide valuable short-term information at low altitude. 12.8. as per the table . if in alternate law.2. THRUST LEVER PITCH ATTITUDE below FL100 PITCH ATTITUDE above FL100 CLB 10° 5° After the beginning actions executed by memory.34) • • • • • AP / FD A/THR FLAPS SPEED BRAKES L/G OFF OFF MAINTAIN CURRENT CONFIG CHECK RETRACTED UP Below thrust reduction altitude • • THRUST LEVER PITCH ATTITUDE TOGA 15° Above thrust reduction altitude • • • Note: • • • Respect the stall warning. In the extreme case where the faulty ADR(s) cannot be identified and all speed indications remain unreliable. if altitude information is affected. Instr. The FPV is unreliable. In other cases.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Page : 86 of 171 • speed. 3. use ground speed and GPS speed/altitude variations for reasonableness considerations.GuideA320 Revision: 4 Effective Date: 25.08 . it is a valuable aid in establishing a safe flight path.04.7. apply the proper pitch-thrust settings for each flight phase until landing and refer to ground speed and GPS speed/altitude variations for assistance. refer to the QRH for further actions. Note: The speed of 100 knots is not critical: It was chosen in order to help the captain make his decision.10 & 3.2 Decision management Below 100 knots : • • The decision to reject the takeoff may be taken at the captain's discretion. Therefore.8. Above 100 knots.08 . As soon as he decides to abort. Rejected takeoffs have sometimes been hazardous even though the performance was correctly calculated.80) 12. This may be due to the following : • • • • • • • Delay in initiating the stopping procedure Tires damaged Brakes worn or not working correctly. and performs the stop actions.8 Rejected T/O / Emergency Evacuation (Source: A320 FCOM. thus improving the safety margin. It is impossible to list all the factors that could lead to the decision to abort the takeoff.8. the pilot should be "go-minded" if none of the main failures cited below ("Above 100 knots and below V1") has occurred. Page : 87 of 171 The aircraft is certificated according to FAR amendment 25-42.04. whichever occurs first).02. which allows 2 seconds between decision and action.1 General The decision to reject the takeoff and the stop action is made by the captain. Therefore the captain should keep his hand on the thrust levers until V1 is reached whether he is PF or PNF.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations 12. if any ECAM warning is activated. based on flight tests. the ECAM inhibits the warnings that are not paramount from 80 knots to 1500 feet (or 2 minutes after lift-off.8. 3. 12. the captain should seriously consider discontinuing the takeoff.GuideA320 Revision: 4 Effective Date: 25. depending on the circumstances Although we cannot list all the causes.8. Instr. as speed approaches V1.8. initial temperature higher than normal Brakes not fully applied Runway friction coefficient lower than expected Error in gross weight determination Runway line-up not considered. takes over. he calls "stop". rejecting the takeoff becomes a serious action that may lead to a hazardous situation.02. and to avoid unnecessary stops from high speed. but in order to help in the decision process. 12. if the speed is approaching V1. Sudden loss of engine thrust.1 Phase 1 CMD: • • “stop” CALL THRUST LEVERS MAX REVERSE Full reverse may be used until coming to a complete stop. because it may not be possible to stop the aircraft on the remaining runway. The V1 call has precedence over any other call. (MAIN WARNINGS ONLY) ENG OIL LO PR ENG REV UNLOCKED L + R ELEV FAULT Page : 88 of 171 • • • Nose gear vibration should not lead to an RTO above 100 knots.GuideA320 .8. In case of tire failure between V1 minus 20 knots and V1: Unless debris from the tires has caused serious engine anomalies.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Above 100 knots and below V1 : • Rejecting the takeoff at these speeds is a more serious matter. it is preferable to reduce reverse thrust when passing 70 knots. Very few situations should lead to the decision to reject the takeoff.8.8. if there is enough runway available at the end of the deceleration.3. ECAM warnings such as: ENG or APU FIRE ENG FAIL CONFIG. It could lead to a hazardous situation. But. Above V1: Takeoff must be continued. particularly on slippery runways. and land with a full runway length available. it is far better to get airborne. The main ones are: o o o Fire warning or severe damage.3 Procedure during a rejected takeoff 12.8.08 Instr. reduce the fuel load. Malfunctions or conditions that give unambiguous indications that the aircraft will not fly safely.04. FO: • • • • • • BREAK RESPONSE REVERSE “70 kt” ANY WARNING ATC ON GND EVAC C/L MONITOR CONFIRM CALL OUT CANCEL INFORM LOCATE Revision: 4 Effective Date: 25. GuideA320 Revision: 4 Effective Date: 25. take over manually.8. at or below 1000 PSI.08 . if the aircraft comes to a complete stop using autobrake MAX.2 Phase 2 CMD: • • • FO: • ECAM ACTIONS INITIATE PARKING BRAKE PA “cabin crew at stations” “ECAM actions” ON CALL CALL 12. full pressure would be applied to the brakes. Instr. • • • • • 12. until it is absolutely clear that an evacuation is not necessary and that it is safe to do so.3. The aircraft will stop in the minimum distance.8. If the brake pedals were fully pressed when switching the A/SKID & NOSE WHEEL switch OFF. the Captain simultaneously reduces thrust and applies maximum pressure on both pedals.8. full manual braking should be applied and maintained. as required.8.3. After a rejected takeoff. Do not attempt to clear the runway. only if the brake pedals are maintained fully pressed until the aircraft comes to a stop. If normal braking is inoperative.A320 LINE TRAINING SUMMARY Handling of abnormal and emergency situations Page : 89 of 171 Note: • If the brake response does not seem appropriate for the runway condition.3 Evacuation Phase • • If required. Inform ATC of intention and required assistance. immediately switch the A/SKID & NOSE WHEEL switch OFF and modulate brake pressure.04. release brakes prior to taxi by disarming spoilers. refer to the ON GROUND EMER/EVACUATION Checklist for evacuation. If the autobrake is unserviceable. If in doubt. Can you fly directly for a straight in approach to an airport 30 miles ahead? After working through this section you will appreciate what factors must be considered in finding a reasonable course of action for the above examples and actual situations during daily operations. This topic will concern the pilots awareness of the aircraft’s vertical and lateral position and energy in relation to the descent path – using the FMS data as back-up rather than the primary source of information. Remember – a controlled safe descent will provide you with the time to devote your attention to other matters. EFIS) to aid the pilot in planning and executing a descent from cruising level all the way down to the landing. there are also disadvantages to consider: • • • • The FMS is most useful for long-term predictable paths. Flight-crews lose awareness of factors that lead to the most economically viable descent (fuel savings). ATC asks you “AB7221 you have 25 Track Miles to land. By using the FMS. PFD and ND can be used to monitor vertical and lateral progress of descent. is this sufficient?” You are cruising 37’000 feet. It is not uncommon for pilots to misjudge the descent ending up “high and fast” – an uncomfortable situation that will require much attention and capacity to rectify.g. fire and smoke develops in the cabin.04.GuideA320 Revision: 4 Effective Date: 25. Instr. indicating deviations to +. However.A320 LINE TRAINING SUMMARY Descent planning Page : 90 of 171 13 Descent planning 13. execution and monitoring of the descent.08 .10ft on the PERF Page on the MCDU.1 General The Airbus A320 is equipped with numerous electronic tools (FMS. radar vectors. These tools have distinct advantages which include: • Economic descent (fuel savings) • FMS can be programmed to consider constraints • MCDU. the flight-crew risks to become less situationally aware regarding the lateral and vertical position and energy of the aircraft in relation to the descent path independently from the FMS. Some practical examples that would require an approximate rapid calculation by the pilots independent of the FMS (no time available to program the FMS): • • • You are at 9000ft AGL during the approach. During emergency or abnormal operations the FMS may not be available for the planning. ATC asks “AB9748 how many track miles do you need for landing?” You are being vectored downwind at an altitude of 6000ft AGL. • It is very accurate. In dynamic and fast-paced ATC environments it is difficult to use the FMS for effective descent planning (e. visual approaches). 2 Energy circle displayed on the ND (Source: A320 FCOM 4.2 Energy management 13. 13.08 .2. It represents the required distance to land by comparing the actual total energy of the aircraft and the required total energy at the destination airport. (The total energy at destination is zero) Instr. E pot = mgh Ekin = 1 mv 2 2 Epot: Ekin: m: g: h: v: So the total energy of the Aircraft is Potential energy Kinetic energy Mass of aircraft Acceleration due to gravity (g=9.A320 LINE TRAINING SUMMARY Descent planning 13. and the aircraft is within 180 NM of the destination. and the current FMS flight phase is in cruise.GuideA320 Revision: 4 Effective Date: 25.04.2.81m/s2) Height of the aircraft above the field Speed of the aircraft Etot = E pot + Ekin The primary concern of the flight-crew during the descent is therefore to control the aircraft’s descent path by managing the total energy so as to be at the desired speed at the required altitude – if possible in an economic manner. descent or approach. The total energy is always the sum of the potential energy (potential energy = altitude) and its kinetic energy (kinetic energy = speed).20 PERFORMANCE FUNCTION) In the ND a green dashed arc is presented if the lateral guidance mode is heading or track. The energy circle is centered on the aircraft position and oriented to the current track line.1 General Page : 91 of 171 A descent constitutes the management of the aircraft´s energy.2. 13. the pilot has two strategies for approach: • • As a first option (1 in the figure below). the Pilot has various tools at his disposal to increase the drag of the aircraft. flaps.3 The economical descent 13. Instr.A320 LINE TRAINING SUMMARY Descent planning 13. slats and gear will increase the drag of the aircraft and thus increase the descent gradient. this speed is the most cost-effective for the given flight. Since the total drag increases exponentially with speed.3 Factors affecting the descent path of the aircraft Page : 92 of 171 The primary factors affecting the descent path of an aircraft can be subdivided into two main groups: • Factors that can be influenced by the Pilot o Configuration – Deploying devices such as spoilers. Consumers such as anti-Ice increase the idle thrust parameters and can also have an influence on the descent path. it can be seen that the steepest descent path is achieved when the pilot flies with spoilers. he can maintain the speed as dictated by the entered Cost Index (Econ Speed) and commence the descent at the relevant point. gear extended. The consequence is that the aircraft has a higher total energy and it takes more effort to change vectors such as speed. o Thrust – The lower thrust setting will translate into a steeper descent path.2. An increase in headwind increases air distance in which the altitude can be defeated. the steepest descent path can be attained flying at the highest possible speeds. As a second option (2 in figure below). slats. Per definition. • Reading the above. Factors that cannot be influenced by the Pilot o Mass – A higher mass constitutes higher inertia.”it can drop like rock”.04. with maximum IAS – and if he is lucky enough to be flying into a head-wind with a comparatively light aircraft…. o Wind – The wind has an influence on the air distance the aircraft has available to reduce the altitude. consumers such as engine anti-ice off.. On the other hand a tailwind will reduce the air distance available to land.08 . Considering that the thrust should be reduced to idle at the top of descent to save fuel. he can initiate a descent at the highest possible speed and drag so as to complete the descent in the shortest possible time.GuideA320 Revision: 4 Effective Date: 25.3. At the appropriate point. o Speed – The descent speed (IAS) can have a significant effect on the descent path. at idle thrust.1 General As seen above. he can choose to continue at the cruising altitude as long as possible in order to have low fuel consumption at high altitude. The descent path is not as steep as the second option and so the descent must begin earlier. flaps. In addition the time gain of option 2 is practically insignificant.08 . the most fuel efficient descent for the applicable flight is the one that is conducted at the ECON SPEED at idle thrust in clean configuration.A320 LINE TRAINING SUMMARY Descent planning Page : 93 of 171 A B 1 – Econ speed 2 – Max speed The most economic descent is option 1. the consumed fuel from A to B defeats the economic purpose of the descent.GuideA320 Revision: 4 Effective Date: 25.04. Whereas option 2 allows the engines to operate at the cruising level for longer and has a shorter descent phase. Instr. Consequently. 2 Planning for an economical descent Page : 94 of 171 As far as fuel efficiency is concerned.req = 3 ⋅ 35 + 20 = FL125 The required aircraft altitude is FL125 or approximately 12’500ft AMSL In the above example you are 1500ft below the 3° descent path and so are in a comfortable position to continue the descent.g.08 . airport elevation 2000ft = approx. req: Aacft: Aairport: tm: tmreq: Required aircraft Altitude Aircraft Altitude Airport elevation Track miles Required track miles [FL] [FL] [FL] [Nm] [Nm] 13.A320 LINE TRAINING SUMMARY Descent planning 13.GuideA320 Revision: 4 Effective Date: 25. Aacft .1 Example 1 During a descent you are at 11’000ft AMSL and are descending to a runway 35 NM away that is at 2000ft AMSL. FL 20.req = 3 ⋅ tm + Aairport Consequently: tmreq = Aacft − Aairport 3 Aacft. have a lift/drag curve in clean configuration that lends itself well to a conduct of a 3° descent gradient. aircraft altitude 10’0000ft = approx FL100.2. Instr.04. The pilot can always check what the aircraft altitude should be is in relation to this gradient with the following formula: Note: For simplification use FL equivalents for altitude and elevation e. The aerodynamics of most commercial aircraft such as the A320.3. Therefore the most cost-effective descent is attained when flying at the company specified Cost Index speed without the aid of devices such as spoilers. Are you on the 3° descent path (do not consider effects of wind in this example)? Required aircraft altitude: Aacft . anytime a high drag device is deployed it means that lift energy is being destroyed – lift that was provided by engine thrust (and fuel!) at some point.3. (1500ft at this distance is a reasonable deviation – you will get a “feel” for this tolerance during practical flying). the Ground speed (as seen on the ND on the A320) must be monitored and the V/S adjusted since the wind can vary significantly at various altitudes.2 Example 2 You see that you are 90 NM from the airport at which you intend to land and are still cruising at FL350.3 A word about track miles The key to successful descent planning is that the pilot is aware of the distance which the aircraft has left to fly over ground.GuideA320 Revision: 4 Effective Date: 25. In order to do this. The airport is at 2000ft. However if the aircraft would fly into an increasing tailwind. It may contain additional miles such as procedure turns that you will end up not flying – considerably reducing your actual track miles.2.3. Are you too high? If so by how much? Answer: a.3. Required track miles: b. Fortunately. When should you start your descent (do not consider effects of wind in this example)? b. be cautious about simply reading the distance on the MCDU F-PLN page. a.08 . this ND is an ideal tool since the distance markings give a good view in which to visualize the possible ground distance. Instr. When calculating the track miles.4 Remaining on the 3° descent path As discussed earlier. the air distance available would decrease and the rate of descent would have to be increased to remain on the descent path.A320 LINE TRAINING SUMMARY Descent planning Page : 95 of 171 13.Aaiport) ) / 3 = (350 – 20) / 3 = 110 track miles Aacft .04. However.req = 3 ⋅ 90 + 20 = FL290 So you should start your descent immediately since you are 6000ft too high! 13. Required aircraft altitude: tmreq = (Aacft . there is a simple formula: VSreq = 5 ⋅ GS VSreq: GS: Required vertical speed Ground speed [ft/min] [kt] This formula already takes into account any existing tail or headwind component. the wind has a distinct effect on how many air miles the aircraft has available for completing the descent.3. 13. If flying into an increasing headwind the aircraft has more air distance available to complete the descent – the pilot would have to reduce the vertical speed to remain on the descent path. Because the method by which the pilot monitors the descent rate is primarily the vertical speed indicator it would be helpful if there was a simple way to calculate the required vertical speed to maintain a 3° descent gradient. 04. Instr. In this case we must act accordingly and intercept the desired gradient using several tools at our disposal.5.g. it often occurs that we find ourselves above the desired descent gradient or even below. the speed can be reduced to attain a descent rate that is appropriate for the descent path.1 Example If you see on your ND that your GS is 300 Knots and you are on the 3° descent gradient.3. However. the only option left to the pilot is to add thrust. VSreq = 5 ⋅ GS = 5 ⋅ 300 = 1500 ft min 13. o If the pilot reduces the speed at this stage. the fuel spent cruising at the original speed will have been wasted. Once established on the descent path.GuideA320 Revision: 4 Effective Date: 25. For example. o If the pilot chooses to continue at this speed.2 Intercepting from below Intercepting the descent-path from below allows the pilot fewer strategies.3. As a result. ATC) or possible (e. 13. Devices such as spoilers are especially useful for increasing descent rate when the speed increase is no longer desired (e.5 Strategies for intercepting the 3° descent path from above and below Because the environment in which we fly is so dynamic. maximum speed for configuration already attained). the pilot reduces the thrust and fuel flow and may be able to attain the descent path without unnecessary additional drag such as spoilers.4.5. Using this notion.A320 LINE TRAINING SUMMARY Descent planning Page : 96 of 171 13. he will later be able to lose the excess altitude effectively by increasing the speed in OP DES mode.08 . If the speed energy required is insufficient to regain the desired descent path.1 Intercepting from above • When above the glide-slope. the same basic energy management principles apply: Excess speed can be traded for altitude. he may have to resort to the spoilers later to defeat the excess altitude. what would be your required vertical speed? Required vertical speed. to speed (kinetic energy).3. the pilot has great flexibility in applying them. By reducing the speed.g. there are cases when further descent is restricted by ATC but the aircraft is already significantly above the desired 3° descent gradient. • • 13. when in OP DES mode (engines at idle thrust) a selection of a higher IAS would result in an increase in airspeed and therefore an increase is descent rate. In this case high-drag devices allow an increase in descent rate without an increase in airspeed. For example. Obviously the deployments of any high-drag devices are undesired during this stage.3. the pilot can convert the excess altitude (potential energy). GuideA320 Revision: 4 Effective Date: 25. fuel cost is a major factor in determining the future of any company. even minor fuel savings per aircraft can add up to vast sums for the entire fleet over the course of a year. So remember.04. great emphasis was put above on the economics of the descent.4 Conclusion Page : 97 of 171 As you have read.A320 LINE TRAINING SUMMARY Descent planning 13. As Airberlin has a considerable fleet size. Although safety remains the top priority – economic flying is becoming ever more important. the descent must be safe and economic! Instr.08 . In today’s industry. 08 . landing gear. passenger convenience items. The failure of instruments or items of equipment in excess of those allowed to be inoperative by the MEL causes the aircraft to be unairworthy. certain conditional deviations from the original requirement are authorized to permit continued or uninterrupted operation of the aircraft in revenue flight: they are published in the MINIMUM EQUIPMENT LIST (MEL) related to applicable regulations. • • • • • For dispatch with secondary airframe or engine parts missing refer to Configuration Deviation List (CDL). For the sake of brevity. In order to maintain an acceptable level of safety and reliability the MEL establishes limitations on the duration of and conditions for operation with inoperative equipment. It is important that rectifications be accomplished at the earliest opportunity. etc… All items which are related to the airworthiness of the aircraft and not included in the list are automatically required to be operative for each flight.1 Objectives An airplane is being type certificated with all required equipments in operating conditions. Therefore. control surfaces. 14. the MEL does not include obviously required items such as wings. If deviations from this type certificated configuration and equipment required by the operating rules were not permitted. engines. specific operations or airlines particular definitions.GuideA320 Revision: 4 Effective Date: 25. in specific conditions and during limited period.A320 LINE TRAINING SUMMARY Minimum Eqipment List Page : 98 of 171 14 Minimum Equipment List (MEL) (Source: A320 Airberlin MEL) 14. The MEL is intended to permit operation with inoperative items of equipment for a period of time until rectifications can be accomplished.2 General application of the MEL • • MEL provisions are applicable until the airplane commences the flight and therefore have to be considered during taxiing prior take off. the aircraft could not be flown in revenue service unless such equipment was operable. His decision to have allowable inoperative items corrected prior flight will have priority over the provisions contained in the MEL. MEL conditions and limitations do not relieve the pilot in command from determining that the aircraft is in a fit condition for safe operation with MEL specified unserviceabilities. etc… or items which do not affect the air worthiness of the aircraft such as galley equipment. entertainment systems. The MEL makes no distinction between what is required for the flight between origin and destination (including the intermediate stops) and what is required for a flight beyond the scheduled arrival point. Experience has proven that the operation of every system or component installed on the aircraft is not necessary. when the remaining instruments and equipment provide an acceptable level of safety. • • Instr.04. 00 page 8.03.4 Required Navigation Performance (RNP) • • Minimum equipment/functions required to begin RNP operations are listed in FM 4.08 . 14. This MEL may not deviate from requirements of the flight manual limitations section.03.50.04. CAT3 SINGLE.00 and FCOM 2.51.00 and FCOM 2. Dispatch with a MAINTENANCE message displayed on ECAM STATUS page is allowed without specific conditions except for the following message: • AIR BLEED: Refer to MEL 36–00–01 14.04. A MAINTENANCE message indicates the presence of a category of failure which can only be identified by the interrogation of CFDS. or CAT3 DUAL capability displayed on FMA are listed in QRH and in the Flight Manual 4.1 Handling of maintenance messages displayed on ECAM status page At the head of each ATA chapter of this MEL. 14. The MEL does not include these requirements. • • 14. FM and FCOM. or airworthiness directives. the related MAINTENANCE messages which may be displayed on ECAM STATUS page are listed with the indication of the associated dispatch status. CAT3 SINGLE. unless the flight manual or airworthiness directive provides otherwise.2 CAT2.2.3 Reduced Vertical Separation Minimum (RVSM) • • Minimum equipment/functions required to begin RVSM operations are listed in Flight Manual 4.GuideA320 Revision: 4 Effective Date: 25. refer to Flight Manual and FCOM. The exposure to additional failures during operation with failed inoperative systems or components must also be considered to determine that an acceptable level of safety is being maintained.2. refer to QRH.2.04. The MEL does not include these requirements.A320 LINE TRAINING SUMMARY Minimum Eqipment List Page : 99 of 171 • Air carriers are responsible for exercising the necessary operational control to assure that no aircraft is dispatched or flown with one or more MEL item inoperative for an indefinite period and without first determining that any interface or interrelationship between inoperative systems or components will not result in a degradation in the level of safety and/or an undue increase in crew workload. CAT3 DUAL automatic approach and landing • • Equipment to be operative to get CAT2. Instr.03. refer to Flight Manual and FCOM. The MEL does not include these requirements.2. emergency procedures. is described in section 02 Operational Procedures When a MEL item calls for a maintenance procedure. this is labelled by an (m).4 Presentation of the MEL For a detailed description of the presentation of the MEL refer to MEL 01.3 Structure of the MEL The content of the MEL is divided into four parts: 14..3. a so called operational procedure (labelled by an (o) ) a procedure.3..2 Section 00E Section 00E contains ECAM warnings/MEL entry. 14. 14.GuideA320 Revision: 4 Effective Date: 25.3.4 Section 02 Operational Procedure Section 02 contains operational procedures..1 Section 00 General Section 00 contains general information about the manual.08 . The relevant procedure can be found in the AM (Aircraft Maintenance Manual) and has to be carried out by a certified mechanic.04.3 Section 01 MEL The Minimum Equipment List contains the LBA approved list of equipment which may be inoperative for aircraft dispatch and/or clearly specified NO GO items if necessary • • When a MEL item requests a flight crew action. 14.3. 14.00 Page 1-5 Instr.A320 LINE TRAINING SUMMARY Minimum Eqipment List Page : 100 of 171 14. 8 the required RNP is as follows: • • • en-route navigation: terminal navigation: approach: RNP-5 RNP-1 RNP-0. double EFIS.2 Dispatch requirements (Source: Air Berlin OM-A. • • RNP 5 (Basic RNAV) RNP 1 (Precision RNAV) 15.1 General When referring to RNP-X.2) The appropriate FMS/RNAV . The Required Navigation Performance (RNP.1. The equipment code for the A320 is E (double FMS.4.3.0. see chapter 15.2 ) Area Navigation (RNAV) is a method of navigation.3.04. which has to be incorporated in field 10 of the ATC flight plan.2Nm is manually entered in MCDU PROG page RNP.51 P-RNAV FOR EUROPEAN TERMINAL PROCEDURES) 15.2. provided the radio navaid coverage supports it for: • • RNP.08 .10) (Source: A320 FCOM 2.2. which permits aircraft operation on any desired flight path within the limits of the capability of self-contained aids or a combination of these.2.36Nm is manually entered in MCDU PROG page Instr. the value X is the navigation accuracy expressed in NM which has to be met with a probability of 95%.04.3.3.A320 LINE TRAINING SUMMARY RNAV Page : 101 of 171 15 RNAV 15. page101) is a parameter describing lateral deviations from an assigned or selected track as well as along track position fixing accuracy on the basis of an appropriate containment level. The indication for air traffic control is the appropriate equipment code. triple IRS) Note: The filing on ATC-FPL is mandatory for use of FMS/RNAV .3 Required Navigation Performance (RNP) (Source: A320 FCOM 2. 8.STARs 15. 8.3 15.3.2 Without GPS PRIMARY RNP requirements are met.3 in approach provided a required accuracy of 0.1 en route and in terminal area provided a required accuracy of 1. According Jeppesen air traffic control 7.transitions to final approach (clearance limit to intermediate fix) are an integral part of the standard arrival procedures and should not be filed separately in the ATC FPL.GuideA320 Revision: 4 Effective Date: 25.1 General (Source: Air Berlin OM-A. When leaving RNP-5 airspace.4.5 in terminal area provided AP or FD in NAV mode is used RNP.04. In inertial navigation.0.0. radio navaid coverage is assumed to support RNP-5 accuracy. B-RNAV capability is maintained for 2 hours.GuideA320 Revision: 4 Effective Date: 25. periodically crosscheck the FM position with navaid raw data.A320 LINE TRAINING SUMMARY RNAV Page : 102 of 171 15. Manual selection of a required accuracy on the MCDU is optional.08 .51 BRNAV IN EUROPEAN AIRSPACE) 15. provided GPS PRIMARY is available. for: • • • RNP. or when entering the terminal area.3 in approach provided AP or FD in NAV mode is used 15. Instr.3. If the accuracy check confirms that only one FMGC position is incorrect. If manual entry of a required accuracy is desired. which means: • • • • • • One FMGC One MCDU One VOR for FM navigation update One DME for FM navigation update One IRS Flight Plan Data on two NDs. or if both FMGCs have failed: Inform the ATC. which is 6. revert to the default required accuracy. enter 5NM or use the radial equivalent to 5NM XTK accuracy. or enter the appropriate value on the MCDU. check navigation accuracy with the navaid raw data.4. or with the GPS MONITOR page (if GPS installed): o o o o NAV ACCUR DOWNGRAD FMS1/FMS2 POS DIFF CHECK IRS 1(2)(3)/FM POSITION ECAM : FM/GPS POS DISAGREE (if GPS installed) • • • If the accuracy check confirms that RNP-5 capability is lost.4 B-RNAV in European airspace (Source: A320 FCOM 2.1 en route RNP. independently of the estimated accuracy displayed on the MCDU. If one of the following MCDU or ECAM messages is displayed.1 General In this airspace.4.2 Procedures • • • • • When GPS PRIMARY is not available. 15. The minimum required equipment to enter B-RNAV airspace is: One RNAV system.1NM. and revert to conventional navigation.3 With GPS PRIMARY RNP requirements are met. resume navigation with the other FMGC. or if both FMGCs are failed: Inform the ATC and revert to conventional navigation. prior to starting the procedure.5 P-RNAV for terminal procedures Page : 103 of 171 (Source: A320 FCOM 2. check navigation accuracy with navaid raw data or the GPS monitor page (if GPS is installed) : o o o o o • • • • NAV ACCUR DOWNGRAD FMS1/FMS2 POS DIFF CHECK IRS 1(2)(3)/FM POSITION ECAM : FM/GPS DISAGREE (if GPS installed) ECAM : FM/IR POS DISAGREE • • If the accuracy check confirms that RNP-1 is lost. which means : One FMGC One MCDU One VOR or GPS receiver for FM navigation update One DME or GPS receiver for FM navigation update One IRS One FD Flight Plan data for two NDs. If the accuracy check confirms that only one FMGC position is incorrect. The minimum required equipment to fly a P-RNAV procedure is: • • • • • • • • One RNAV system.08 .. tracks. revert to the default. When leaving the terminal procedures. HDG to intercept the F-PLN.5.04. unless instructed to do so by the ATC (DIR TO. RNAV STAR. or without appropriate radar coverage. two RNAV systems may be mandated by the procedure chart.. The terminal procedure (RNAV SID.. as loaded from the navigation database should not be modified. or enter the appropriate value on the MCDU. radio navaid coverage can be assumed to support RNP-1 accuracy. distances and altitude constraints with the procedure chart.5.A320 LINE TRAINING SUMMARY RNAV 15. crosscheck the FM position with the navaid raw data.2 Procedures • • When GPS PRIMARY is not available. and checked for reasonableness by comparing the F-PLN page waypoint sequencing. If GPS PRIMARY is not available. RNAV TRANSITION. resume navigation with the other system.51 P-RNAV FOR EUROPEAN TERMINAL PROCEDURES) 15. 15. insertion of waypoints loaded from the navigation database). check or enter RNP-1 in the MCDU and check HIGH accuracy.GuideA320 Revision: 4 Effective Date: 25.) must be loaded from the FM navigation database. If one of the following messages is displayed.1 General For terminal procedures requiring P-RNAV capability within European airspace.4. The procedure.. . Instr. For terminal procedures with legs below the MSA. During non ILS approach. the "GPS PRIMARY LOST" message is displayed on the ND and on the MCDU scratchpad. GPS/INERTIAL is the basic navigation mode provided GPS data is valid and successfully tested.22.6 Position Computation (Source: A320 FCOM 1.04. 15.20. considering the estimated accuracy and integrity of each positioning equipment. one is selected according to a figure of merit and priority.08 .6. The FMGS selects the most accurate position. each IRS can independently select their GPS source in order to maximize GPS data availability. all usual navigation performance requirements are met. Otherwise. As long as GPS primary is in use. The selection is performed using the following hierarchy : • • • Onside GPIRS position GPIRS 3 Opposite GPIRS position If the GPIRS data does not comply with an integrity criteria.1 Mix IRS Position Each FMGC receives a position from each of the three IRSs. the MIX IRS position uses an algorithm that decreases the influence of the drifting IRS within the MIX IRS position. If the test fails. 2 or 3)/FM POSITION message appears on the MCDU. The crew can deselect/select the GPS on the SELECTED NAVAIDS page. the GPS mode is rejected. 15.2 GPS Position Each IRS computes a hybrid position that is a mixed IRS/GPS position called GPIRS. Instr.GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY RNAV Page : 104 of 171 15. If one of the IRSs fails. When the CHECK IRS (1. Among these 3 GPIRS positions received by each FMGC. if necessary. and computes a mean-weighted average called the "MIX IRS" position. When the GPS primary function is recovered. For this. the loss of the GPS primary function triggers a triple click aural warning. refer to FCOM 4. the "GPS PRIMARY" message comes up on the ND and on the MCDU scratchpad. Each IRS position and inertial speed are continuously tested.6.03. navaids plus inertial or inertial only are used. and radio position updating is used. (Refer to Navigation modes). each FMGC uses only one IRS (onside IRS or IRS3). Navigation) Each FMGC computes its own aircraft position (called the "FM position") from a MIX IRS position and a computed radio position or GPS position. If one of the IRSs drifts abnormally. It means that GPIRS data again complies with the required integrity criteria. the corresponding IRS is rejected. Note : The FM position update at takeoff is inhibited when GPS PRIMARY is active. when in GPS/IRS mode. a lateral temporary updating using one of the following modes : • • • • IRS-GPS/LOC IRS-DME/DME-LOC IRS-VOR/DME-LOC IRS-LOC Instr. The FMGS updates the FM position using GPS or radio navaids if the GPS function in inoperative.4 FM Position At flight initialization.3 Radio Position Each FMGC uses onside navaids to compute its own radio position. each FMGC can use offside navaids to compute the VOR/DME. The decreasing priority order is: • • • • IRS-GPS IRS-DME/DME IRS-VOR/DME IRS only During ILS approaches the system performs. LOC is also used for quick update.6.GuideA320 Revision: 4 Effective Date: 25. using LOC beam during ILS approach.08 .04. In flight. These navaids are displayed on the SELECTED NAVAIDS page. each FMGC displays an FM position that is a mixed IRS/GPS position (GPIRS). It can use 4 main different FM navigation modes to make this update. If one or more navaids fail. The available navaids are : • • • • • DME/DME VOR/DME LOC DME/DME-LOC VOR/DME-LOC It uses LOC to update the lateral position.A320 LINE TRAINING SUMMARY RNAV Page : 105 of 171 15. as stored in the database. or the DME/DME radio position.6. possibly corrected by the takeoff shift entered on the PERF TO page. 15. or the GPS position. the FM position approaches the radio position. The radio navaid selection is displayed on the DATA "SELECTED NAVAIDS" page. At takeoff. the FM position is updated to the runway threshold position. at a rate that depends upon the aircraft altitude. EPE increases continuously IRS/DME/DME Tends towards 0. accuracy is LOW.20. The RNP value shall be in accordance with the specified RNP values of the navigation/approach charts (if a RNP is specified).3 NM 0. the crew should check the entered value.A320 LINE TRAINING SUMMARY RNAV Page : 106 of 171 15.5 NM Instr. This message is also displayed upon a flight area change. It is an estimate of how much the FM position has drifted.5 Evaluation of position accuracy (Source: A320 FCOM 1. and is a function of the navigation mode the system is using. • If the EPE exceeds the appropriate criteria. one of the following messages is displayed: "PROCEDURE RNP is XX.1 NM + 0. When this occurs. Default area RNP values: • • • en route: terminal: approach o GPS: o other cases: 2. CURRENT NAV MODE IRS/GPS EPE (RATE or THRESHOLD) (FOM² + 100²)^0.0 NM 1. When a pilot enters a RNP that is larger than the published value. • If the EPE does not exceed the appropriate criteria. and compares it with the required navigation performance (RNP).05 X DME DIST minimum : 0. if the new required criteria (default value) are smaller than the displayed manually-entered value. + 2 NM/h after IRS/VOR/DME IRS ONLY Note: After an IRS alignment or at takeoff the EPE is set at 0.2 NM.0 NM 0.28 NM 0. if necessary.5 in meters REMARK FOM = Figure of Merit of GPS If above 0.22.28 NM + 8 NM/h for the first 21 min.28 Nm.XX". Navigation) The FMGS computes an Estimated Position Error (EPE) continually. The number displayed in the Required Navigation Performance (RNP) field is (in decreasing order of priority): • • • The pilot-entered value the database procedure value The system's default value. EPE decreases from initial value to 0.GuideA320 Revision: 4 Effective Date: 25. or "AREA RNP IS XX.08 .XX".6. The system displays the EPE to the crew.04.28 NM the GPS position is rejected. accuracy is HIGH. EPE increases or decreases as the distance between the a/c and the VOR/DME. and modify it. 15. then the lower ECAM display unit displays the NAV FMS/GPS POS DISAGREE amber message and A/C POS. GPS/FMS POSITION DISAGREEMENT: When GPS primary is active. NAV accuracy does not immediately downgrade.5 minutes of latitude or longitude. When the GPS function is lost. based upon estimated drift.1 Coding requirements A number of FMGC coding guidance requirements have been identified. a "GPS PRIMARY LOST" message is displayed on the ND and MCDU scratchpads. During a non ILS approach. FACF = Final Approach Course Fix MAP = Missed Approach Point FAF = Final Approach Fix Instr. The MCDU message can be cleared but the ND message cannot.08 . As a result. This is why the flight crew must periodically check position accuracy. and must be considered. When the GPS is manually deselected. and the associated MCDU display. Caution: • • • "HIGH" or "LOW" indicates FM position accuracy. when the GPS function is lost. and temporarily on the ND. the "GPS IS DESELECTED" message is displayed on the MCDU. the EPE is always smaller than any airworthiness required value. As an example.7 RNAV approaches with vertical guidance (Source: A320 FCOM.7.19 & OEB 826/1 ) 15. the following drawings show the coding of an VOR DME IAP (with the MAP before the runway).. 3. CHECK in blue.A320 LINE TRAINING SUMMARY RNAV Page : 107 of 171 When the position computation uses IRS/GPS mode. when performing navigation database validation for the use of managed guidance in approach.3.GuideA320 Revision: 4 Effective Date: 25. and the single chime sounds. The master caution light comes on. When the GPS is lost. 80 NM before T/D or at approach phase transition. accuracy is HIGH and GPS is the primary mean of navigation.04. but only when the EPE exceeds the required criteria. and either of the FMGC positions deviates from the GPS positions 1 or 2 by more than 0. "GPS PRIMARY" is displayed on the PROG page.. a triple click aural warning is also triggered. The following recommendations are provided to highlight specific vertical navigation aspects when FINAL APP mode is used.2 Flight crew Procedures The SOP (FCOM 3.19) for Non Precision and RNAV approaches are applicable. Any waypoint of the approach should not be common to a STAR or a VIA waypoint with different altitude constraints. or any previous SDF in the final approach. or 4. or after the runway threshold.7. However.A320 LINE TRAINING SUMMARY RNAV Page : 108 of 171 The final approach consists of a sequence of at least two waypoints. An AT or ABOVE constraint can be used for an SDF.2 The vertical F-PLN coding requirements • • • • • An altitude constraint must be coded at each approach waypoint. Instr. the 3 waypoints are the FACF.7. FMGC guidance may start the final approach descent slightly before the FAF. without the aircraft being established an the final approach course. This FPA will appear an the MCDU.1. the crossing altitude difference at the FAF is not significant (less than 50 feet). waypoints. When the MAP is located at. and the final descent would start before the FAF. the runway threshold.03. A sharp turn would prevent the aircraft from overflying the FAF. • The MAP of an RNAV IAP must be located at the runway threshold.08 .1 The lateral F-PLN coding requirements • • The FACF and the FAF must be aligned with the approach course.1. Combining altitude constraint may lead to erroneous vertical flight path guidance. 15. When the MAP is located after the runway threshold. an FPA (# 0°) must be coded at the MAP. or at the runway threshold (RW). a Step Down Fix (SDF) is added an the approach final descent between the FAF and the MAP The SDF is not necessarily identical to the waypoints published an the approach chart.7. But sometimes this difference may be higher. In most cases. It is important for the crew to identify the MAP position. the course change at the FAF should be small. with the MAP after the runway threshold. and the MAP. it more often consists of 3. In the above example.GuideA320 Revision: 4 Effective Date: 25. an FPA = 0° must be coded at the MAP For these "old style IAP". Sometimes.04. the MAP is located at. 15. or before. and depending an the position of the approach axis relative to the runway. lf the FACF and the FAF are collocated. 15. the FAF. between the MAP and the FAF. The identification of the waypoints shown an the MCDU often differs from the identification shown on the approach chart. Sometimes. 2 Limitations to approach F-PLN modifications When performing an IAP. after the runway threshold : FPA = 0° at MAP If MAP before or at runway threshold : FPA # 0° at MAP For each Step Down Fix.2. F-PLN modifications : • • • No lateral modification of the F-PLN from FACF (inclusive) to RW or to MAP. starting from the beginning of the STAR down to the runway and the missed approach procedure. Note : The MAP of a GPS IAP can be located before the runway threshold. for RNAV approaches the minimum OAT will be published an the approach chart itself.7. This may require that a minimum OAT be defined.1 Approach F-PLN verification Before starting the approach. In the future.7. using NAV and FINAL APP modes. This minimum OAT should be given to the crew when appropriate. crosscheck consistency with the distance to the runway and the approach angle. Revision: 4 Effective Date: 25. provided the resulting change in the flight path course is not so large that it prevents the aircraft from being laterally-stabilized on the final approach course before reaching the FAF.04. For the final approach procedure the crew should check the following: • • • • • • • • • • • • Approach course Waypoints and associated altitude constraints IAP must not include a Procedure Turn (PROC T indicated an the MCDU) Distance from the FAF to RW. extracted from the navigation database can be modified provided the following limitations are observed : 1. the active F-PLN. GPS 1+2 on GPS MONITOR page CHECK BOTH IN NAV GPS PRIMARY on PROG page CHECK AVAILABLE If GPS PRIMARY is not available • • RNP for approach CHECK/ENTER HIGH accuracy CHECK 15. and on the ND in PLAN mode with the CSTR displayed).GuideA320 .08 Instr. so that the vertical flight path will clear obstacles with the required margin. an FPA # 0° must be defined MAP of an RNAV IAP must be located at the runway threshold. no altitude correction can be entered in this way. No altitude constraint modification from FACF to MAP Even in case of a very low OAT.2. or FAF to MAP Approach angle (shown an the MCDU line above the related waypoints) If MAP. and verify the profile against the published IAP chart. the crew must check the FMS F-PLN (on the MCDU. Altitude at the MAP or at the runway threshold: lf the crossing altitude at MAP is not shown on the approach chart. A modification is permitted before FACF.A320 LINE TRAINING SUMMARY RNAV Page : 109 of 171 15. Use altitude indication versus distance to the runway to monitor the vertical navigation. at the latest. The FAF should be sequenced in NAV mode.4 Vertical F-PLN interception : • The crew should manage the descent. or Before FAF. provided the resulting change in flight path course at FAF is small. the FROM waypoint must not be cleared in an attempt to perform a DIR TO/INTERCEPT. when the aircraft reaches MDA (MDH) . it is recommended to enter Vapp as a SPD CSTR at FAF. so that the vertical F-PLN is intercepted before the FAF. To benefit from managed speed. at the latest. DIR TO. CAUTION • Before arming NAV. FINAL is armed.A320 LINE TRAINING SUMMARY RNAV Page : 110 of 171 • • When the FAF is the TO waypoint. check that the correct "TO" waypoint is displayed an the ND.50 or 400 feet (if no MDA/MDH entered). provided the interception angle is small..08 . • • • Check that APPR NAV is engaged.7. If the lateral guidance is unsatisfactory. • • • DIR TO FACF is permitted. press the pushbutton when flying towards the FAF or the FACF. provided the RADIAL IN corresponding to the final approach course (approach course + 180°) is selected. provided the resulting change in flight path course at FACF is not so large that it prevents the aircraft from being laterally-stabilized on the final approach course before reaching the FAF. 15. Note : In managed guidance (FINAL APP mode engaged).7.GuideA320 Revision: 4 Effective Date: 25. and that the interception angle is not so large that it prevents the aircraft from being laterallystabilized on the final approach course at the FAF.3 Lateral F-PLN interception in HDG/TRK : • • F-PLN must be intercepted before the FACF. the autopilot automatically disengages.2. when established an the final approach course. 2. If the vertical guidance is unsatisfactory.. Monitor VDEV and FPV (on the PFD) and XTK error (on the ND). DIR TO FAF is permitted.2. The intercept path in HDG/TRK must not cause premature sequencing of the FAF.04. and have a correct location of the DECEL point. For aircraft with FMS2 : DIR TO/INTERCEPT TO FAF is permitted. 15. and the VDEV scale is on the PFD. and the interception angle should not be so large that it prevents the aircraft from being laterally-stabilized an the final approach course before reaching the FAF. Once cleared for the approach. Check correct TO waypoint on the ND. revert to NAV/FPA or consider the go-around. Instr. perform a go-around. it is not permitted to use the autopilot to perform NPAs in the following modes: • • FINAL APP NAV V/S Revision: 4 Effective Date: 25. unless navaid raw data is available to revert to selected modes.3 Approach monitoring For RNAV IAP. and if no navaid raw data is available to revert to selected modes. armed for Missed Approach That the aircraft starts the descent and follows the correct lateral and vertical flight path. the crew must verify • • • • • Correct altitude indication Correct FMA display (FINAL APP green) Correct TO waypoint an the ND Correct blue track an the ND. Generally the following applies: XTE: EPE: RNP: XTE + EPE ≤ RNP X-TRK Error (displayed on the ND) Estimated Position Error (displayed on the PROG Page) Required Navigation Performance for Aprroach (normally 0. or to the MAP displayed an the ND. during an RNAV approach. After passing the FAF. and that the FPV is consistent with the approach angle. FINAL blue) Correct TO waypoint on the ND Blue descent arrow at FAF and the correct F-PLN Correct Vertical Flight Path deviation indication When passing the FAF. General) If one engine is inoperative. when stabilized an the final descent.1. the crew must verify the • • • • Correct FMA display (APP NAV green. The IAP must be discontinued.8 Non Precision Approaches with engine-out (Source: A320 FCOM.08 Instr.22. NAV ACCUR DOWNGRAD. if GPS accuracy is required.A320 LINE TRAINING SUMMARY RNAV Page : 111 of 171 15.7. the crew should check that the X-TRK and V-DEV are correct. vertical navigation can be monitored by using the distance to the RW. and the altimeter reading.GuideA320 . when one of the following warnings occurs • • • • GPS PRIMARY LOST.3NM) If the sum of the X-TRK Error and the EPE is greater than the RNP perform a go around! When APPR is selected an the FCU. if GPS is installed and is not deselected.04. FM1/FM2 POS DIFF. 3. FM/GPS POS DISAGREE. 15. 08 . Instr.04.GuideA320 Revision: 4 Effective Date: 25. Only FD use is permitted.A320 LINE TRAINING SUMMARY RNAV Page : 112 of 171 • NAV/FPA. Check. procedures) (Source: A320 FCOM.04.g. the introduction of RVSM will permit the application of a 1’000 ft vertical separation minimum (VSM) between suitable equipped aircraft in the level band FL 290 – FL 410 inclusive. page 115) (max difference between ADR1/ADR2. whenever possible.3.1 General (Source: Air Berlin OM-A 8. Check reported and forecasted weather on the flight route.34. The purpose of these six additional flight levels is to reduce controller workload and to provide the airspace user community with an improved operating environment and to optimise flight profiles.3 Pre-flight procedures (Source: Air Berlin OM-A 8. therefore will not be documented. procedures) The flight crew shall verify: • • • • • • • The condition of the equipment required (refers to chapter 0. thereby making available six additional usable flight levels.2. 16. Effectively.50. 3. RVSM Implementation) The implementation of a reduced vertical separation minimum represents a major capacity enhancing objective of European Air Traffic Harmonisation and Integration Programme (EATCHIP) work programme. ADR1/ADR3 respectively ADR2/ADR3 is 20ft). that the two primary altitude indications are within tolerances (FCOM 3.2.3. Additionally MOC and Traffic Centre TXL have to be informed as soon as possible by using any means of communication available.GuideA320 . Review of maintenance logs and forms to determine the condition of equipment required for flight in RVSM airspace.2 General procedures (Source: Air Berlin OM-A 8. Change of RVSM aircraft status shall be reported to Traffic Centre TXL immediately. 16. see also chapter 16. Revision: 4 Effective Date: 25. flight instrument tolerances) (Source: A320 FCOM.08 Instr. during or after a flight shall be notified by an entry into the WO with reference to the RVSM status of the aircraft [e. Ensure that maintenance actions have been taken to correct any defects of required equipment.5.3.4. 2. RVSM Implementation.5. regarding the RVSM status of the aircraft.34.04. RVSM Implementation.6. page 34. The reading should then agree with the altitude of the apron or the zero height indication within a 75 ft (23m) tolerance. Check letter W in field 10 of ATC flight plan. Check.4. RVSM compliance is the normal aircraft status. page 34. on ground.5 page 30. The European Reduced Vertical Separation Minimum (RVSM) reduces the separation minimum between FL290 and FL410 to 1’000 ft between suitable equipped aircraft. before. procedures) Any deviation.2. page 114) for RVSM operations and that maintenance actions have been taken to correct defects. A copy of the WO shall be faxed to MOC and Traffic Centre TXL. that there is not any damage in the pitot-static probes and adjacent area The altimeter accuracy by setting the QNH or the QFE.A320 LINE TRAINING SUMMARY RVSM Page 113 of 171 16 RVSM 16. aircraft nonRVSM compliant) and notify as HlL item. A320 LINE TRAINING SUMMARY RVSM 16.4 In-flight procedures Page 114 of 171 (Source: Air Berlin OM-A 8.3.2.5, page 34, RVSM Implementation, procedures) (Source: A320 FCOM, 3.4.34, flight instrument tolerances) (Source: A320 FCOM, 2.4.50, procedures) • • • • • • All the required equipment shall be monitored and checked to ensure satisfactory operation before (transition airspace/ transition altitude) and within RVSM airspace. In RVSM airspace and transition areas restrict the rate of climb/descend during step climb/descent to 1000ft/min when operating 2000ft of other aircraft to minimize the generation of TCAS TA´s and RA´s. The aircraft should not overshoot or undershoot the cleared flight level by more than 150 ft The automatic altitude control system shall be engaged during level cruise by reference to one of the two altimeters. The altitude capture feature shall be used whenever possible for the level off. Always select new altitude first on the altitude-select-panel before starting climb or descend. The autopilot should be engaged within RVSM airspace for cruise and flight level changes. At intervals of approximately one hour, check that PFD altimeter indications agrees in accordance with the instrument tolerances (FCOM 3.04.34, see also chapter 16.6, page115). The usual scan of flight deck instruments should be sufficient. The altimeter system being used to control the aircraft should be the same that is used by the transponder transmitting information to ATC. Select ATC 1 for Autopilot 1 and select ATC 2, when Autopilot 2 is in use. 16.5 Requirements for RVSM (Source: A320 FCOM 2.4.50) Aircraft requirements: RVSM regulations require the following equipment/functions in order to be operative: • • • • • • 2 ADR + 2 DMC 1 transponder 1 Autopilot function 1 FCU channel (for altitude target selection and OP CLB/OP DES mode engagement) 2 PFD 1 FWC (for altitude alert function) Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY RVSM 16.6 Altitude tolerances Page 115 of 171 (Source: A320 FCOM, 3.4.34, flight instrument tolerances) The values below apply to aircraft in symmetrical flight (no sideslip), in clean configuration and in straight and level flight. • PFD 1 or 2 at ground check : plus or minus 25 feet Maximum differences between altitude indications FL/speed Altitude (ft) comparison between ADR 1 and ADR 2 (on PFD) Gnd check FL50/250 kt FL100/250 kt FL200/300 kt FL300/.78 FL390/.78 20 50 55 90 130 130 ADR 3 and ADR 1, or ADR 3 and ADR 2 (on PFD) 20 65 80 135 195 195 ISIS and any ADR 1, or 2, or 3 100 130 185 295 390 445 Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Taxiing and braking Page 116 of 171 17 Taxiing and braking 17.1 Taxiing 17.1.1 General (Source: A320 FCOM 3.3.10, Taxi) • Little, if any, power above idle thrust will be needed to get the aircraft moving (40 % N1 maximum). Thrust should normally be used symmetrically. Once the aircraft starts to move, little thrust is required. Use of the engine anti-ice increases ground idle thrust, thus the pilot must be carefully on slippery surfaces. The engines are close to the ground. Avoid positioning them over unconsolidated or unprepared ground (beyond the edge of the taxiways, for example). Avoid high thrust settings at low ground speeds, which increase the risk of ingestion (FOD), and the risk of projection of debris towards the trimmable horizontal stabilizer and towards the elevator. The normal maximum taxi speed is 30 knots in a straight line and 10 knots for a sharp turn. As the ground speed is difficult to assess, monitor ground speed on the ND. Do not "ride" the brakes. As 30 knots is exceeded with idle thrust, apply the brakes smoothly and decelerate to 10 knots. Release the brakes, and allow the aircraft to accelerate again. • • • • 17.1.2 180° turn on the runway (Source: A320 FCOM 3.3.10, Taxi) A standard runway is 45 meters wide. However, this aircraft only needs a pavement of 30 meters wide for a 180° turn. The following procedure is recommended for making such a turn in the most efficient way. 17.1.2.1 For the CM1 Taxi on the right-hand side of the runway and turn left, maintaining 25° divergence from the runway axis. Maximum ground speed is 10 knots. When the CM1 is physically over the runway edge, he turns the nose wheel full right and sets 50 % to 55 % N1. Note: To avoid skidding the nose wheel on a wet runway, perform the turn at very low speed, using asymmetric thrust and differential braking as necessary. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 4.A320 LINE TRAINING SUMMARY Taxiing and braking Page 117 of 171 180° turn on runway 180° Turn 17.3 Taxiing with one engine (Source: A320 FCOM 3. (Taxi on the left-hand side of the runway).08 .1. The pilot must exercise caution when taxiing on one engine to avoid generating excessive jet blast.GuideA320 Revision: 4 Effective Date: 25.04. or high gross weight. it may be advisable to taxi on one engine.90) When the aircraft is not in such unusual operational environments as an uphill slope.2 For the CM2 The procedure is symmetrical.4. Instr.90.2. 17.1. slippery taxiways. one engine taxi. arrival)) refer to FCOM 3. For the whole procedure (taxiing with one engine (departure. 02.1.04.A320 LINE TRAINING SUMMARY Taxiing and braking Page 118 of 171 17.10 17. The temperature difference between 2 brakes on the same gear is greater than 150°C and the temperature of one of the brakes is lower than 60°C.3. A fuse plug has melted. Instr.2 Brake temperature limitations requiring maintenance action (Source: A320 FCOM 3.2 Brakes 17. page 47 17. and thus avoid oxidation of brake surface hot spots.04. and 150°C with the brake fans ON. or done just before stopping at the gate (whichever occurs first). The difference between the LH and RH brakes average temperature is higher than 200°. unless operationally necessary. • • • • Delay takeoff. until the brake temperature is below 300° C with the brake fans OFF. to allow thermal equalization and stabilization.GuideA320 Revision: 4 Effective Date: 25.3 Brakes hot (ECAM warning) (Source: A320 FCOM 3.10) If the caution BREAKS HOT is displayed during taxi in.32.2.32. When one brake temperature is above 500°C (or 350°C with brake fans ON).25 & 3.32 P2) Maintenance action is required in following cases: • • • • • The temperature difference between 2 brakes on the same gear is greater than 150°C and the temperature of one of the brakes is higher than 600°C.4. 17. If an arc is displayed on the ECAM WHEEL page above the brake temperature. chapter 7. If the BRAKES HOT message is still on when the aircraft is parked. page 66 or A320 FCOM 2.04.4 Taxiing in icing conditions For this topic refer to section winter operation chapter 11.1 General For technical details refer to A320 FCOM 1.03. the flight crew should not set the PARKING BRK ON. One brake’s temperature exceeds 900°C. select the brake fans on prior brake temperature reaches 260° C. brake fan selection should be delayed for a minimum of about 5 minutes.2.08 .2. 3. avoid applying the parking brake.30 For operational details refer also to section resetting of computers & CB’s . airberlin. To minimize brake wear.2.4.3 Taxi in (Arrival) • • • • • • Release the parking barke at the parking position as soon as possible Let the brakes thermally stabilize (Wait at least 5-10 Minutes before using the brake fan unless the temperature reaches 450° or more) Use the brake fan to reduce the brake temperature below 100°C Reduce applications during taxi Do not ”ride” the brakes Alternate left and right braking when taxiing slowly (reduces number of applications by 50 %!!) Instr. As soon the chocks are in place.4.com -> Library ) The following aspects have to be taken into account: • • • • To minimize brake wear.2 Landing • Use of Auto Brake is recommended when need of brake application is foreseen: o On short or evenly contaminated runways: LO (or MED) o On long and dry runways: LO (Autobrake usage reduces BRAKE DIFF TEMP) Reduce the number of brake applications to one! • 17.2. brake applications should be reduced to a minimum.A320 LINE TRAINING SUMMARY Taxiing and braking Page : 119 of 171 17. Optimum Technique.4.1 Taxi out (Departure) • • • • • Brake temperature should not exceed 100°C If brake temperature is above 100°C use the brake fan Reduce applications during taxi Do not ”ride” the brakes Alternate left and right braking when taxiing slowly (reduces number of applications by 50 %!!) 17.2.04.2.08 .4 General recommendations (Source: CARBON BRAKE DRIVING Background. set parking brake to off 17. brake temperatures of between 100° and 250° should be avoided during taxi Brake temperatures of 450° and above should be avoided (oxidation!) Regular use of Parking Brake requires additional maintenance action and may lead to dragging brakes. http://fb-airbus. Facts & Figures.GuideA320 Revision: 4 Effective Date: 25. The Alert height for the A320 Family of Airberlin is 100ft 18.3 Runway Visual Range Runway Visual Range (RVR) is the range over which a pilot of an aircraft on the centreline of the runway can see the runway surface markings or the lights delineating the runway or identifying its centreline (ICAO). 18.08 . or in the relevant ground equipment.1. above which a CAT3 autoland would be discontinued and a missed approach executed.1. based on the characteristics of the aeroplane and its fail-operational automatic landing system. For CAT III B the visual reference must contain at least one centerline light. the flare. if such a failure occurs. For a fail-passive automatic landing system the pilot assumes control of the aircraft after a failure (JAA).1.04. 18.4 Fail passive automatic landing system An automatic landing system is fail-passive if.1 Definitions (Source: Airbus getting to grips with CAT II / CAT III operations) 18. touchdown and roll out may be accomplished using the remaining automatic system. For CAT II and CAT III A.2 Alert Height ICAO: An Alert Height is a height above the runway. Below the alert height. Instr. if a failure occured in either the airplane systems or the relevant ground equipments. Airbus: The alert height is the height above touch down. On Airbus aircraft since the A320.GuideA320 Revision: 4 Effective Date: 25. a pilot may not continue the approach below DH unless a visual reference containing not less than a 3 light segment of the centerline of the approach lights or runway centerline or touchdown zone lights or runway edge lights is obtained.1 Decision height Decision height 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 approach path have been assessed as satisfactory to continue the approach and landing in safety (JAA).A320 LINE TRAINING SUMMARY Low Visibility Operations Page : 120 of 171 18 CAT II. in the event of a failure. there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. fail-passive capability is announced by the display of CAT 3 SINGLE on the PFD.1. above which a Category III approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant parts of the automatic landing system. CAT III Operations 18. A320 LINE TRAINING SUMMARY Low Visibility Operations Page : 121 of 171 18.1 Decision height concept: Decision height is a specified point in space at which a pilot must make an operational decision. whichever is higher. If the visual references have been established.04.2 Decision height and alert height concept (Source: Airbus getting to grips with CAT II / CAT III operations) 18. On Airbus aircraft since the A320. fail operational capability is announced by the display of CAT 3 DUAL on the PFD.2. When necessary. DH is always limited to 100ft or Obstacle Clearance Height (OCH).5 Fail operational automatic landing system An automatic landing system is fail-operational if. the DH is lower than 100ft (typically equal to 50ft for a fail-passive automatic landing system and 20ft for a fail-operational automatic landing system). In the event of failure. the approach can be continued. the flare and landing can be completed by the remaining part of the automatic system. In Category II operations. Instr. the approach. the pilot may always decide to execute a go-around if sudden degradations in the visual references or a sudden flight path deviation occur. The DH is measured by means of radio-altimeter. In Category III operations with DH. the automatic landing system will operate as a fail-passive system (JAA). The pilot must decide if the visual references adequate to safely continue the approach have been established. a go-around must be executed.GuideA320 Revision: 4 Effective Date: 25. in the event of a failure below alert height. However. 18. • • If the visual references have not been established. the published DH takes into account the terrain profile before runway threshold.08 .1. GuideA320 Revision: 4 Effective Date: 25.2 Alert height concept (Source A320 FCOM 1.30 & 4.04.5. the radio altitude goes below 200 feet and o the aircraft gets too far off the beam (LOC or GLIDE) o or both autopilots fail o or both localizer transmitters or receivers fail above 15ft o or both glide slope transmitters or receivers fail above 100ft o or the difference between both radio altimeter indications is greater than 15 feet.08 . • • Above AH (100ft AGL).70. the approach will be continued except if AUTOLAND warning is triggered The AUTOLAND warning is triggered in following cases: (Source A320 FCOM 1.30 & 4.2. The AH is only linked to the probability of failure(s) of the automatic landing system.5.22.70) o When in LAND mode. Airbus getting to grips with CAT II / CAT III operations) Alert height is a height defined for Category III operations with a fail-operational landing system.A320 LINE TRAINING SUMMARY Low Visibility Operations Page : 122 of 171 18. Instr. a go-around must be initiated if a failure affects the fail-operational landing system. Below AH.22. 3 Visual Segments Page : 123 of 171 18.1 CAT II With RVR 350m at DH = 100ft (typical CAT II) Instr.3.04.GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Low Visibility Operations 18.08 . 04.2 CAT III With RVR 200m at DH = 50ft (typical CAT IIIa) Instr.3.08 .GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 124 of 171 18. 3 Runway Slope For CAT II or CAT III.4.7 Runway End Lights Runway end lights are placed in a row at right angles to the runway axis. Instr.04.4.4. This limitation is due to the fact that automatic landing systems use radio altimeter and a rapid slope change could disturb the landing. disregarding normal standards.2 Runway Width The runway width should be normally not less than 45m. runway edge lights. runway touchdown zone lights.1 Runway Length There is no specific requirement concerning runway length for an aerodrome to be CAT II or III approved. These lights are uniformly spaced at intervals of no more than 60m and may be omitted at the intersections. To permit the use of the automatic landing system. 18. when it is not possible. 200m long).4. runway end lights.4. 18.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 125 of 171 18.8%. and runway centerline lights. 18. ICAO also recommends that slope changes must be avoided or. outside the runway with a distance of no more than 3m to the threshold. ICAO also recommends a spacing between the lights of no more than 6m for runways intended for use by CAT III approaches.4 Visual Aids-Runway Lights Runway lights on runways intended for use by CAT II or CAT III operations consist of high intensity threshold lights. 18. The lights are fixed lights showing variable white.4 Runway characteristics 18. 18. kept to a maximum of 2% per 30m (i. The lights are fixed unidirectional lights showing green. a minimum radius of curvature of 1500m) in the area located just before the threshold (60m wide. The runway length is only an operational limitation. The basic pattern of runway lights is shown in the figure below. with a distance of no more than 3m to the runway edge. The lights are fixed unidirectional lights showing red.4.GuideA320 Revision: 4 Effective Date: 25.08 .5 Runway Edge Lights Runway edge lights are placed along the full length of the runway in two parallel rows equidistant from the centerline.4. it is recommended that for the first and the last quarter of the length of the runway the slope does not exceed 0. 18.e. outside the runway with a distance of no more than 3m to the runway end. uniformly spaced at intervals of no more than 3m.6 Threshold Lights Threshold lights are placed in a row at right angles to the runway axis. with a minimum number of 6 lights. 5m in length. They are located along the centerline of the runway. It consists of a row of lights on the extended centreline of the runway.4. They extend from the threshold for a longitudinal distance of 900m (full touchdown zone) but do not extend beyond the mid-point if runway length is less than 1800m. These lights are fixed lights showing: • Variable white from the threshold to the point 900m from the runway end. 18.GuideA320 Revision: 4 Effective Date: 25. it should be switched off when CAT II or CAT III approaches are in progress. but it is recommended to have a spacing of 30m for low minima. extending over a distance of 300m from the threshold (over 900m for CAT I).11 Taxiway Centerline Lights Taxiway centerline lights have to be installed on airfields intended for use by operations with an RVR 400m or less (400m is the mean value for CAT II approach). The longitudinal spacing between pairs of barrettes is 60m or 30m. When installed for other operation.5m.5m) • Red from the point 300m to the runway end.5m or 15m for CAT Ill. The lateral spacing between lights must not exceed 15m but the proximity of a curve must be indicated by a spacing equal to. but from the beginning of the taxiway to the perimeter of the ILS critical area/sensitive area or the lower edge of the inner transitional surface.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 126 of 171 18.12 Stop Bars Stop bars are placed at each taxi-holding position when the runway is intended for use at an RVR less than 400m and are specially required for all CAT III approaches. 18.4. spaced at an interval of no more than 1. The lights are fixed lights showing blue. 18.4. but provide efficient visual aid during low-visibility operations.It is specified by the ECAC that sequenced strobe lighting is considered to be incompatible with CAT II and III operations. 18.4.10 Taxiway Edge Lights Taxiway edge lights are not a specific CAT II or CAT III requirement. 18.4. The pattern is formed by pairs of barrettes containing at least three lights.5m with a preference of 18m.4. Instr.13 Approach Light System The approach light system is mandatory for CAT II operations. The lights inside each barrette are fixed unidirectional lights showing variable white. The lights are fixed lights showing green. and only optional for CAT III operations.8 Runway Centerline Lights Runway centerline lights are a specific requirement for CAT II or CAT III approaches.08 . These stop bars are an efficient means to avoid aircraft intrusion into the obstacle-free zone (OFZ) or into the critical/sensitive area during approaches in very low visibility conditions.04.9 Touchdown Zone Lights Runway touchdown zone lights are a specific requirement for CAT II or CAT III approaches. Each barrette must be not less than 3m and no more than 4. 7. 15m or 30m for CAT II and only 7. The lights of the stop bars show red and are spaced at intervals of 3m. with a longitudinal spacing of approximately 7. • Alternate red and variable white from the point 900m to the point 300m from the runway end (pairs of red lights followed by pairs of variable white lights if the spacing is only 7.5m. The lateral spacing (or gauge) between the lights is not less than 18m and no more than 22. the lights are alternately showing green and yellow. or less than.5m. 08 .GuideA320 Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 127 of 171 Runways lights Instr.04. 04.08 .A320 LINE TRAINING SUMMARY Low Visibility Operations Page 128 of 171 CAT IIIA / CAT IIIB approach light system Instr.GuideA320 Revision: 4 Effective Date: 25. A320 LINE TRAINING SUMMARY Low Visibility Operations Page 129 of 171 TWY Lights Typical RWY taxi-holding position signs and associated TWY markings.GuideA320 Revision: 4 Effective Date: 25.08 .04. Instr. the system does not accept any modifications the flight crew may enter on the PERF APPR page (surface wind. This function (ILS tune inhibit) is available. The flight crew can only disengage this mode by engaging the GO AROUND mode Instr.04. even if Flight Management fails. via the MCDU or RMP. any new VAPP or WIND entry in the MCDU has no effect on the speed target. selected landing configuration. the current speed target value is memorized by the autothrust.22. the ILS freq and course are frozen in the receiver. LAND mode engages.08 . 4. or VAPP) for speed guidance purposes below this altitude.5. to ensure stabilized speed guidance. When the aircraft reaches 700 feet RA with APPR mode (LOC and G/S) armed or engaged. the speed target is computed by the FMGS and may be modified by the crew through the MCDU.GuideA320 Revision: 4 Effective Date: 25. does not affect the receiver. At 700 feet RA.30 .70) 700ft FMGS frozen 400ft FCU frozen 350ft LAND GREEN 200ft AUTO LAND WARNING becomes active 100ft ALERT HEIGHT When managed. Below 700 feet. When the aircraft reaches 400 feet RA.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 130 of 171 Technical aspects (Source: FCOM 1. when at least one AP/FD is engaged. If the speed is managed. Any attempt to change the ILS frequency or CRS. Electrical power supply split : This ensures that each FMGC is powered by an independent electrical source (AC and DC). the crew should use the list to confirm the landing capability. provided that the DH value has been entered an the MCDU. one is required. For autoland without automatic rollout.04. FMA CAPABILITY EQUIPMENT CAT 2 1 AP ENGAGED 0 1 0 0 1 1 1/1 2 2 1 1* 1* 1* 1 (displayed on both sides) 2 1 for PNF 1&2 2/2 2 1 1 CAT 3 SINGLE 1 AP ENGAGED 1 2 1 0 1 1 1/1 2 2 1 1* 1* 1* 2 2 2 1&2 2/2 2 1 1 CAT 3 DUAL 2 AP ENGAGED 1 2 1 1 2 2 2/2 3 2 2 1 1 1 2 2 2 1&2 3/3 2 2 1 AP/FD AUTOTHRUST FMA A/THR CAUTION ELECTRICAL SUPPLY SPLIT FMGS MONITORED FOR FMA LANDING CAPABILITY FAC ELAC YAW DAMPER/RUDDER TRIM HYDRAULIC CIRCUIT PFD DUs FLIGHT WARNING COMPUTER BSCU CHANNEL ANTISKID NOSEWHEEL STEERING RADIO ALTIMETER ILS RECEIVER BEAM EXCESSIVE DEVIATION WARNING ATTITUDE INDICATION (PFD1/PFD2) ADR/IR AP DISCONNECT PB NOT FMGS MONITORED FOR FMA LANDING CAPABILITY "AP OFF" ECAM WARNING "AUTOLAND" LIGHT RUDDER TRAVEL LIMIT SYSTEM WINDSHIELD HEAT (L or R windshield) WINDSHIELD WIPERS OR RAIN REPELLENT (if activated) ND DUs AUTO CALLOUT FUNCTION ATTITUDE INDICATION (STBY) DH INDICATION 1 required for auto land with crosswind higher than 12 kt 1 for PF 1 for PF 1 one is required for auto land 1 2 1 1 1 for PNF 2 1 1 *For automatic rollout.A320 LINE TRAINING SUMMARY Low Visibility Operations 18. none is required. Fallure of antiskid and/or nosewheel steering mechanical parts are not monitored for landing capability. and the "Hundred Above" and "Minimum" auto callouts will Abe announced.GuideA320 Revision: 4 Effective Date: 25. which verify the CAT III availability in each system. the equipment list determines which approach category the aircraft will Abe able to perform at the hext landing.5 List of required equipment Page 131 of 171 The table in the QRH 5. Note : Flight crews are not expected to check the equipment list before approach. The DH will Abe displayed an the FMA. When an ECAM or local caution occurs.04 gives the reference of the tests. On ground.08 . Instr. the required RVR values should be transmitted. o On the A320 Family it is not necessary to check AUTOLAND WARNING light. Such an approach may not be undertaken until the clearance has been received. go-around procedure. o Although it is not required to check equipment that is not monitored by the system. Weather Check weather conditions at destination and at alternates. landing lights can be detrimental to the acquisition of visual references. Approach ban Policy regarding an approach ban may differ from country to country. clearance to carry out a CAT II or CAT III approach must be requested from ATC. Seat position The correct seat adjustment is essential in order to take full advantage of the visibility over the nose. The seat is correctly adjusted when the pilots eyes are in line with the red and white balls located above the glareshield. the approach may be continued. o airfield and runway operational status CAT II / CAT III. the landing capability will be reduced. After OM or equivalent. Landing lights would therefore not normally be used in CAT ll or CAT III weather conditions. ATC calls. Use of landing lights At night in low visibility conditions. Before the outer marker. etc. if any of this equipment is seen inoperative (flag).6 Approach preparation Page 132 of 171 • Aircraft Status o Check on ECAM STATUS page that the required landing capability is available.GuideA320 Revision: 4 Effective Date: 25. o review applicable minima (performance page).A320 LINE TRAINING SUMMARY Low Visibility Operations 18. who will check the status of the ILS and lighting and protect the sensitive areas from incursion by aircraft or vehicles. Required RVR values must be available for CAT II/III approaches. ATC calls Unless LVP are reported active by ATIS. CAT II or CAT III crew briefing The briefing should include the normal items as for any IFR arrival and in addition the following subjects should be covered prior to the first approach: o destination and alternate weather. o aircraft systems status and capacity and downgrading possibilities o brief review of task sharing. o review approach procedure (stabilized or decelerated). Usually the final approach segment may not be continued beyond the OM or equivalent DME distance if the reported RVR is below the published minima for the required transmissometers. Reflected light from water droplets or snow may actually reduce visibility.08 . The selected alternate must have weather conditions equal to or better than CAT I.04. o optimum seat position and reminder to set cockpit lights when appropriate • • • • • • Instr. o brief review of procedure in case of malfunction below 1000ft. if RVR becomes lower than the minima. For aeroplanes equipped with a roll-out guidance or control system. or no decision height. the approach may be continued to DA/H or MDA/H.3.GuideA320 Revision: 4 Effective Date: 25. Instr. The touch-down zone RVR is always controlling. after passing the outer marker or equivalent position the reported RVR/visibility falls below the applicable minimum. If the MDA/H is at or above 1 000 ft above the aerodrome. the commander shall make the decision to continue or abandon the approach before descending below 1 000 ft above the aerodrome on the final approach segment.10) • The commander may commence an instrument approach regardless of the reported RVR/Visibility but the approach shallnot be continued beyond the outer marker. If. SRE or PAR fix or any other fix that independently establishes the position of the airplane. The minimum RVR value for the mid-point is 125 m or the RVR required for the touchdown zone if less.7. Where no outer marker or equivalent position exists. If the touch down zone RVR is not available. and 75 m for the stop-end. the published State Approach Ban applies (refer to OM Part C . or equivalent position.4.2) Cat II or III landings shall not be conducted unless: • • • • • • • The airplane concerned is certificated for operations with decision heights below 200 ft.The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained. • • • • Note 1: The equivalent position referred to above can be established by means of a DME distance. In this case the midpoint RVR must be at or above the applicable minimum value for the approach. If reported and relevant. 18. Note 2: Where a State Approach Ban is more restrictive. the midpoint RVR may substitute the touch down zone RVR.A320 LINE TRAINING SUMMARY Low Visibility Operations 18.1 Low Visibility Procedure for Cat II/III landing (Source: Airberlin OM-A 8.08 . “Relevant”. the approach can be continued down to the applicable minimum. if the reported RVR/visibility is less than the applicable minima.7 Landing Page 133 of 171 18. the minimum RVR value for the mid-point is 75 m. asuitably located NDB or VOR.7. and equipped with the systems required for operations as certified by the Authority DH must be determined by means of a radio altimeter To maintain the safety of operation it is required to report any failure of approaches by using an adequate reporting form. the mid point and stop end RVR are also controlling.04. Specific approval/authorisation for Cat II and III operations is granted by the authority The Flight Crew consists of at least 2 licensed pilots Landing is carried out by the Commander LVP are in force. means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60 knots. in this context.2 Commencement and Continuation of Approach (Approach Ban) (Source: Airberlin OM-A 8.EAG Route Manual).4. if published on the instrument approach chart. 10.7. Wind limitation is based on surface wind report by the tower. max. the minimum RVR value for the mid-point is 75 m.3.runway shall be available in addition to the landing distance requirement for dry runways.08 . For aeroplanes equipped with a roll-out guidance or control system. Displayed wind on the ND may be disregarded.5° & -3. 30 kt max. according EAG chart minimum) MID: 125m* END: 75m*. FCOM) 18.2 CAT II (auto land) • • • • • DH: RVR: Headwind: Crosswind: Tailwind: 100ft (resp. according EAG chart minimum) MID: 125m*END: 75m*. 10 kt * if relevant Instr. If reported and relevant.1 General limitations • • • • • • • • • • • CONF3 or CONF FULL Slope angle within -2. Landings at a friction coefficient below 0.04. It is not allowed to convert a meteorological visibility to RVR for calculating Category II or III minima or when a reported RVR is available. Landing minima will be the higher of the basic minima as tabulated below or those published by the state of jurisdiction as reflected in the EAG chart or special minima published by Air Berlin. according EAG chart minimum) TDZ: 300m (resp.3 Summary Limitations (Source: Airberlin OM-A 8.7. The minimum RVR value for the mid-point is 125 m or the RVR required for the touchdown zone if less.4. according EAG chart minimum) TDZ: 300m (resp.GuideA320 Revision: 4 Effective Date: 25. Aprroach CAT II CAT III A CAT III B RVR TDZ 300m 200m 75m RVR MID ZONE 75m 75m 75m RVR END ZONE 75m 75m 75m 18. The maximum allowable tailwind for automatic landing and roll out is 10 knots. 10 kt * if relevant 18. The touch-down zone RVR is always controlling. latest at 80 ft no limitation (33kt demonstrated) max.whichever is greater .26 are prohibited. the mid point and stop end RVR are also controlling.3 CAT II (manual landing) • • • • • DH: RVR: AP OFF: Crosswind: Tailwind: 100ft (resp. 20 kt max. and 75 m for the stop-end.3.3.7.7.15° Airport Altitude below 2500ft Automatic rollout has not been demonstrated on snow covered or icy runways. Landing distance: 15% or 300 m .A320 LINE TRAINING SUMMARY Low Visibility Operations Page 134 of 171 18. according EAG chart minimum) RVR: TDZ: 200m (resp.7 Engine out (CAT II or CAT 3 Single) • • • • • • • • DH: 100ft / 50 ft (resp.4 CAT IIIA (CAT 3 Single) • • • • • • DH: 50ft (resp. according EAG chart minimum) MID: 125m* END: 75m*. A/THR must be used in selected or managed mode Headwind: max. 10 kt * if relevant 18.1 General Instr. 30 kt Crosswind: max.8. according EAG chart minimum) RVR: TDZ: 200m (resp.7. 30 kt Crosswind: max.3. 20 kt Tailwind: max. according EAG chart minimum) MID: 125m* END: 75m*. 20 kt Tailwind: max. 10 kt * if relevant 18.6 CAT IIIB (CAT 3 Dual) • • • • • • • DH: NO RVR: 75m (resp.5 CAT IIIA (CAT 3 Dual) • • • • • • DH: 50ft (resp.7. according EAG chart minimum) MID: 75m* END: 75m* Alert Height: 100ft A/THR must be used in selected or managed mode Headwind: max.3. 10 kt * if relevant 18.3. according EAG chart minimum) MID: 125m* END: 75m* Config: FULL Engine out procedure completed latest at 1000 ft AGL A/THR must be used in selected or managed mode Headwind: max.08 .7. 10 kt * if relevant 18.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 135 of 171 18.04. 30 kt Crosswind: max. 20 kt Tailwind: max.GuideA320 Revision: 4 Effective Date: 25. according EAG chart minimum) RVR: 300m / 200m (resp.7.3. 20 kt Tailwind: max.8 Failures and associated actions 18. A/THR must be used in selected or managed mode Headwind: max. 30 kt Crosswind: max. • 18.GuideA320 Revision: 4 Effective Date: 25. instrument or element during the approach.2. It should be noted that some failures might trigger ECAM warnings. in general. ECAM warning.1 General The abnormal procedures can be classified into two groups • • Failures leading to a downgrading of capability as displayed on FMA and ECAM with an associated specific audio warning (triple click).04. GO AROUND and reassess the capability.8.8.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 136 of 171 In general there are three possible responses to the failure of any system. if a failure occurs above 1000ft AGL the approach may be continued reverting to a higher DH. amber caution and associated audio warnings). The FCOM describes what should be the crew responses to failures in function to the height. The nature of the failure and the point of its occurrence will determine which response is appropriate. • • • CONTINUE the approach to the planned minima. In CAT III DUAL. Above 1000ft: Instr. a single failure (for example one AP failure or one engine failure) below AH does not necessitate a go-around. to check system configuration and limitations and brief for minima. Failures that do not trigger a downgrading of capability but are signaled by other effects (Flag. cautions and a downgrading of capability. REVERT to higher minima and proceed to a new DH (above 1000ft). It has been considered that below 1000ft.08 .2 Abnormal Procedures 18. not enough time is available for the crew to perform the necessary switching. • • As a general rule. But a go-around is required if the autoland warning is triggered. and a reassessment of the system capability. Another approach may then be undertaken to the appropriate minima for the given aircraft status. providing the appropriate conditions are met Below 1000ft (and down to AH when in CAT III DUAL) the occurrence of any failure implies a go-around. a CAT ll approach with AP disconnection no later than 80ft may be performed.2. If runway course is incorrect or LAND does not appear. briefing is amended to include CAT 1 procedure and DH. Instr. This can be acceptable provided it has been demonstrated that automatic landing is satisfactory.GuideA320 Revision: 4 Effective Date: 25.8. At 350ft RA LAND must be displayed on FMA and runway course must be checked.04.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 137 of 171 18. Note: switching from one AP to another before 1000ft AGL is permitted. At 200ft RA and below Any AUTOLAND warning requires an immediate go-around. loss of AP (cavalry charge). LAND is displayed if LOC and GS track modes are active and at least one RA is available. If automatic rollout control is not satisfactory. Downgrading from CAT 2 to CAT 1 permitted only if • • • • • ECAM actions are completed. If visual references are sufficient and a manual landing is possible. disconnect AP and take manual control. • Decision to downgrade is completed above 1000ft AGL. at least one FD is available. disconnect the AP immediately. • Briefing is amended to include CAT II procedure and DH. the PF may decide to land manually. Below 1000ft and above DH (for CAT 2 or CAT 3 SINGLE) or above AH (for CAT 3 DUAL) a go-around must be performed in case of: • • • • • ALPHA FLOOR activation. amber caution (single chime). downgrading of capability (triple click). These conditions need to be obtained no later than 350ft AGL to allow a satisfactory automatic landing. the decision to downgrade is completed above 1000ft AGL. the PF may decide to complete the landing.08 . a go-around must be performed. engine failure. If visual references are sufficient and a manual landing is possible. • RVR is at least equal to CAT II minima. RVR is at least equal to CAT I minima. a go-around must be performed or if conditions permit. After touchdown In case of anti-skid or nose wheel steering failure. Depending on terrain profile before the runway LAND mode may appear at lower height. At flare height If FLARE does not come up on FMA.2 Downgrading conditions Downgrading from CAT 3 to CAT 2 is permitted only if • ECAM actions are completed. 08 .9 Effect on Landing Minima of temporarily failed or downgraded Equipment (Source: Airberlin OM-A 8.GuideA320 Revision: 4 Effective Date: 25. day only RVR as for CAT I basic facilities RVR 300m by day. RVR may be reported by human observation No effect Not allowed for DH > 50ft Not allowed No effect Not allowed ILS Standby transmitter Outer marker Middle marker TDZ RVR assessment system Midpoint or Stopend RVR Approach Lights Approach Lights except the last 210m Approach Lights except the last 420 Stanbypower for approachlights Whole RWY light system Edge lights Centerline lights TDZ lights Stanbypower for RWY lights Taxiway light system No effect No effect Not allowed Day only RVR 300m. 550m by night Not allowed No effect except delays due to reduced movment rate Instr.11) Failed or downgraded equipment Effect on Landingminima CAT III CAT II Not allowed No effect No effect if replaced by published equivalent position No effect May be temporarily replaced with midpoint RVR if approved ba the state of Aerodrome.4.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 138 of 171 18. 550m by night RVR 300m by day.04. Instr.11 Training and Qualifications (Source: Airberlin OM-A 8.7) • • All CAT II/III licenced pilots must conduct at least 3 approaches with an automatic landing within 6 months (all mandatory approaches may be conducted in an approved simulator). 18. 18. AFM limitations must be observed including: o Glide slope angle o Airport elevation o Flap configuration o Wind limits o Required equipment for CAT II must be operative.04.A320 LINE TRAINING SUMMARY Low Visibility Operations 18. must be conducted in an approved simulator as a result of an autopilot failure at or below decision height with a RVR of less than 300m. landing and roll-out must be closely monitored as the crew must be ready to take over in these flight phases as well. the crew will decide to continue the automatic landing or to take over manually or to go around.3 Limitations • • • Automatic landing must be approved in the AFM.GuideA320 Revision: 4 Effective Date: 25.10 Autoland in CAT I or better weather conditions Page 139 of 171 18.08 .10. nevertheless automatic landing on CAT I ILS quality beam is possible provided the Airline has checked that the guidance below 200ft is satisfactory. For CAT III operations at least once every 6 months a missed appr. The flight crew is reminded to be vigilant for ILS disturbances when conducting automatic landing on any ILS quality beam in CAT I or better weather conditions when the critical area protection is not assured by ATC. The crew should be warned that fluctuations of the LOC or GS may occur and that the PF should be prepared to immediately disconnect the AP and take the appropriate action should unsatisfactory automatic landing performance occur. At least CAT 2 capability must be displayed on FMA.4.2 Crew procedures • • • • Visual cues must be obtained at the applicable DA (baro) (CAT I) or a go-around must be performed. 18.10. Being in visual contact with the runway.10. Flare.1 Airports requirements The Automatic Landing System performance has been demonstrated during type certification with CAT II or CAT III ILS qualify beam. who are new to the aeroplane type: • • 50 hours or 20 sectors on the type. has been achieved on the type.4.04.GuideA320 Revision: 4 Effective Date: 25.3) Before commencing Category II/III operations.12 Type and command experience Page 140 of 171 (Source: Airberlin OM-A 8. or pilots to whom conduct of the flight may be delegated. the following additional requirements are applicable to commanders. and 100 m must be added to the applicable Category II or Category III RVR minima unless he has previously qualified for Category II or III operations with a JAA operator. including line flying under supervision.A320 LINE TRAINING SUMMARY Low Visibility Operations 18. Instr. until a total of 100 hours or 40 sectors. including line flying under supervision.08 .3. . Take-offs at a friction coefficient below 0.4.4.08 .1) • Take-Off minima must selected to ensure sufficient guidance to control the aircraft in case of: o discontinued take -Off in adverse circumstances or o continued take-Off after failure of the critical engine The commander shall not commence Take-Off unless the weather conditions at the aerodrome f departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable Take-Off alternate aerodrome is available. Airberlin OM-A 8.1 General (Source: Airbus getting to grips with CAT 2/3 operations. RVR measurement system. a takeoff alternate is required within one hour. Take-Off with minima less than 400 m requires that LVP's are in force. a Take-Off may only be commenced if the pilot in command can determine that the RVR visibility along the Take-Off run required (JAR take-off field length) is at or above minimum required. 19. The Takeoff minima is mainly determined by the airport installation (runway lighting system.26 are prohibited.04.4. Above time is determined at the one engine inoperative speed and equals 370NM Before commencing take-off. • • • • • • Instr. a commander must ensure that the RVR or visibility in the takeoff direction of the aeroplane is equal to or better than the applicable minimum and that the condition of the runway intended to be used should not prevent a safe take-off and departure. The maximum RVR at Takeoff is quite independent of the aircraft type and aircraft equipment except for very low RVR.A320 LINE TRAINING SUMMARY Low Visibility Operations Page 141 of 171 19 Low visibility Takeoff 19. When no visibility is reported or the reported visibility is below that required for Take-Off and or RVR is not reported. the RVR is reported and the flight crew members have satisfactorily completed training in a simulator. The pilot in command has to perform the T/O if the RVR is less than 400 m. Category II or III minima or when a reported RVR is available. It is not allowed to convert a meteorological visibility to RVR for calculating Take-Off minima.GuideA320 Revision: 4 Effective Date: 25.4) Takeoff with RVR less than 400m is considered as LVTO by JAR OPS 1. When weather conditions are more severe than the landing minima..).2 Take Off Minima (Source: Airberlin OM-A 8.. For night operations at least runway edge and runway end lights are required. The required RVR value must be achieved for all of the RVR reporting points throughout the Accelerate Stop Distance (ASD). High intensity runway centreline lights spaced 15 m or less and high intensity edge lights spaced 60 m or less are in operation. Instr. A 90 m visual segment is available from the cockpit at the start of the take-off run. The reported RVR/Visibility value representative of the initial part of the take-off run can be replaced by pilot assessment. The takeoff minima may be reduced to 125 m RVR (Category C aeroplanes) or 150 m RVR (Category D aeroplanes) when: • • • • • Low Visibility Procedures are in force. and The required RVR value has been achieved for all of the RVR reporting points throughout the Accelerate Stop Distance (ASD). edge and runway end lights are required) 500m 250m / 300m (Note 1 & 2) Runway edge and centerline lighting 200m 250m (Note 1) Runway edge and centerline lighting and multiple RVR information 150m /200m (Note 1 & 4) Note 1: Note 2: Note 3: Note 4: The higher values apply to Category D aeroplanes.A320 LINE TRAINING SUMMARY Low Visibility Operations 19. with the exception given in Note 3 above.08 .3 Ground Facilities Requirement for Take Off Page 142 of 171 Ground facilities RVR / VIS (Note 3) Nil (day only) Runway edge lighting and/or centerline marking (for night.GuideA320 Revision: 4 Effective Date: 25.04. Flight crew members have satisfactorily completed training in a Flight Simulator. ensuring an efficient thrust management during the approach. when approach phase and managed speed are active. This managed speed target is computed in the FMGS. chapter 13) 20.30. This Ground Speed is called "GROUND SPD MINI".1 Ground Speed Mini Function (Source: A320 FCOM 1. the energy of the aircraft is maintained above a minimum level ensuring standard aerodynamic margins versus stall.5 in CONF FULL.04. The minimum energy level is the energy level the aircraft will have at touchdown.GuideA320 Revision: 4 Effective Date: 25. using the wind experienced by the aircraft. 2.22.1 Speed mode in approach phase When the aircraft flies an approach in managed speed. It is independent of the AP/FD and/or ATHR engagements.2 Ground speed mini function principle The purpose of the ground speed mini function is to take advantage of the aircraft inertia. using the "ground speed mini function". During the approach. when the wind conditions vary during the approach. 3 and VFE . is variable during the approach. 20. Wind is a key factor in the ground speed mini function.08 . the speed target displayed on the PFD in magenta. The lowest speed target is limited to VAPP and its upper limit is VFE of next configuration in CONF 1.1. it will automatically follow the IAS target.1. It does so by providing the crew with an adequate indicated speed target. If the A/THR is active in SPEED mode. the FMGS continuously computes the speed target.A320 LINE TRAINING SUMMARY Performance Page 143 of 171 20 Performance 20. Instr. A320 Instructor Support. if it lands at VAPP speed with the tower reported wind as inserted in the PERF APPR page. The speed target is displayed on the PFD speed scale in magenta. When the aircraft flies this indicated speed target. in order to keep the ground speed at or above the "Ground Speed Mini". The minimum energy level is represented by the Ground Speed the aircraft will have at touchdown. 2 Speed target computation The FMGS continuously computes a speed target (IAS target).1 Tower wind It is the MAG WIND entered in the PERF approach page.3 Terminology 20.08 . that is the MCDU VAPP value plus an additional variable gust.04.3. Gusts must not be inserted. they are included in the ground speed mini computation.1. 20. or VFE of the next configuration in CONF 1.A320 LINE TRAINING SUMMARY Performance Page 144 of 171 20. The IAS target is displayed on the PFD as a magenta triangle moving with the gust variation.4.GuideA320 Revision: 4 Effective Date: 25.1 VAPP computation VAPP.2 Tower headwind component The TWR HEADWIND COMPONENT is the component of the MAG WIND projected on the runway axis (landing runway entered in the flight plan).1. It is used to compute VAPP and GS mini.3.1. is computed as follows : VAPP = Vls + ∆ maximum of • • • 5kts for ATHR 5kts for severe icing 1/3 of steady headwind (max. 20. 20.4 Speed Computation 20. The CURRENT HEADWIND COMPONENT is used to compute the variable speed target during final (IAS target).4.1. The gust is the instantaneous difference between the CURRENT HEADWIND COMPONENT and the tower headwind component.1.1. 15 kts) The crew can manually modify the VAPP and TWR wind values on the PERF APPR page. The IAS targets have two limits : • • VAPP as the minimum value VFE – 5 kts in CONF FULL. automatically displayed on the MCDU PERF APPR page.3 Current headwind component The actual wind measured by ADIRS is projected on the aircraft axis to define the CURRENT HEADWIND COMPONENT (instantaneous headwind).3. 20. It is the average wind. Instr. 2 or 3 as the maximum value. as provided by the ATIS or the tower.1. It is always positive (or equal to zero for no wind or tailwind). 1. Note: • • • The ATIS and tower wind is a two minute average wind. 3.04. The GS mini value is not displayed to the crew. we obtain the following result : IASTARGET = Max [VAPP. It allows an efficient management of the thrust in gusts or longitudinal shears.tower headwind)] Instr. It is always referenced to True North. The GS mini guidance has 3 major benefits: 1. 2. 20.4.GuideA320 Revision: 4 Effective Date: 25. It provides additional but rational safety margins in shears. thus it is an instantaneous wind information. The wind information used by the FMGS for the Managed Speed target control during the approach (GS mini guidance) is provided by the onside IRS (update rate typically 10 times/sec). The METAR is a ten minute average wind. 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.1. gusts are considered if in the past 10 mn the peak wind value exceeds by typically 10 kts or more the two minute average wind.08 . with 10 minute gusts.5 Example Approach on runway 09 The tower wind direction is on the runway axis 090 with 30kt VAPP = VLS + 10kt (1/3 of 30kt) VAPP = 140kt IAS target values If we turn the previously explained speed target definition into formulae. (VAPP + current headwind . It allows pilots "to understand what is going on" in perturbed approaches by monitoring the target speed magenta bugs: when it goes up = head wind gust.A320 LINE TRAINING SUMMARY Performance Page 145 of 171 20.3 Ground speed mini (GS mini) computation Ground speed mini concept has been defined to prevent the aircraft energy from dropping below a minimum level during final approach. 08 .30) = 140 kt Instr.30) = 160 kt Max [VAPP.30) = 140 kt Max [VAPP.30) = 140 kt Max [VAPP. (140 + 50 .GuideA320 Revision: 4 Effective Date: 25. (140 + 10 . (140 + 30 .04.A320 LINE TRAINING SUMMARY Performance Page 146 of 171 Current wind in approach IAS target Current wind in approach (a) 090/50 (b) 090/10 (c) 270/10 (d) 090/30 IAS target Max [VAPP. (140 + 0 . VR = 133 . V2 = 135 .A320 LINE TRAINING SUMMARY Performance 20. V2 = 143 .08 .GuideA320 Revision: 4 Effective Date: 25. limiting factor: VMU A 50kg HIGHER GW REDUCES V1 by 9kt!! Instr.procedure according OMA does NOT allow making an LMC without recalculating the T/O Performance even if the change is only 100kg! (See example below) Don’t just reduce Flex temperature perform a complete recalculation If the wind is different at T/O position perform a complete recalculation Already 100kg difference can make a huge difference in Speed! Example: ZRH RWY 28 Wind Temperature QNH Conf Wing.& Engine anti ice RWY CG GW 61450kg: GW 61500kg: 240/5 17°C 1019 1 off dry > 27% Flex 56° Flex 54° V1 = 142 . limiting factor: OBS V1 = 133 .04. VR = 142 .2 Take off performance considerations Page 147 of 171 • • • • Always calculate the T/O performance with the most accurate GW! LMC. Example: Given: • • Weight : 65000kg Wind at FL350 : 10 kt head Find: Minimum wind difference to descend to FL310 : (40 – 4)= 36 kt Results: Descent to FL310 may be considered provided the tail wind at this altitude is more than (36 .15) Following diagram shows if a lower level would be more economically when winds are less in lower altitudes.A320 LINE TRAINING SUMMARY Performance 20.04. Instr.3 Wind altitude trade for constant specific range Page 148 of 171 (Source: A320 FCOM 3.GuideA320 Revision: 4 Effective Date: 25.10) = 26 kt.08 .5. Instr. 20.if any = corrected un-factored distance • + an operational factor of at least 1.1 Dispatch requirements The un-factored landing distance (= the distance from 50 ft to stop) shall be factored with 1. In case of a runway forecasted or reported to be wet/contaminated an additional 15% shall be added.4.67 operational factor). never be lass than the distance calculated for dispatch purposes (including the 1.04.4.4 Landing field length requirements Page 149 of 171 (Source: Airberlin OM-A 8.67 for jets.1.20 = required distance to land This required distance for the (actual) landing shall.2 Actual landing field length requirements (in-flight calculation) the following calculation therefore needs to be carried out: • • • Un-factored landing distance (dry) + correction for the wet/contaminated runway + correction for system failures . however.2.GuideA320 Revision: 4 Effective Date: 25.4) 20.A320 LINE TRAINING SUMMARY Performance 20.08 . 15) ( Note 2) Notes: 1: 2: 3: Alternatively the table unfactored landing distance wet can be used.3 Summary Dispatch: LDreq = LDunfactored ⋅ 1.04.67 Normal Operations: In flight: Abnormal Operations: the greater of LDreq = LDunfactored ⋅ 1. Or +300m whichever is more.GuideA320 Revision: 4 Effective Date: 25.67 ⎧LDreq = ULD ⋅ 1.32) Factor for wet RWY (fwet = 1.67 ⎫ ⎪ ⎪ ⎨ ⎬ LDreq = ULD ⋅ foperational ⋅ fsystem failure ⋅ fwet ⋅ fCAT III ⎭ ⎪ ⎪ ⎩ LDreq LDunfactored foperational fsystem failure fwet fCAT III Required Landing Distance Unfactored Landing Distance (Note 3) Operational factor (foperational = 1.03 landing distance without autobrake.2) Factor for system failures (see QRH 2.A320 LINE TRAINING SUMMARY Performance Page 150 of 171 20.15) (Note 1) Factor for CAT III Approach (fCAT III = 1.08 .4. configuration FULL Instr. See QRH 4. 2 Flight instrument tolerances (Source: FCOM 3.20) Length Wingspan Tail height Tail width Fuselage width Min.A320 LINE TRAINING SUMMARY Limitations Page 151 of 171 21 Limitations The limitations in this summary are divided in two groups: • Technical limitations Limitations out of the FCOM which are most of them nice to know since the FWC is monitoring them or they have no direct consequence in normal operation.2m FL 390 (39’800ft PA) -70 C OAT +/.0 g. A320) 27.34): 21.GuideA320 Revision: 4 .5m 4m 23m (A319. The operational limitations are ordered according a normal flight in flight phases. -1000ft – 9200ft PA max.1 Technical limitations 21. difference between ADR1 / 2 and ADR3: Instr. + 2.2% min.1m 12m 12. Operational limitations Limitations which have direct consequences in normal operation and should be known by heart.0 g to 0. • 21. 18° / 22.1.6m (A320) 44.8 (A319) 37.6m (A321) 9. Most of the operational limitations can also be found in the section technical limitations.0 g.08 33.04. operating altitude: Max.5 g to .34) Altimeter: max. + 2.01.5m (A321) 34.4.0 g to 0. operating temperature Runway slope limits: Runway width: Manoeuvring load limits: clean: slats extended / flaps retracted slats & flaps extended Maximum take-off and landing altitude: Pitch in T/O: Range of ADIRS (FCOM 3.5° in windshear between 73°N and 60°S max.01. pavement width for 180° turn Main Gear track (outside face of tire) Max.1 General (Source: FCOM 3.1.1. difference between ADR1 and ADR2: 20 ft (on ground) 55ft (FL100) 130 ft (FL390) 20 ft (on ground) 350 ft (FL390) Effective Date: 25. 45m + 2.0 g. 40° / max. 37°C (9000ft PA) min.3 Opearting temperatures (Source: FCOM 3.1.008 (ground) 3 kt / m0. 55°C (0 ft PA) min.6 psi -1 psi 1 psi Instr.5 Structural weight limits (Source: FCOM 3.20) Take-off & Landing: In flight: min.4 Cabin pressure (Source: FCOM 3.01. difference between ADR1 / 2 / 3 and ISIS: Airspeed: max. . difference 4° Heading: 21.08 .008 (ground) 4 kt / m0. . difference between ADR1 / 2 / 3 and stby ASI: 100 ft (on ground) 185 ft (FL 100) 445 ft (FL390) 6 kt / m0.A320 LINE TRAINING SUMMARY Limitations Page 152 of 171 max. . difference between ADR1 and ADR2: max.01.66° / max. .1. -25°C (39’000 ft PA) min.1.1.21) Maximum positive differential pressure Maximum negative differential pressure Ram air inlet opens only if differential pressure is lower 21.20) Maximum take-off weight (brake release): Maximum landing weight: Maximum zero fuel weight: A319: A320: A321: A319: A320: A321: A319: A320: A321: 75’500kg 77’000kg 93’000kg 62’500kg 64’500kg 77’800kg 58’500kg 61’000kg 73’800kg 8.008 (FL390) 6 kt (on ground) 8 kt (FL390) max.01 (FL390) 6 kt / m0. . -10°C (30’000 ft PA) 21. -20°C (35’000 ft PA) min.GuideA320 Revision: 4 Effective Date: 25.70° / max. difference between ADR1 / 2 and ADR3: max.45° / max.04.63° / max. Instr.22) Height for engagement after Take-off (with SRS mode) Straight in non precision approach Circling approach: ILS approach with CAT 1 displayed on FMA: All other cases 21.82 250 kts / M 0.65 230 kts 215 kts 200 kts (A319 . selectable speed: T/O: Other modes: 350 kts / M 0. operating speed rough air speed: max. 230 kts max. 195 kts max.8 Automatic approach.1.67 max. 10kt max.7 Use of autopilot (Source: FCOM 3. 30kt max. A320) 190 kts (A321) VLS 103kt (8000ft)= 1.04.01.01.1.01. 20kt 100 ft MDA MDA-100ft 160ft 500ft Note: Wind limitation is based on the surface wind reported by the tower.22) Headwind: Tailwind: Crosswind: max. 200 kts VMCA VMCG (config 1 +F) Gear retraction VMLO retraction: Gear extension VLO extension: Gear extended VLE: Windshield wipers: Tire speed: Speed for opening cockpit Window: 21. A320) 215 kts (A321) 185 kts 177 kts (A319 .23 VS1g 110 kts ( 0ft) / 110 kts ( 0ft) / 103kt (8000ft) max.A320 LINE TRAINING SUMMARY Limitations Page 153 of 171 21. slats / flaps extended speed: 1: 1 + F: 2: 3: 4: VLS: min.1. but the tower reports a surface wind within the limitations. 280 kts / M 0. If the wind displayed on ND exceeds the above–noted autoland limitations. 250 kts max.20) (all speeds IAS) VMO / MMO VRA / MRA VFE / MFE max. If the tower reports a surface wind beyond limitations. landing and roll out (Source: FCOM 3.GuideA320 Revision: 4 Effective Date: 25.6 Speeds (Source: A320 FCOM 3. then the autopilot can remain engaged. 220 kts max.13 VS1g VLS = 1.08 . only CAT I automatic approach without autoland can be performed. Visual references are obtained at an altitude appropriate to the performed CAT I approach. and if engine-out procedures are completed before reaching 1000 feet in approach. for safety purposes. Automatic rollout performance has been approved on dry and wet runways.5°. if the following precautions are taken: • • • • • • The airline has checked that the ILS beam quality and the effect of terrain profile before the runway have no adverse effect on AP/FD guidance.04. they should disconnect the AP at or above 80 feet: this altitude being the minimum to take over and feel comfortable. Automatic landing in CAT I or better weather conditions The automatic landing system's performance has been demonstrated on runways equipped with CAT II or CAT III ILS approaches. 21.08 .8. With slope angle within (– 2.1 Engine out CAT II and CAT III fail passive autoland are only approved in configuration FULL. the AP may be disconnected at anytime. may occur and the PF is prepared to immediately disconnect the AP and take appropriate action. When the crew does not intend to perform an autoland. Nevertheless. The crew is aware that LOC or GS beam fluctuations. At approach speed (VAPP) = VLS + wind correction. Instr. should unsatisfactory guidance occur. maximum 15 knots.2 Automatic landing CAT II and CAT III autoland are approved in CONF 3 and CONF FULL. but performance on snow-covered or icy runways has not been demonstrated. independent of the aircraft systems. Maximum wind conditions for CAT II or CAT III automatic approach landing and roll out.1. At least CAT2 capability is displayed on the FMA and CAT II/CAT III procedures are used. However automatic landing in CAT I or better weather conditions is possible on CAT I ground installations or when ILS sensitive areas are not protected.GuideA320 Revision: 4 Effective Date: 25. For airport altitude at or below 2500 feet.A320 LINE TRAINING SUMMARY Limitations Page 154 of 171 21.15°) range. In particular the effect of terrain discontinuities within 300 meters before the runway threshold must be evaluated. – 3.1. Minimum wind correction 5 knots . Automatic landing is demonstrated: • • • • With CAT II and CAT III ILS beam.8. At or below the maximum landing weight. otherwise go–around is initiated. 28 . 33kts gusts up to 38 kts* * Values are demonstrated values and not operational limitations Tail wind (T/O & Ldg.04. or the cargo door is on the leeward side).28.GuideA320 2 x 6126kg 6476 kg 18’728 kg (ρ=0.08 . if the aircraft nose is oriented into the wind.1.1.9 Weather (Source: A320 3.785) (ρ=0.A320 LINE TRAINING SUMMARY Limitations Page 155 of 171 21. at or below 5300 ft): 15 kts (>5300 ft: 10 kts) (A320) 10 kts (A319) Note: The maximum tailwind for automatic landings and rollout remains 10 kts ! Maximum wind for passenger door operation : Maximum wind for cargo door operation : 65 knots 40 knots (or 50 knots. A320 Max usable wing tanks: Max usable center tanks: Total usable Fuel: A321 Max usable wing tanks: Max usable center tanks: Total usable Fuel: Maximum allowed wing fuel imbalance • Inner tanks Tank Fuel Quantity (Heavier tank) Full (5’350 kg) 4’300 kg 2’250 kg Note: Instr. 40 kts Keep parking brake on with wind speeds above: 21.785) 2 x 7250kg 8200 kg 23’700 kg Maximum allowed imbalance.785) (ρ=0. 1’500 kg 1’600 kg 2’250 kg The variation is linear between these values (No limitation below 2 250 kg) Revision: 4 Effective Date: 25.20) Following: Cross wind for T/O: Cross wind for LDG: max. 29kts gusts up to 38 kts* max.1.10 Fuel (Source: FCOM 3.01.10) A319 . 1. A320 LINE TRAINING SUMMARY Limitations Page 156 of 171 • Outer tanks: Maximum allowed imbalance: 530 kg Fuel management • • • Tanks must be emptied in the following order: center tank then wing tanks Takeoff on center tank is prohibited. A320) FLAPS 3 and FULL (A321) min.1. 800 psi (2 Crew / 40°C) min.3.32. 1300 psi (+2 observer / 40°C) during emergency descent ->10min. Fuel temperature: min.GuideA320 .1. Speed to cut off green hydraulic pressure: max.1.35) Oxygen pressure: 6° (40kt) / 0° (130kt) 75° (0kt) / 0° (70kt) 95° max. FL 250 max. flight controls (Source: FCOM 3. 1. 300°C with break fan off.27 .29) Normal operating pressure 3000 psi +/-200 21. -43°C (Jet A1) 21. gear. FL 200 FULL (A319.10) Altitude for LG extension: Altitude for flap extension: Min.1.08 Protection time Instr.11 .13 Oxygen (Source: FCOM 3.1.11 Hydraulic (Source: FCOM 3. 1000 psi (+1 observer / 40°C) min.1.04. cruise at FL 100 -> 110min Revision: 4 Effective Date: 25.12 Break. 3. 150°C with break fan on. max. FL 200 260kt 40 kt Keep Parking brake on with wind speeds above: Do not set N1 above 75% on both engines with the parking brake on Steering angle: Rudder: Tiller: Towing: Break temperature for T/O: Altitude for flap extension: Speedbrakes NOT usable for configuration: 21. max. 1.2e) Max continuous load per generator Max continuous load per TR (continuous) 100 % (90 kVA) 200 A 4 + 4 Masks -> 12min approx.04.08 .14 Electrical (Source: FCOM 3.A320 LINE TRAINING SUMMARY Limitations Page 157 of 171 against smoke with 100% oxygen at FL 80 -> 15min. Cabin: Smoke hood: Bottle in cabin: 21.GuideA320 Revision: 4 Effective Date: 25.01. 15min LOW 1h. HI 30min Instr. 16 Engine (Source: FCOM 3.5 qts/h) 4 Starts (max.08 .1.6) Pack flow selector: LO if number of PAX < 115 LO if number of PAX < 85 (A320) (A319) HI for abnormally hot and humid conditions NORM for all other operating cases 21. OEI 725°C 915°C 950°C min. / 10min. min.5 qts + estimated consumption (0. 155° C for 15 Min. 9.GuideA320 Revision: 4 Effective Date: 25.1. 2 Min. trans.1. that appears on the ECAM.49) Maximum N (ECAM display) 107 % Note : The APU automatically shuts down at 107 % N speed. 3 start cycles thereafter wait 60 min before attempting 3 more cycles APU bleed air extraction for wing anti ice is not permitted 1.-10° C max.70) Time limit for T/O & GA: EGT limit for starting: EGT limit MCT: EGT limit T/O & GA: Oil temperature: engine start T/O power Oil quantity: Engine start: Reverse thrust: 5 min. 140° C max.15 APU (Source: FCOM 3.) with 20 sec.This corresponds to an actual N speed of 106 %. cooling maximum reverse should not be used below 70 kts Idle reverse is allowed down to acft stop Instr.12 Pressurization/ ventilation (Source: FCOM 3.3. Maximum for start (below 25000 feet) Maximum for start (above 25000 feet) APU start: 900°C 982°C max.-40° C min. delay After 4 starts 15 Min.04.A320 LINE TRAINING SUMMARY Limitations Page 158 of 171 21.1. if the airplane meets all applicable performance requirements at the planned takeoff weight.GuideA320 Revision: 4 Effective Date: 25. Instr.01. The assumed temperature must not be lower than the flat rating temperature. with the operating engines at the thrust available for the flex temperature.08 . or the actual OAT. Takeoff at reduced thrust is permitted with any inoperative item affecting the performance. only if the associated performance shortfall has been applied to meet all performance requirements at the takeoff weight.04. with the operating engines at the thrust available for the assumed temperature.A320 LINE TRAINING SUMMARY Limitations Page 159 of 171 Reduced Thrust Takeoff (Source: FCOM 3. Takeoff at reduced thrust is not permitted on contaminated runways.70) • • • • Takeoff at reduced thrust is only permitted. 2 Operational Limitations 21. LO if number of PAX < 115 LO if number of PAX < 85 (A320) (A319) Pack flow selector: HI for abnormally hot and humid conditions NORM for all other operating cases Altimeters max.34) Oxygen pressure: min.3.4. 11 qts + estimated consumption (0.1 Cockpit Preparation (Source: FCOM 3. 3.5 qts/h) A319: min. difference between ADR1 / 2 / 3 and ISIS: 100 ft (on ground) Instr.A320 LINE TRAINING SUMMARY Limitations Page 160 of 171 21.4 .3 qts/h) (off – on -> check) battery charge currents are below 60 A and decreasing min.5 qts + estimated consumption (0. difference between ADR1 and ADR2: 20 ft (on ground) max. 25.6 .04.4.5 V (ensures charge 50%) charging cycle about 20 minutes do not use APU Bleed with external Airconditioning connected -> valve damage between 2000 and 2700 PSI (full pedal deflection). 10 minutes if one IRS has a residual ground speed greater than 5 knots complete a fast alignment on all 3 IRS. 1300 psi (+2 observer / 40°C) * * If below check FCOM 3.08 .GuideA320 Revision: 4 Effective Date: 25.2. if no 1000 PSI limiter installed APU: Brake pressure check: IRS: full alignment ca. 800 psi (2 Crew / 40°C) * min. 3.3.34 FLIGHT INSTRUMENT TOLERANCES Engine oil quantity: Battery: A320: min. 1000 psi (+1 observer / 40°C) * min. 9. A320 LINE TRAINING SUMMARY Limitations Page 161 of 171 21.2.2 Taxi (Source: FCOM 03.03.10) N1 Taxispeed Brake fan: max 40% max 30 kt straight ahead max 10 kt in turns If an arc is displayed on the ECAM WHEEL page above the brake temperature, select the brake fans on prior brake temperature reaches 260° C max. 300°C with brake fan off. max. 150°C with brake fan on. Break temperature for T/O: Icing (Sorce: FCOM 3.3.9) Note: Icing conditions may be expected when the OAT (on the ground and for take-off), or when TAT (in flight) is 10° C or below with visible moisture in the air or standing water, slush, ice or snow is present on the taxiways or runways. During ground operation when engine anti ice is required and OAT is plus 3 deg C or less, periodic engine run-up to as high a thrust setting as practical (70 % N1 recommended) may be performed at the pilot's discretion to centrifuge any ice from the spinner, fan blades and low compressor stators. There is no requirement to sustain the high thrust setting. The run-ups should be performed at intervals not greater than 15 minutes. Subsequent takeoff under these conditions should be preceded by a static run-up to as high a thrust as practical (70 % N1 recommended) with observation of all primary parameters to ensure normal engine operation. 21.2.3 Before Take Off (Source: FCOM 03.03.07) Start IGN START if heavy rain or severe turbulence is expected after takeoff. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Limitations Page 162 of 171 21.2.4 Take Off (Source: FCOM 3.3.12; 3.5.6 ;3.1.28; 3.1.70 ; FCTM 020.50) max demonstrated crosswind T/O max demonstrated crosswind LDG max tailwind A320 A319 Max Pitch at Rotation without Tailstrike Max Pitch after T/O Separation due to wake turbulence: (Source: EAG ERM, ICAO RAR 12.28.2) behind heavy aircraft (>136’000kg) same position intermediate position 2 min 3 min 29kt, gusts 38 kt 33kt, gusts 38 kt 15 kt 10 kt 11.7° (A320) 13.5° (A319) 18° Time limit for T/O & GA: Fuel: 5 min. / 10min. OEI Takeoff on center tank is prohibited. Max. Imbalance of outer Tank is 590kg Icing (Source: FCOM 3.4.30) Icing conditions may be expected when the OAT (on ground and for takeoff), or when the TAT (in flight) is at or below 10°C, and there is visible moisture in the air (such as clouds, fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is present on the taxiways or runways 21.2.5 After Take Off / Climb (Source: FCOM 3.3.12) Packs: Note: Select PACK 1 ON after CLB thrust reduction Select PACK 2 ON after a min. 10 seconds waiting period but not later than Flaps are set to zero. Selecting pack ON before reducing take off thrust would result in an EGT increase. Selecting both packs ON simultaneously may affect passenger comfort. Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 A320 LINE TRAINING SUMMARY Limitations Page 163 of 171 Flight instrument tolerances (Source: FCOM 3.4.34) Altimeter: max. difference between ADR1 and ADR2: max. difference between ADR1 / 2 / 3 and stby altimeter: 55ft (FL100) 130 ft (FL390) 185 ft (FL 100) 21.2.6 Cruise Turbulence (Source: FCOM 3.4.91) Above FL200 Below FL 200 275 kt or Mach 0.76 (which ever is less) 250 kt Icing Conditions (Source: FCOM 3.4.30 OPERATIONS IN ICING CONDITIONS) ENGINE ANTI ICE must be ON during all ground and flight operations, when icing conditions exist, or are anticipated, except during climb and cruise when the SAT is below - 40° C. ENGINE ANTI ICE must be ON before and during a descent in icing conditions, even if the SAT is below - 40° C. 21.2.7 Approach max demonstrated crosswind T/O max demonstrated crosswind LDG max tailwind A320 A319 auto LDG max tailwind auto LDG max crosswind auto LDG max headwind Speedbrakes NOT usable for configuration: 29kt, gusts 38 kt 33kt, gusts 38 kt 15 kt 10 kt 10 kt 20 kt 30 kt FULL (A319, A320) FLAPS 3 and FULL (A321) Instr.GuideA320 Revision: 4 Effective Date: 25.04.08 3.8 Landing (Source: FCOM 3.03. if full reverse used • Instr.GuideA320 Revision: 4 Effective Date: 25. 70kt 21.3) Behind a heavy acft: All other cases 5Nm 3Nm 21.2. Engine shut down minimum 3 minutes after LDG.9 After Landing (FCOM 03.04.08 . or done at the gate (whichever occurs first). to allow thermal equalization and stabilization and thus avoid oxidation of brake surface hot spots.2.23) • • if above 30° C OAT consider Conf 1 Brake fans selection should be delayed for a minimum of about 5 minutes.A320 LINE TRAINING SUMMARY Limitations Page 164 of 171 Wake turbulence radar separation minima (Sorce: ICAO RAR 12.21) Pitch Bank Full reverse max 10° max 7° min.28. 11 Leaving Aircraft (Source: FCOM 3.04.3. 40 kts Keep parking brake on with wind speeds above: 21. and the temperature of one brake is lower than or equal to 60°C. 3. Drift 5nm or below (in all other cases consult FCOM 3.24 .10 Parking (Source: FCOM 3. and the temperature of either one of the brakes is higher than or equal to 600°C or • The temperature difference between the 2 brakes on the same gear is greater than 150°C. use the brake fans.A320 LINE TRAINING SUMMARY Limitations Page 165 of 171 21.3.4.08 . Maintenance action is due in the following cases : • The temperature difference between the 2 brakes on the same gear is greater than 150°C.32) Brakes • above 500°C. if the aircraft nose is oriented into the wind. or • The difference between the LH and RH brakes' average temperature is higher than or equal to 200°C or • A fuse plug has melted or • One brake's temperature exceeds 900°C IRU Performance On POSITION MONITOR page Residual ground speed check: Below 5kt 6-14 kt 15-20kt ok perform a fast alignment Report (The IR part of the ADIRU must be considered as failed. wait at least 10 seconds before switching off the electrical supply to ensure that the ADIRS memorize the latest data.2.GuideA320 Revision: 4 Effective Date: 25.2.24) Above 21 kt Maximum wind for passenger door operation : 65 knots Maximum wind for cargo door operation : 40 knots (or 50 knots. or the cargo door is on the leeward side). Report (The IR part of the ADIRU must be considered as failed). if the excessive deviation occurs after two consecutive flights). disregarding possible oxidation phenomenon. Instr. or brake temperatures are likely to exceed 500°C.3. parking brake application should be avoided unless operationally necessary When turnaround times are short.25) After having switched off the ADIRS. before switching off the batteries Instr.04.A320 LINE TRAINING SUMMARY Limitations Page 166 of 171 Wait until the APU flap is fully closed (about 2 minutes afte the APU AVAIL light goes out).08 .GuideA320 Revision: 4 Effective Date: 25. 04.GuideA320 . Capture CAS Calibrated Airspeed C / B Circuit Breaker CBMS Circuit Breaker Monitoring System CDL Configuration Deviation List CDU Control Display Unit CFDIU Centralized Fault Data Interface CFDS Centralized Fault Display System CG Center of Gravity CHG Change CIDS Cabin Intercommunication Data System C / L Check List CLB Climb CLR Clear CMD Command CMPTR Computer CO Company CONT Continuous CO RTE Company Route CPCU Cabin Pressure Controller Und CRC Continuous Repetitive Chime CRG Cargo CRS Course CRT Cathode Ray Tube CRZ Cruise CSCU Cargo Smoke Control Unit CSD Constant Speed Drive CSM / G Constant Speed Motor / Generator CSTR Constraint CTR Center CTL PNL Control Panel CVR Cockpit Voice Recorder D DA Drift Angle DAR Digital AIDS Recorder DC Direct Current DDRMI Digital Distance and Radio Magnetic Indicator DES Descent DEST Destination DEU Decoder / Encoder Unit DFA Delayed Flap Approach DFDR Digital Flight Data Recorder DH Decision Height DIR Direction DIR TO Direct To DISC Disconnect DIST Distance Revision: 4 Effective Date: 25.08 B BARO BAT BCL BCDS BITE BIU BFE BMC BNR BRG BRK BRT BSCU Barometric Battery Battery Charge Limiter Bite Centralized Data System Built-in Test Equipment Bite Interface Unit Buyer Furnished Equiptment Bleed Air Monitoring Computer Binary Bearing Brake Bright Braking Steering Control Unit Instr.A320 LINE TRAINING SUMMARY Abreviations Page 167 of 171 22 Abreviations A ABN Abnormal AC Alternating Current A / C Aircraft ACARS ARINC Communication Addressing and Reporting System ACP Audio Control Panel ADF Automatic Direction Finder ADIRS Air Data Inertial Reference System ADIRU Air Data Inertial Reference Unit ADM Air Data Module ADR Air Data Reference ADV Advisory AEVC Avionics Equipment Ventilation Computer AFS Auto Flight System AIDS Aircraft Integrated Data System AIL Aileron AIU Audio Interface Unit AMU Audio Management Unit ANT Antenna ALS Approach Light System ALT Altitude ALTN Alternate A / P Auto-Pilot APPR Approach APPU Asymmetry Position Pick off Unit APU Auxiliary Power Und ARPT Airport AS Airspeed ASAP As Soon As Possible ASI Air Speed Indicator A / SKID Anti Skid ATC Air Traffic Control ATE Automatic Test Equipment A/THR Auto Thrust Function ATS Auto Thrust System ATT Attitude AWY Airway BTC BTL Bus Tie Contactor Bottle C C Centigrade CAPT Captain. A320 LINE TRAINING SUMMARY Abreviations Page 168 of 171 DITS DMC DME DMU DSDL DSPL DTG DU Digital Information Transfer System Display Management Computer Distance Measuring Equipment Data Management Und (Aids) Dedicated Serial Data Link Display Distance To Go Display Unit E E East ECAM Electronic Centralized Aircraft Monitoring ECB Electronic Control Box (APU) ECM Engine Condition Monitoring ECON Economic ECP ECAM Control Panel ECS Environmental Control System ECU Engine Control Unit EDP Engine Driven Pump EFCS Electronic Flight Control System EFIS Electronic Flight Instrument System EFOB Estimated Fuel On Board EIU Engine Interface Unit EIS Electronic Instruments System ELAC Elevator Aileron Computer ELV Elevation ELEC Electrics EMER Emergency EMER GEN Emergency Generator ENG Engine EO Engine Out EPR Engine Pressure Ratio ESS Essential EST Estimated ETA Estimated Time of Arrival ETE Estimated Time en Route ETP Equal Time Point EVMU Engine Vibration Monitoring Unis E / WD Engine / Waming Display EXT PWR External Power EXTN Extension FF Fuel Flow FGC Flight Guidance Computer FIDS Fault Isolation and Detection System FL Flight Level FLSCU Fuel Level Sensing Control Unit FLT Flight FLT CLT Flight Control FMA Flight Mode Annunciator FMGC Flight Management Guidance Computer FMGS Flight Management Guidance System FMS Flight Management System F/0 First Officer FOB Fuel on Board F-PLN Flight Plan FPA Flight Path Angle FPPU Feed Back Position Pick-Off Unit FPV Flight Path Vector FQI / FQU Fuel Quantity Indication / Unit FREQ Frequency FRT Front FRV Fuel Retum Valve FT Foot.04. Hot Hydraulic Control Unit Heading Heading Selected Handle High High Intensity Effective Date: 25. Feet FT/MN Feet per Minute FU Fuel Used FWD Forward FWC Flight Waming Computer FWS Flight Waming System G GA Go Around GCU Generator Control Unit GEN Generator GLC Generator Line Contactor GMT Greenwich Mean time GND Ground GPCU Ground Power Control Unit GPS Global Positioning System GPWS Ground Proximity Waming System GRND Ground GRP Geographic Reference Point GRVTY Gravity GS Ground Speed G/S Glide Slope GW Gross Weight F FAC Flight Augmentation Computer FADEC Full Authority Digital Engine Control System FAF Final Approach Fix FAP Forward Attendants Panel FAR Federal Aviation Regulations FAV Fan Air Valve F / C Flight Crew FCDC Flight Control Data Concentrator FCU Flight Control Unit FD Flight Director FDIU Flight Data Interface Unit FDU Fire Detection Unit Instr.08 .GuideA320 H H HCU HDG HDG/S HDL HI HI Revision: 4 Hour. 08 .04. Mach. Meter MAC Mean Aerodynamic Chord MAG Magnetic MAG DEC Magnetic Declination MAG VAR Magnetic Variation MAINT Maintenance MAN Manual MAX CLB Maximum Climb MAX DES Maximum Descent MAX END Maximum Endurance MB Millibar MCT Maximum Continuous Thrust MCDU Multifunction Control and Display Unit MCU Modular Concept Unit MDA Minimum Descent Altitude MECH Mechanic MEL Minimum Equipment List MFA Memorized Fault Annunciator MI Medium Intensity MIN Minimum MKR Marker MLS Microwave Landing System MLW Maximum Landing Weight MMEL Master Minimum Equipment List MMO Maximum Operating Mach MN Mach Number MRIU Maintenance and Recording Interface Unit MSA Minimum Safe Altitude MSG Message MSL Mean Sea Level MSU Mode Selector Unit (IRS) MTBF Mean Time Between Failure MTOW Maximum Take-Off Weight MZFW Maximum Zero Fuel Weight K KG KT Kilogram Knot L L Left LAF Load Alleviation Function LAT Latitude LAT REV Lateral Revision LAV Lavatory LCN Load Classification Number LDG Landing L / G Landing Gear LGCIU Landing Gear Control Interface Unit LGPIU L/ G Position Indicator Unit LH Left Hand LIM Limitation LS Localizer Inertial Smoothing LK Lock LL Latitude / Longitude Instr. North NACA National Advisory Committee for Aeronautics NAV Navigation Revision: 4 Effective Date: 25.A320 LINE TRAINING SUMMARY Abreviations Page 169 of 171 HLD Hold HMU Hydraulic-Mechanical Unft HP High Pressure HPTCC HP Turbine Clearance Control HPV High Pressure Valve HUD Head Up Display HYD Hydraulics HZ Hertz I IAF Initial Approach Fix IAS Indicated Airspeed IDENT Identification IDG Integrated Drive Generator IFR Instrument Flight Rules IGN Ignition IGV Inlet Guide Vane ILS Instrument Landing System IMM Immediate INB Inbound INBO Inboard INCREM Increment INIT Initialization INOP Inoperative INR Inner INST Instrument INTCP Intercept I/O Inputs / Outputs I/P Input or Intercept Profile IP Intermediate Pressure IPC Intermediate Pressure Check-valve IPPU Instrumentation Position Pick-off Unit IRS Inertial Reference System ISA International Standard Atmosphere ISOL Isolation LLS Left Line Select Key LOC Localizer LONG Longitude LP Low Pressure LPTCC LP Turbine Clearance Control LRRA Low Range Radio Altimeter LRU Line Replaceable Unit LSK Line Select Key LT Light LVL Level LVL/CH Level Change LW Landing Weight M M Magenta.GuideA320 N N Normal. Red Radio Altitude Rotor Active Clearance Control Ram Air Turbine Recorder Recall Runway Centerline Lights Runway Centerline Markings Receiver Release Runway End Lights Reverse Right Hand Radio / Inertial Runway (Edge) Lights Right Line Select Key Radio Magnetic Indicator Radio Management Panel Range Revolution per Minute Repeating Required Reserves Route Regulatory Takeoff Weight Runway Runway Markings P P-ALT Profile Altitude P/B Push-Button P-CLB Profile Climb PCU Power Control Unit P-DES Profile Descent PDU Pilot Display Unit PERF Performance PFD Primary Flight Display PHC Probes Heat Computer P-MACH Profile Mach POB Pressure Off Brake P-SPEED Profile Speed POS Position PPOS Present Position PPU Position Pick-off Unit PR Pressure PRED Prediction PROC Procedure PROC T Procedure Turn PROF Profile PROG Progress PROTEC Protection PSU Passenger Service Unit PT Point PTP Purser Test Panel PTR Printer PTU Power Transfer Unit (Hydraulic) PVI Paravisual Indicator PWR Power Instr.04.GuideA320 S S South SC Single Chime S / C Step Climb SD System Display STAT INV Static Inverter S / D Step Descent SDAC System Data Acquisition Concentrator SDCU Smoke Detection Control Unit SEC Spoiler Elevator Computer SEL Selector SFCC Slat / Flap Control Computer SFCS Slat / Flap Control System SFE Seiler Furnished Equipment Revision: 4 Effective Date: 25.08 .A320 LINE TRAINING SUMMARY Abreviations Page 170 of 171 NAVAID Navigation Aid (VOR / DME) ND Navigation Display NDB Non Directional Beacon NM Nautical Miles NW Nose Wheel QAR Quick Access Recorder QFE Field Elevation Atmosphere Pressure QFU Runway Heading QNE Sea Level Standard Atmosphere Pressure (1013 MB) QNH Sea level Atmosphere Pressure QT Quart (US) QTY Quantity O OAT Outside Air Temperature OBRM On Board Replacable Module OFF / R Off Reset OFST Offset O/P Output OPP Opposite OPT Optimum OUTB Outbound OUTR Outer OVBD Overboard OVHD Overhead OVHT Overheat OVRD Override OVSPD Overspeed R R RA RACC RAT RCDR RCL RCL RCLM RCVR REL REL REV RH R /1 RL RLSK RMI RMP RNG RPM RPTG RQRD RSV RTE RTOW RWY RWYM Right. Take Off TOGA Take-Off .Go-Around TOGW Take-Off Gross Weight TOW Take-Off Weight T-P Turn Point T-R Transmitter-Receiver TRANS Transition TROPOTropopause TRK Track TRU Transformer Rectifier Unit TTG Time to Go W W WHC WPT WTB WXR White.GuideA320 Revision: 4 Effective Date: 25. Total Tactical True Air Speed Total Air Temperature To Be Determined Top of Climb Traffic Collision Alert System or Threat Analysis / Collision Avoidance System T / D Top of Descent TDZ Touchdown Zone Lights TEMP Temperature TGT Target THR Thrust THRL Threshold Lights THS Trimmable Horizontal Stabilizer TK Tank TK Track Angle TKE Track Angle Error TMR Timer TLA Throttle Lever Angle TO. Weight Window Heat Computer Waypoint Wing Tip Brake Weather Radar X XCVR XFR XMTR XPDR XTK Transceiver Transfer Transmitter Transponder Cross Track Error Y Y Yellow Z ZFCG Zero Fuel Center of Gravity ZFW Zero Fuel Weight U Instr. West.A320 LINE TRAINING SUMMARY Abreviations Page 171 of 171 SID Standard Instrument Departure SIM Simulation SLT Slat SOV Shutoff valve SPD Speed SPD LIM Speed Limit SPLR Spoiler SRS Speed Reference System STAR Standard Terminal Arrival Route STEER Steering STRG Steering STS Status SW Switch SWTG Switching SYNC Synchronize SYS System UFD ULB UNLK UTC Unit Fault Data Underwater Locator Beacon Unlock Universal Coordinated Time V V V1 V2 VBV Vc VEL VFE VFEN VFTO VHF VHV VIB VM VMIN VMO VOR VOR-D VR VREF V/S VSI VSV Volt Critical Engine Failure Speed Take Off Safety Speed Variable by pass valve Calibrated airspeed Velocity Maxi Velocity Flaps Extended VFE Next Vetocity Final Take-Off Very High Frequency Very High Voltage Vibration Maneuvering Speed Minimum Operating Speed Maximum Operating Speed VHF Omnidirectional Range VOR-DME Rotation Speed Landing Reference Speed Vertical Speed Vertical Speed Indicator Variable Stator Vane T T TACT TAS TAT TBD T/C TCAS True.04. Turn.08 .